http://seafarerslog.org/archives/files/original/7eced29a758c981d27e13c0330d77b64.PDF 56ae2d2306d5e7c45844a9020dea6a61 PDF Text Text • \• -N 1 j;i.- Iv I i '»• ' fT Vol. XXXill No. 2 SEAFARERS*LO€ OFFICIAL ORGAN OF THE SEAFARERS INTERMATIONAL UNION > ATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT > AFL-CiO MTD Focuses on Maritime Issues: ^ Urges Increase in U.S.-Flag Cargoes Ifif * Hits 'Runaway' Menace to industry * Warns of New Threat to Jones Act ^ Hears Gibson's Stable' Relations Plea (See Pages 3, 4, 5. 10) Seafarer Loses Life In Effort to Save Foreign Seamen (See Page 7) :Miii I Congress, Labor Join In Fight to Preserve Public Health Hospitals (See Pages 2, 5i 10) ... ^•\ Awards Deadline Draws Near - (See Pages 10, 32) ^ �Support Rallying to SlU in PHS Hospital Crisis Washington, D.C. tient clinics not only remain A resolution calling for ex­ open and funds be made avail­ panding and modernizing the able for the continued opera­ United States Public Health tion of such hospitals and Service Hospitals has been spon­ clinics, but that additional funds sored by 210 congressmen— be made available for the mod­ nearly half of the total mem­ ernizing, upgrading and ex­ bership of the House of Repre­ panding of all existing facilities in order to properly carry out sentatives. the responsibilities of the Pub­ The resolution, which has lic Health Service to provide the strong support of the SIU, the best medical care and Related articles on PHS treatment to beneficiaries there­ Hospitals appear elsewhere to under the law," the resolu­ tion declares. in this issue of the LOG. The resolution notes that Page 3: A report on the President Nixon, in his State of MID Executive CounciPs the Union message, "promised resolution concerning the to provide more medical serv­ proposed closing of PHS ices in areas that do not have Hospital program. adequate medical facilities." The 210 congressmen cited Page 5: Text of AFL-CIO the fact that USPHS facilities President George Meany's provide medical services for letter to HEW Secretary more than a half-million people Elliot Richardson. each year—^people who "could Page 10: SIU members' not obtain these services in letters to the Editor. overcrowded private' hospitals or in the Veterans Administra­ opposes the Administration's tion Hospitals." plan to close the eight remain­ The heavy outpouring of ing USPHS hospitals. support from Congress but­ Leaders in the campaign to tressed arguments from several bring greater medical care to quarters backing the SIU's seafaring men through the stand against any threat to the USPHS are congressmen—^both USPHS facilities. Democrats and Republicans— Eight hospitals are currently from the coastal areas affected. in operation in New Orleans, "It is the sense of the Con­ Galveston, Boston, Baltimore, gress that the Public Health San Francisco, Norfolk, Seattle Service Hospitals and outpa­ Reaction to the proposed and New York City. In addition the PHS operates clinics for the same beneficiary groups in 32 cities. runs the available resources, that improved health care is a top labor goal and that Presi­ dent Nixon has committed his Administration to providing better medical service for all Americans. "In view of this situation," Meany concluded, "it seems to be a paradox that the nation should be closing hospitals . . . To allow the first health-care action of the new year to be the closing of eight hospitals would be a severe blow to the hopes of millions of Americans for adequate and affordable health care." The Merchant Marine and Fisheries Committee will hold hearings on the resolution at an early date. Meany In addition to working with the Congress, the SIU htis been elimination of the PHS hospi­ in contact with several gov­ tals came quickly. ernment agencies whose per­ Opposition Mounts sonnel and programs would be Other voices in the labor affected by PHS hospital clos­ movement were raised against ings. Among them are the Federal the closings, including a reso­ Maritime Administration, the lution of the executive council Department of Housing and of the AFL-CIO Maritime Urban Development, the De­ Trades Department and a letter partment of Labor and the De­ from AFL-CIO President George Meany to Elliot Rich­ partment of Defense. ardson, secretary of the Depart­ Civic Groups Join Fi^t ment of Health, Education and Civic leaders in various parts Welfare. of the country also expressed Meany reminded Richardson their concern over the proposed that the nation's need for med­ hospital closings. ical services already far out­ The New Orleans City Coim- cil at the instigation of Mayor Moon Landrieu unanimously passed a resolution asking that the hospital in New Orleans be kept in operation. The coimcil resolution asked the New Orleans hospital be kept "operating at its fullest capacity to serve the many sea­ men of this area." Mayor Landrieu said, "I see absolutely no logic in HEW's reasoning that the PHS hospi­ tal is tmderused. Further, if Ae operation is ineffective as HEW says it is then it should be im­ proved, but imder no circum­ stances should the doors simply be locked and the people sent elsewhere." Others Concur Also, Bethuel M. Webster, who headed a Presidential com­ mission which studied the Pub­ lic Health Service Hospitals in 1965, said he saw no reason "that the report and recom­ mendations of my committee are any less valid today than they were when the report was submitted." The Webster Commission recommended that the hospi­ tals be upgraded and modern­ ized and that their services branch farther and farther into the public service. The PHS hospitals, the old­ est welfare institution in the nation, serve more than 500,000 people each year. V THE PRESIDENT'S REPORT Vby PAUl mU .. t will take an all-out effort to keep the Administra­ tion from closing the eight remaining Marine IHospitals, but it is an effort we will make—and one which we must win. The proposed closing of the hospitals represents a crisis for Seafarers. It is also a national crisis be­ cause it will further decrease the amount of available medical care; And that amount is in short enough supply. Our beef is simply this: The mindless, senseless budget cutters for years now have held back funds the Marine Hospitals would have used to modernize and upgrade thenfacilities and programs. Now that the hospitals are aging rapidly and moving toward obsolesence, the bureaucrats' answer is not to release the funds, but to close the hospitals. How silly that is in the light of the report of a 1965 Presidential Commission which recommended that the hospitals be enlarged, improved and modern­ ized as rapidly as possible. And elsewhere in this month's Log, the chairman of that commission says he sees no reason to believe that the report does not apply as well now as it did in 1965. In fact, it applies even more now because of the passage of six years. What is so different about 1971 in American his­ tory? Why is it that in 1971 we would discontinue the oldest existing public service of the United States government—the Marine Hospitals? At the beginning of this nation, the people recog­ nized an obligation to treat mariners, to offer them a safe harbor when they were ill. The obligation has not suddenly ended. Through the years, there has been a warm under­ standing between the Marine Hospital doctors and their patients, the merchant seamen. I know from personal experience that the men and women on the staff of the various hospitals and clinics care deeply for merchant seamen. Perhaps that is because both the medical staff Page 2 member and the patient are involved in the public service, involved in helping to keep the nation func­ tioning. Whatever it is, I doubt that we would see much of it in the places that the government offers as possible alternatives. The government says that the beneficiaries of the Public Health Service hospitals would either be treated in veterans hospitals or in private hospitals under contract to the PHS. That is no alternative at all. Veterans hospitals are overcrowded and their staffs are overtaxed. There are long lines of veterans wait­ ing for treatment. Seafarers would have to go to the bottom of the priority list, and that would probably mean they would never receive treatment. As for private hospitals under contract to the PHS, that alternative gives good reason to keep the Marine Hospitals going. It costs $58 a day to treat a patient at a PHS hos­ pital. On the average, it costs $70 a day to keep him in a private hospital. In many of the same cities where PHS hospitals are in operation, costs in some' hospitals run to more than $100 a day. Where is the saving, then? What possible reason do the budget cutters have for sawing away at the marine hospitals when they actually save the tax payers money? The answer is that this kind of indiscriminate budget cutting has nothing positive to offer. That's our beef. The nation's beef is a little different. It is one that offers several very positive reasons to keep the PHS hospitals working. 'rst, to go back to the high cost of private hospital F care. We are rapidly becoming a nation in which only the very rich can afford to go to a hospital. And there is no assurance that a rich man can get ad­ mitted to the hospital of his choice because it might be filled to the gills when he needs it. Given that situation, isn't it horrible to think of the 500,000 current beneficiaries of the marine hos­ pitals adding to the pressure that exists in private hospitals? We have a health care crisis in this land, and even the President in his "State of the Union" message made adequate health care one of the nation's "Six Great Goals." We are out of beds in hospitals. People can't afford hospitals and few people have adequate health in­ surance. The nation ranks 13th best in the preven­ tion of infant deaths. Surely we can agree with the President that it all constitutes a crisis in health care. The first proposal we see, then, from the Admin­ istration is to do away with hospitals which are giving people adequate, and often exceptionally good, treat­ ment at relatively low cost. It doesn't make an awful lot of sense. What does make sense is that this nation needs more hospital beds, more facilities to treat the sick and more ways of holding the cost down. Yet, what the nation hears from the Administration is that eight efficient and economically operated hospitals and 32 clinics ought to be shut down. Never has such a contradictory and irrational pro­ posal been made at a time of such deep crisis in the medical profession. That is why this beef is important—even vital—to the nation. Reason and logic have to be brought to this situ­ ation, and we intend to do it. Reason and logic tell us that the marine hospitals must continue for the benefit of the merchant sailor and for the benefit of the nation. Reason and logic also tell us that they must be expanded and modernized to meet the needs of to­ day's medicine. Cutbacks in staffing and withholding funds to make improvements can lead only to disaster in the overall health care picture in our country. •J e will work diligently in the halls of Congress to W get the appropriation for the Marine Hospitals that the President refused' to put in his budget. We must do it for ourselves and for the nation. Seafarers Log r. �• . h':'.- '•> in action MTD Mobilizes to Fight for Seamen V. I Bal Harbour, Fla. The Executive Board of the AFL-CIO Maritime Trades De­ partment, at its midwinter meeting here, rallied solidly be­ hind the cause of the nation's merchant seamen. In two action-packed days, representatives of the 7.5 mil­ lion members of 42 affiliated unions—issued strong reports on legislative goals, the slash in seafaring jobs resulting from foreign shipping competition. and the Nixon Administration's current attempts to close Public Health Service Hospitals. The Board also heard from Andrew E. Gibson, Assistant Secretary of Commerce for Maritime Affairs, who discussed the impact of the Merchant Ma­ rine Act of 1970 under which the Administration seeks to bring about the revitalization of the American merchant fleet. Here are highlights of the Board's meeting. Board Outlines Legislative Goals ,1- V K i •> ,>> k The MTD Executive Board manded an end to "favoritism" focused sharp attention on leg­ to foreign-flag vessels by the During its Executive Meeting in Bal Harbour the MTD concerned itself with many problems of interest world's largest shipper—the to all labor groups and of particular interest to those in the maritime industry. The Executive Board adopted islative actions and goals. The MTD has sounded an U.S. Government. a number of resolutions designed to alleviate or eliminate some of the problems confronting the industry. The MTD Executive, Board alarm against an attack by the powerful oil lobby on legisla­ called upon the Department of Most of the nation's bulk-cargo other words, that will be capa­ racy, the Maritime Trades De­ tion that reserves all domestic Commerce to establish ship­ trade has been carried in unsub­ ble of handling the bulk partment recommended: shipping to American-flag ves­ ping priorities in the regula­ sidized ships. trades." • Suspension of economic tions it is now establishing for sels. "In the past, the federal aid to any nation guilty of pi­ Su^ested Action the shipment of government maritime effort has totally ig­ racy against our fishing fleet. Issues Warning The Executive Board also ex­ cargo. nored the bulk-cargo trade," • Imposition of economic Discovery beneath the North First priority, the MTD said, the MTD noted. "Yet this is pressed deep concern over the sanctions, by barring imports Alaskan Slope of what may be fact that in recent weeks a doz­ the world's richest pool of oil should go to American-flag the portion of waterbome com­ en American-owned, Ameri­ from any country "guilty of pi­ merce which has steadily been ships, followed by vessels of racy against our fishing fleet." has caused oil interests to open can-manned fishing trawlers advancing—both in absolute nations receiving foreign aid, a campaign against this legis• The supplying of U.S. na­ have been seized by Ecuador, laftiSn, known as the Jones Act with "third-flag" ships being the terms and in relation to our to­ bringing to close to 100 the val vessels to guard American —a campaign that would per­ last choice, "particularly since tal imports and exports. Bulk number of instances in which fishing vessels. mit them to bring in their for­ so mafhy of these 'third-flag' trade now accounts for a stag­ The legislative report was American vessels have been eign-built, foreign-registered vessels are ships from the 'run­ gering 85 percent of our com­ presented to the Board by fired upon, taken captive at merce. and foreign-crewed tankers to away-flag' fleet." "Thus, it makes sense to put gun-point, and held for ran­ AFL-CIO Maritime Trades De­ move the oil from Alaska to the Unsubsidized Operators partment Administrator O. Wil­ our government's money where som. continental United States. Among American-flag ships, the trade is—^to build ships, in To end the epidemic of pi­ liam Moody. "This may well prove to be presently unsubsidized ships— the most critical challenge we the ones which for years have have had to face in terms of existed without any federal preserving the Jones Act," the construction or operating as­ MTD said. "We intend to meet sistance — would get "first that challenge." crack at the government-gener­ ated cargoes," under the As another goal, the MTD MTD's proposal. pledged to "see that in the im­ Action by the Department facilities in Detroit and Savan­ hospitals' primary charges," plementation of the Merchant Similarly, the MTD called of Health, Education and Wel­ nah were closed. the Maritime Trades Depart­ Marine Act of 1970, the per­ for the same unsubsidized oper­ ment asserted. "Closing the "Closing the PHS hospitals fare to dismantle the U.S. formance matches the promises ators to receive preferential Public Health Service hospitals would cause immeasurable PHS hospitals would also that the new legislation con­ treatment for construction-sub- "stands in ugly contrast" to a harm to the seamen, coast cause immeasurable damage to tains." sidy funds called for in the pledge by President Nixon last guardsmen and other govern­ the general level of health care The legislative report de­ Merchant Marine Act of 1970. month to expand and improve ment personnel who are the (Continued on Page 5) the nation's medical services, the MTD Executive Board charged at its midwinter meeting. The Nixon Administration began "winding down" the net­ work of Public Health Service The Nixon Administration must close its own "promisehospitals in 1969, when it performance gap" if the nation is to weather the present turned hospitals in Detroit and economic recession, according to the Maritime Trades De­ Savannah into out-patient partment. clinics, transfering all bed pa­ The MTD charged that the key proniise Nixon made tients to private and public in the 1968 campaign to halt inflation without creating un­ hospitals in their respective employment—has not been kept and is ample evidence that areas. the "promise-performance gap" exists within the Adminis­ tration itself. Eight Hospitals Affected Vice President Charles F. West of the International The remaining eight hospi­ Association of Machinists, in an address to the Board, chal­ tals—located in Boston, Balti­ lenged the promises contained in the Nixon economic pro­ more, New York, Norfolk, posals, calling them "as phony as the old promises." New Orleans, Galveston, San West called the current level of joblessness "totally un­ Francisco and Seattle—are acceptable," adding that it would force "3.9 million work­ now threatened by a "reap­ ing people to bear the brunt of his (Nixon's) economic poli­ praisal" from HEW Secretary cies." Elliot Richardson. The MTD stressed that achievement of a healthy econ­ The MTD noted that the Rep. Ciaude Pepper (D-Fla.) addresses a gathering of the AFL-QO omy depends upon "all Americans having gainful employ­ same term—"reappraisal"— Maritime Trades Department Executive Board in Bal Harhour, Fla. ment, while inflation is kept under control." was used by former HEW Sec­ and announces his support of the Board's resolution to fight to keep PHS Hospitals open. MTD President Paul Hall listens attentively. retary Robert Finch before the Resolution Attacks Proposal To Close Marine Hospitals Economic Proposals Not Livirtg Up to Promises f February 1971 Page 3 •t i i'? II iI �in action Gibson Urges 'Stable' Labor-Business Ties "A banker who is called Stable labor-management re­ lationships in the maritime in­ upon to approve a loan applica­ dustry are essential if revitaliza- tion for tens of millions of dol­ tion of the U.S. Merchant lars for new ship construction, makes his decision based on his Marine is to be achieved. That was the message which assessment of the earnings po­ Assistant Secretary of Com­ tential of the ship and ship merce Andrew E. Gibson operators. The existing labor brought to the mid-winter Ex- relations in the industry figure excutive Board session of the prominently in this equation," AFL-CIO Maritime Trades De­ Gibson said. "It is not enough that any partment. one group of unions along with management has a stable rela­ tionship. Any irresponsible ac­ tions of a few can do irreparable harm to the whole industry." With reference to the shipper community, Gibson said that at least part of the reason why im­ porters and exporters prefer foreign-flag operators is trace­ able to labor unrest on the U.S. waterfront in the past. "It is quite evident," the De­ partment of Commerce oflficial said, "that the work stoppages which all too frequently tied up American ships in the 1960's still contribute to the diversion Andrew E. Gibson of cargoes to foreign lines. "A shipper who has once Although the Merchant Ma­ rine Act of 1970 provides fed­ had his cargo tied up in an eral assistance for a 300-ship idled ship, while the foreign replacement program over the flags are moving on schedule, next decade, Gibson declared, has a long memory. Unfortu­ the ultimate success of the pro­ nately, he doesn't stop to gram will depend on two other identify any single cause of the disruption but tends to retaliate areas of the economy; • The banking community, against the entire Americn-flag which will be asked to under­ fleet." Gibson said that the Nixon write much of the $4 billion in private investment to match the Administration's "ship-Ameri­ federal subsidies for new ship can" program can help promote additional cargo for U.S.-flag construction. • The shipper community— vessels. "But," he added, "it the exporters and importers must be obvious that such over­ who, Gibson said, "must provide tures to the shipping public the cargoes needed for profit­ cannot be completely effective able American-flag op)erations." if the newspaper headlines re­ Both groups, the Administra­ fute our claims that Americantion spokesman said, will de­ flag service is second to none." mand stability in labor-manage­ Gibson said that President ment relations before commiting Nixon's concern over past la­ themselves to full-out support bor-management unrest in the of the U.S. merchant fleet. maritime industry, and the threat that this unrest posed to the success of the merchant Labor Rejects marine program, was expressed in Nixon's maritime message to Nixon's Farm Congress in 1969. Worker Proposal At that time, Nixon said: "If the desired expansion of mer­ Washington, D.C. Organized labor has rejected chant shipping is to be achieved, the Nixon administration's pro­ the disruptive work stoppages posed collective bargaining of the past must not be re­ rights for farm workers in peated." 1971, because the workers Gibson said that, despite this would be stripped of the right concern, the Nixon Adminis­ to strike during harvest time. tration pressed vigorously for The administration labeled the bill which was signed into the farm worker proposal as a law last year, and followed it major goal this year, noting up this year with "the largest that agricultural workers would peacetime maritime budget in be given "organizational rights our history." similar to those long enjoyed The ultimate "success or by workers in other industries." failure of the new program," But the proposal would deny Gibson added, lies with mari­ the farm workers the right to time management and labor, strike when they have the most both of which must demon­ economic stren^h—during har­ strate "greater wisdom, under­ vests because of the perishabil­ standing and leadership" than ity of farm products. they haye in the past. Page 4 c Jii," Foreign Goods Cut Back on U.S. Jobs The Maritime Trades De­ partment issued a new report providing broad documentation of the devastating impact of for­ eign products on workers in U.S. industries. Of primary con~cem, the MTD Executive Board said, is the decimation of seafaring jobs resulting from foreign shipping competition. The result of" a year-long study by a special MTD com­ mittee, the report calls for adequate protection for Ameri­ can workers, especially in the maritime industries. Here is part of that report: Ships are the very essence of world trade. The millions of pairs of shoes, the yards of textiles, the huge quantities of toys, pottery, rubber products and electron­ ic equipment that are imported into the U.S. each year, largely arrive in the holds of ships. One might expect, then, that the U.S. shipping industry was thriving, carrying these goods from foreign ports to the U.S., and conversely, U.S. exports back to foreign ports. It doesn't work that way. U.S.-Flag Vessels Suffer Most of those foreign goods are brought into our country in foreign bottoms. American-flag vessels—even counting Federal government shipments—carry less than 5 percent of U.S. in­ ternational cargo annually. Foreign shipping competition is a tremendous threat to the U.S. merchant fleet. Page Groton, director of the Marine Di­ vision of the International Brotherhood of Boilermakers and Iron Ship Buliders, pre­ dicts: "We are now dangerously ap­ proaching the point where the United States will be totally de­ pendent upon foreign-flag ves­ sels, operated by foreign crews and holding the upper hand on the carriage of our vital for­ eign commerce." Groton's concerns are also those of the 50,000 members of the Boilermakers and Iron Ship Builders that are represented by the Union's Marine Depart­ ment—men who work in ship­ yards throughout the United States. The low national priorities that have been assigned to mari­ time matters in the last quarter of a century are very real to these men, who depend on a thriving maritime industry for their livelihood. American Technology The fact that the nation has fallen behind in maritime prowess, does not stem from a lack of shipbuilding ability. Groton has said; "American yards have pro­ duced the most advanced mer­ chant ships in operation on the high seas today. In terms of efficiency, safety, structural in­ tegrity and operational capabil­ ity, American-built ships are su­ perior to most and second to none. ". . . Attempts to portray the United States as a decadent, backward and inefficient ship­ building nation are refuted by the facts." There are widely varying views as to what is needed to restore the U.S. to the rank of a first-class maritime power, but the lack of governmental invol­ vement is generally agreed to be a vital factor. Government Neglects Fleet After World War II, the U.S.-flag fleet was grossly ne­ glected, while the fleets of other nations were—and still are— nurtured and encouraged by their respective govermnents. With financial and philosoph­ ical backing, these foreignflag vessels increasingly made inroads in the carriage of inter­ national trade cargoes. The Merchant Marine Act of 1970—^which won over­ whelming Congressional ap­ proval and has been signed into law by President Nixon—is the first positive step in a third of a century by the U.S. govern­ ment in assuming responsibility for its nation's merchant fleet. With provisions for the con­ struction of 300 ships by 1980 —assuming government sub­ sidies are available to make this a financial possibility—the Act will help replace obsolete ves­ sels. The legislation, in itself, is not sufficient to put the U.S. merchant fleet back in a posi­ tion of leadership, but it is a solid beginning. Facts Not Heartening "^The sad facts about the U.S. merchant marine today are these: • The fleet totals 864 ships, of which 610 are engaged in foreign commerce. • Three out of every four vessels are 20 years of age or older, and 20 years is consid­ ered to be the economic life­ span of a merchant vessel. • Some 395 of these ships were constructed during World War II, and will be phased out of operation by 1974. • Even with new ship con­ struction, there will be only 272 ships in the foreign trade by 1974. Problems Compounded Contrasts with the flag-fleets of other nations are sobering: While three out of four U.S. freighters are more than 20 years old, the reverse is true of foreign-flag ships—seventyfive percent of the foreign freighter fleet is less than 20 years old. The problem of competition from foreign-flag ships is com­ pounded by the actions of foreign shores. They have had ships built there, registered them under foreign-flags and manned their vessels with for­ eign crews. But, they maintain their "Americanism" by com­ peting for American cargo. Runaway Approach Rep. John H. Dent, (DPenn.), noted in July 1970, that such companies "have profited unconscionably" with this runaway approach. The origins of "runawayflag" ships coincide with the end of World War II, when the U.S. government wanted to dis­ pose quickly of the huge war­ time fleet. Businessmen were encouraged to buy these vessels at favorable prices and to reg­ ister them under foreign flags. There were tax breaks at both ends: The U.S. govern­ ment exempted the business­ men, and the foreign countries levied little or no tax on the vessels. Panama, Honduras and Li­ beria were—and have con­ tinued to be—^favorite spots for registering runaways, for their tax laws were especially favorable to the U.S. business­ men. It was quite ap^aling, then, to expand these runaway ship­ ping empires, what with lowcost, foreign building materials and dirt-cheap wages. The tax breaks were the frosting on the cake. r V Possible Breakthrough The Merchant Marine Act of 1970 provides a way for the elimination of runaway flags, without asking those business­ men to junk their entire finan­ cial investment—it puts a freeze on the number of ships held by an American businessman at the current level, and allows him 20 years to gradually divest himself of them. No obsolete ships may be replaced during the 20 years. The lure to the "runaway (Continued on Page 5) Strong Credit Law Needed Strong federal laws to lim­ it the scope of information on individuals that can be gathered and disseminated by credit bureaus has been urged by the Maritime Trades Department. The MTD Executive Board released a 101-page study charging that credit bureaus in the USA make up "a private intelligence net­ work" that threatens the pri­ vacy of virtually every indi­ vidual. The report is the second in a series of studies of pri­ vacy made under MTD aus­ pices by a committee headed by Edward J. Carlough, president of the Sheet Metal Workers. Seafarers Log ir 4' �Unfair Competition Hurting U.S. Industries (Continued from Page 4) . I.I 'V businessman" is that when he does return to the fold, he will have an equal opportunity with all other shipping companies to secure government subsidies that have in the past been off­ ered only to 14 favored ship­ ping lines. The Act will allow all elements of this industry to compete equally and receive impartial assistance from the government. Statistics Cited Rep. Robert Mollahan of West Virginia has pointed out that the multi-national corpor­ ations show their contempt for America's economic welfare by building and registering ships abroad under foreign flags. "This American-owned, for­ eign-registered and foreignmanned fleet is considerably larger than our American-built, American-o w n e d, Americanmanned fleet," he said. At the beginning of 1969, 436 ships were owned by for­ eign affiliates of U.S. corpora­ tions and were registered under foreign flags, totaling'^iS mil­ lion deadweight tons (DWT). In contrast, the privatelyowned American merchant fleet numbered 647 ships, but only 10.4 million DWT. The American Council of Shipbuilders has noted that every time a ship that would cost $20 million to build in an American yard is built abroad, American industry loses at least $60 million worth of business. In addition, American workers lose $9.7 million in wages, and the combination of federal, state and local taxes represents a loss of $14.4 million. Employment Suffers Nonetheless, at the end of 1968, American-owned corpor­ ations had 64 ships—8.3 mil­ lion DWT—under construction or on order in foreign ship­ yards. The loss of work is not con­ fined to the shipbuilders, but to the steel workers (some of whom are represented by the International Association of Bridge, Structural and Orna­ mental Iron Workers) machin­ ists and other. American labor segments whose products or ef­ forts are basic to the building of a vessel. Members of seafaring unions suffer also. They are replaced by the foreign crews, and thus find themselves with shrinking employment opportunities. many that make shirts and crews that are poorly trained, shoes—are folding under the poorly fed and paid pauper's the pressures of cheap goods wages. This unfair competition made by workers receiving has cost us jobs—and has cost coolie wages in foreign lands. the nation its fleet." "Those thousands of Ameri­ Committee Members cans who have either lost their The report was presented by jobs or had to work for poor wages (a management ploy committee co-chairman George when import competition be­ Baldanzi, president of the comes stiff) can't afford to buy United Textile Workers, and Charles Feinstein, president of American-made products." the International Leather The more direct loss of sea­ Goods, Plastics and Novelty faring jobs is something that Workers. seafarers have to live with for Hail Voices OfHiiion Other members of the com­ many years. "We ... are not Paul Hall, president of the strangers to the effects of cheap mittee include Peter BommaSIU and president of MTD, foreign competition," Hall says. rito, president. United Rubber feels strongly about the issue of "We have seen our merchant Workers; Mort Brandenburg, foreign competition. He looks marine fall from the finest in president. Distillery Workers; at the situation from an over­ the world to a fleet that is old, Milton Gordon, secretary-treas­ all viewpoint—^not just the crew small in tonnage and growing urer, International Union of spots lost on foreign-manned smaller in numbers. Dolls, Toys and Novelties; vessels.; Richard Livingston, secretary. Competition Unfair "Tens of thousands of United Brotherhood of Carpen­ Americans are losing their jobs "We have seen American ters; Lester H. Null, Sr., presi­ because of an unfair situation merchant business taken by na­ dent, Pottery and Allied Work­ involving foreign trade. Plants tions who run on the cheap— ers; and Reuben Roe, secretaryin many industries—^from those using vessels that are poorly treasurer, United Clement, Lime which produce window glass to constructed and handled by and Gypsum Workers. PHS Hospital Closings Decried in Resolution "Paradox for the Nation' The complete text of AFL-CIO President George Meany's letter on the closing of PHS Hospitals sent to Elliot Richardson, secretary of Health, Education and Welfare, appears below. (Continued from Page 3) January 21, 1971 Honorable Elliot L. Richardson Secretary, Department of Health, Education and Welfare Room 5246, North Building _ 330 Independence Building, S.W. Washington, D.C. 20201 t' Dear Mr. Secretaiy: In the past several weeks, it has come increasingly to my attention that there is a strong effort underway by the Department of Health, Education and Welfare, to close the remaining eight Public Service Hospitals located in major cities throughout the United States. I am deeply concerned about this imminent administrative action and I feel that there are several compelling reasons why the Public Service Hospitals cannot be closed without caus­ ing great harm to the high level of medical care in the United States. The Public Health Service hospitals serve a wide range of beneficiary groups. Besides the merchant seamen of the United States (who are the hospitals' primary charges), the PHS hospitals also treat government and military personnel and their dependents. These groups all present special health care problems due to their high mobility and need for rapid medical services. These hospitals also provide a broad area of services to the citizens who live in the com­ munities around hospitals. Often the Public Health Service Hospitals provide the acute care and emergency facilities that overburdened private hospitals are unable to supply. The alternatives proposed as a "replacement" for the Public Health Service Hospital system simply would not provide the same assurance of medical care that the present PHS hospitals offer. The VA hospitals, as any veteran knows, are crowded and operating near capacity; the over-loaded conditions that prevail in private hospitals, where costs often run past $100 a day, are well documented. In view of this situation, it seems to be a paradox that the nation should be closing hospitals at a time that so many people have a need for greater health care than the medical system can provide. The AFL-CIO has made the health care needs of the nation our num­ ber one priority in the new Congress, and to allow the first health care action of the new year to be the closing of eight hospitals would be a severe blow to the hopes of millions of Americans for adequate and affordable medical care. President Nixon himself has stressed these health care needs and committed his Administration to providing better medical serv­ ice for all Americans. available in the United States. "To even consider closing any hospital at a time when so many persons have need for greater care than the U.S. health-delivery system is cur­ rently able to provide, would be a cruel hoax on the nation," the MTD said. "Further, it is scarcely in keeping with the lofty sentiments contained in the President's State of the Union Message concerning the need to 'improve the delivery of health services'." Resolution Adopted In an unanimously-adopted resolution, the Board declared that the alternatives proposed to the PHS hospitals—alterna­ tives called for the use of Vet­ erans Administration or com­ munity hospital facilities—"do not provide a viable method of insuring that the nation's sea­ men will continue to receive the priority care they need to main­ tain their shipboard jobs." The VA hospitals already are crowded, the resolution stated, and even if there were extra beds, "seamen would have the lowest priority in fill­ ing them." To suggest that the problem would be solved by contracting for medical care with private hospitals is "also the height of folly," the report declared, add­ ing that "the additional cost to the government of providing care to seamen in private hos­ pitals . . . would be a stagger­ ing burden on an already over­ loaded federal budget." Call for Funds Instead, the MTD resolved to call upon the Secretary of Health, Education and Welfare and the Congress to prevent any of the eight remaining PHS hospitals from being closed. The MTD also urged that $140 million be appropriated and spent to "return these vital American health resources to their fullest and most modem operation possible so that the numerous beneficiary groups and teaching programs depend­ ent on the hospitals can be adequately served." Four for Safety Thus, the proposed closing of these eight hospitals impinges on the humanitarian goals of this nation. I strongly urge that these hospitals be left open and that they continue to be allowed to provide their wide range of medical services to seamen and private citizens alike. The budget and operating costs of the Public Health Service hospitals vividly demonstrate that the Public Health Hospital system is one of the few health care bargains this nation possesses. I urge that the Department of Health, Education and Welfare reevaluate the hospital closing decision, so that these important institutions can remain in operation. Sincerely, I February 1971 George Meany President Four men who were constantly in the forefront in the three-year long struggle to secure passage of a federal job safety and occupational health law congratulate each other on their success. From the left. Jack Sheehan, legislative director of the Steelworkers; chief sponsors of the bill, Rep. Dominick Daniels (D-N.J.), Sen. Harrison Williams, Jr. (D-N.J.), and AFL-CIO Legislative Director Andrew Biemiller. 5 �Upgrading Courses Geared to Modern Needs Today's modem merchant of the Union are successful is marine demands increasing skills shown by the increasing num­ and professionalism from the bers of Seafarers who are en­ men who sail the more sophisti­ rolling in the wide variety of cated ships of the American- upgrading courses offered by the SIU, and it is further dem­ flag fleet. The SIU recognized long ago onstrated by the confidence of the need for a continuing edu­ SlU-contracted shipowners who cation program to provide the are investing millions in new tools to enable its Seafaring vessels to expand their fleets. The Union's upgrading pro­ members to move up the ladder gram offers a wide variety of to more responsible and higherpaying jobs in the maritime in­ courses, beginning with middlelevel ratings all the way up the dustry. Since the early 1950s when ladder to deck and engine li­ the first upgrading programs censes. The instmctors are the were pioneered by the SIU, finest in the maritime industry— more than 10,000 endorsements experienced Seafarers, trained and licences have been earned teachers, and men with a desire to pass their knowledge on to by members of the Union. the men with ambition to im­ Designed to Improve prove themselves. The upgrading programs are Opportunity, according to the designed to improve the skills old adage, knocks but once in of the Seafarer. Seafaring is a a lifetime. But, for the mem­ highly specialized and profes­ bers of the SIU it knocks many sional occupation, and requires times. Numbers Groviing Nearly 200 SIU members, from 19 to 60 years of age and over, from every possible back­ ground and educational level, have earned licenses as marine engineers or deck officers through the Union's upgrading programs. Hundreds more have achieved endorsements as elec­ trician, reefer engineer, deck engineer, junior engineer, ma­ chinist, boiler maker and pmnpman. continuing education to meet the challenge of the more mod­ em ships that are coming off the ways. Success Proven The SIU, which led the suc­ cessful fight for enactment of the Merchant Marine Act of 1970—a far-reaching program calling for constraction of 300 new freightships and tankers, has geared its upgrading pro­ grams to insure that the new ships will be manned by the best trained, most competent and qualified seamen, anywhere in the world. That the upgrading programs Modem Fadlities Used Every effort has been made to design the upgrading pro­ grams to meet the needs of the members and to help them ad­ vance to more responsible jobs aboard ship. Modem class­ rooms equipped with the best textbooks and mechanical teach­ ing aids, together with highlyqualified instructors who give individualized attention to each of upgraders, have made the SIU's upgrading program the most successful in the industry. The SIU's upgrading pro­ grams are meeting the needs of not only the members, but the maritime industry and the na­ tion as well, by insuring that the Seafarers who man the American-flag fleet will continue to be the best-trained seamen on the high seas. For the Record Following is a breakdown of the 10,229 endorsements and licenses which have been awarded to Seafarers through the various upgrading programs of the SIU: Lifeboat Able Bodied Seaman Fireman Oiler Watertender Electrician Reefer Engineer Pumpman Deck Engineer (Engine) Junior Engineer Machinist (Engine) Boiler Maker Tankerman (Engine) Third Assistant Engineer Second Assistant Engineer Third Mate Second Mate Page 6 n 4,197 1,458 1,099 1,114 ...1,119 274 126 157 93 120 8 2 2 272 125 40 23 ' >li V Classroom instruction, as well as practical on-the-job training, is an integral part of all upgrading pro­ grams. To date, over 10,000 Seafarers have received endorsements and licenses through the various pro­ grams. Rep. Keith Warns of USSR Threat To US. Coastal Fishing Industry Washington, D.C. The "desperate condition" of the U.S. fishery resources brought about by the pillaging of foreign fishing fleets off the shores of the Atlantic states is one of the most critical issues that the nation feces in this decade, according to Rep. Hastings Keith (R-Mass.). Addressing a recent luncheon meeting of the 7.5 million-mem­ ber Maritime Trades Depart­ ment of the AFL-CIO, Keith told the assembled labor, busiand government officials that the Soviet Union is chief among the offenders, and is calculatingly using our fisheries to "advance their goals in achieving world domination." Cites 10-year-Drop The Congressman noted that 10 years ago, U.S. fishermen accounted for 70 percent of the domestic supply of fish. Today these same fishermen are re­ sponsible for only one-third. In that same decade, the per­ centage of fish caught over the New England Continental Shelf by New England fishermen dwindled from 93 percent to 35 percent. "The Russians were simul­ taneously landing more fish from this fishery than all other nations combing," he said. And, other nations are out there trying to get their share, —^just 14 miles from the city of New Bedford, Mass., trawl­ ers from 15 nations can be sited, Kqith said. Used as Propaganda The crowd of Russian trawl­ ers reaches as many as "115 in one fleet" accompanied by modern factory ships where the fish are cleaned, processed, froz­ en and stored until a refriger­ ated transport ship comes along to take the shipment to Russia. Rep. Hastings Keith Besides depleting the ready supply of U.S. fish for food, Keith noted, the Russians are "unloading thousands of tons of their catch in other countries —they are using it to win favor with the peoples of Latin America and Asia." "The fisheries that lie off our shores have become tools in the hands of the Soviets," he said. The Russians have not re­ sponded to efforts at negotiating in such areas as space explora­ tion, the anti-ballistic missile system and the Middle East, Keith admitted, but suggested that the spirit of negotiations might be first achieved in the fishery business. Proposes Agreement The Congressman proposed a multi-lateral agreement be made with the Soviets and oth­ er foreign powers relative to limiting the size of the catch, the type of fish caught and the means used to harvest the fish. It would be a comprehensive plan for conservation in the North Atlantic. An international agency for fishery conservation with strong and forceful powers could be formed, under the United Na­ tions, for enforcement of the agreement, Keith suggested. Keith proposed that the idea be put forward for discussion at the Law of the Sea Confer­ ence to be held under UN auspices in 1973. If there is reticence for the mult i-lateral agreement ap­ proach, Keith urged that a 200mile conservation zone be uni­ laterally imposed by the U.S. around its coastline. "Once such a zone is im­ posed, no foreign fishermen would be allowed to fish in the area, which is roughly equi­ valent to the limit of our con­ tinental shelf off New England. "Only after fair and equitable quotas are agreed to would the fishermen of a particular nation be allowed to re-enter the con­ servation zone," he said. Disclaims Ownerships Theory He denied that there would be any "legal or moral" com­ parison between this idea and the Equadorian claim to "own­ ership" of 200-miles of coastal waters around their country. "They are simply flexing their nationalistic muscles ... na­ tionalism plays no part under my proposal. We continue to recognize that our territorial waters extend only three miles and our fishery zone 12. The motive of the proposed conser­ vation zone is to preserve a vital resource for our children and for generations to come throughout the world," Keith said. The sequence of negotiations first . . . then, if they do not produce an equitable solu-, tion . . . declaring a 200-mile conservation zone, Keith said, "is not our first choice but it is our last resort." Seafarers Log �Seafarer Lost Attempting Rescue of Finnish Sailors Bi' ^ Seafarer John Arthur, 57, was lost at sea as his ship made a valiant attempt to rescue survivors of the Finnish tanker Ragny, which broke up in a storm 600 miles east of Cape May, N.J. Brother Arthur a member of the crew of the Platte (Ogden Marine) was lost Dec. 27 off a rescue boat just a few yards from the striken tanker, whose crew members clung to a small part of the ship remaining afloat. The small boat from the Platte capsized in high waves. The men of the rescue party were plunged into the icy water and all but Brother Arthur were plucked from the seas. A search failed to locate him. The Platte, a few days out of Philadelphia, was sailing for Holland when the S.O.S. sound­ ed at 1:15 p.m. Platte Nearest The U.S. Coast Guard said the Platte was the closest vessel to the stricken ship and it im­ mediately steamed to the found­ ering tanker. The Coast Guard also dis­ patched the cutter Escanaba and a number of rescue planes. The Platte arrived first in winds gusting to 25 mph and 10 foot seas. The stern of the Ragny was riding well in the water at the time. Unsuccessful Search The rescue boat drew close to the Ragny several times be- fore capsizing. After the rescue boat was washed over the Platte and the Escanaba search­ ed the area for Brother Arthur. The Escanaba discontinued the search because worsening weather threatened the pre­ carious perch of the Finnish seamen. The Escanaba sent three rescue boats to the tanker crew and they returned with 31 Finnish seamen. The Platte and the Escanaba then steamed to­ ward the Bahamas. Brother Arthur, who sailed in the deck department, joined the SIU in the Port of New York in 1968. Philadelphia Port Agent John Fay said he was "an able and well-skilled sailor who was a first rate example of this country's professional sailors." i' •-! I It was in a lifeboat like this that Seafarer John Arthur (inset) was riding when it capsized and Arthur drowned. Arthur and other crew members from tlie Platte were attempting to rescue the surviving Fin­ nish sailors aboard the tanker Ragny, which had broken in two in heavy seas in the Atlantic. A Story Filled With Tragedy, Heroism and Gratitude The events surrounding the sinking of the Finnish tanker Ragny and the rescue attempts by the commercial ship Platte and the Coast Guard cutter Escanaba were filled with tragedy, heroism and gratitude. While some 600 miles off the coast of Cape May, NJ. in the Atlantic the Ragny broke in two in heavy seas. Six crew members of the tanker were reported as missing and presumed drowned. Only through the heroic efforts of the sailors aboard the Platte and the Escanaba were the other Finnish sailors saved. However, this yeoman feat also was tinged with tragedy. SIU member John Arthur, manning one of the lifeboats from the Platte, was lost at sea when the small craft capsized in the turbulent waters. AU others in the boat were plucked from February 1971 the waters by accompanying rescue boats. The Platte was the first to arrive at the scene on the afternoon of Dec. 27. The stem section of the Ragny was riding well out of the water, but the heavy seas hampered rescue attempts. The rescue efforts lasted through the night (photo, upper left). By daybreak the Ragny was slowly sinking to her final resting place at the bottom of the ocean (photo, upper right). The 31 rescued Finnish sailors were taken by tbe Coast Guard to Bermuda where they bid thanks to the skipper of the Escanaba, CDR Alban Laundry (photo, lower left) and saluted with a vrave of gratitude and appreciation as the Coast Guard cutter put back out to sea (photo, lower right). Page 7 �Chicago Health Clinic Provides Care ^ .4 •••f^-<r •^^.- Chicago, 111. rrt here's a mellow blend of the old and the new at the X Seafarers' clinic here. The ultra-contemporary facilities that were opened in September 1967 are in sharp contrast to the very oldfashioned types of problems that are handled by the medical staff. In spite of the fact that both Great Lakes seamen and salt water types use the Chicago clinic for their annual health check-ups—and any problems that may develop between the physicals—the ailments uncovered by the physicians are not as exotic as the places the Seafarers have visited. You'd expect an occasional case of malaria, or per­ haps an infected bite from an unpronounceable insect that lives only in Asia — but hypertension is the most common ailment that the physical exams uncover. Some 700 union members and their wives and children visit the clinic each month—a total of 22,000 patients since the doors were opened more than three years ago. Members of the Seafarers International Union and the Democratic Union Organizing Committee (DUOC) Local 777—comprised of taxi drivers from the Chicago area who are affiliated with the SIU of North America— are the basis of the clinic patient load. Two full-time physicians, a full-time dentist, lab tech­ nicians, a parttime gynecologist-obstetrician, and about a dozen specialist-consultants are at the disposal of any Seafarer, DUOC member or their families. Before 1967, a Seafarer had to go to the U.S. Public Health Service Hospital, or to an SIU clinic in some other area—such as Mobile, Baltimore or Houston—^for treat­ ment, and to secure his health card. The staff, headed by Dr. David Tschetter, medical director, carefully checks each Seafarer so that he is as healthy as possible when he sails. A typical examination would include an electrocardiagram, chest X-rays, labora­ tory analysis of blood and urine, and a dental check-up. All the v/ork is diagnostic and if any treatment is needed the Seafarer is eligible for treatment at the USPHS hospital; members of DUOC are not. From 9-5, Monday through Friday, the receptionist greets a full schedule of patients, everyone from a little boy who wrenched his knee when he jumped from a tree, to a young wife who has just been feeling "run down" in general, to a cab driver who thinks he has an ulcer. In the three years of its existence, the Chicago clinic has only failed to issue a health card to one seaman. And, not one new SIU applicant, who must pass a very rigid physical, has ever failed. The standards at the clinic are very high. But the theory behind the SIU program is that if health care is readily available, there will be ample opportunity to pre­ vent more illnesses before they occur. 'm Page 8 Seafarers Log �§' H 1/ " February 1971 Page 9 �Seafarers Reject Suggested Closing Of PHS Hospitals Jit:-|| Toward a Better Life Seafarers have built their SIU to bring the better life to members and their famililes on and off the job. On the job, this has resulted in SIU members having the best in wages, hours and working conditions. Off the job, the SIU has designed a structure to help members and their families through an extensive program of health, welfare and pension benefits. In addition, the SIU has built a solid net­ work of programs to give members and their families the education needed to take advantage of new opportunities, new challenges—tomor­ row's world. » The SIU Scholarship Program is a keystone in the union's work, toward the better life avail­ able to members and their children. This year, as in the past, five Seafarers or their dependents will receive four-year college grants in May, amounting to $6,000 each over the four years they are in school. Through these scholarships. Seafarers and their children have become doctors, lawyers, engineers—they have used the opportunity pro­ vided by their union to reach the top. Those who receive scholarships this year, as in the past, will choose their own courses of study, will pick their own college or university. The five scholarship winners this May will join the 26 Seafarers and 62 dependents who have higher education made available to them through the SIU since the program began in 1954. The college scholarships are on the high end of the SIU system which recently succeeded in making it possible for young men at the Harry Lundeberg School of Seamenship to receive their high school equivalency certificates. Seafarers and their dependents now have the opportunity to make the climb toward an un­ limited future through education—^from high school certificate through college degree. And this is just the beginning. Each day the SIU program of opportunity through education is growing, and soon all Seafarers wiU have an extensive correspondence course available to them ashore or at sea. A union exists to help its members use to the fullest all of their talents, all of their energies, to bring to themselves and their families the re­ wards that come with doing the best. The SIU Scholarship Program is designed to provide the chance to fulfill that challenge. Seafarers and the MID The AFL-CIO Maritime Trades Department provides a perfect example of trade unionism at work. The MTD took action this month on several fronts that have a particular bearing on the problems of seafarers. Foreign trade. The state of the maritime in­ dustry. Protection of the USPFIS Hospitals. These are but a sampling of the subjects that the MTD addressed itelf to. The MiD mobilizes the strength of 42 na­ tional and international unions with 7.5 million members in support of workers in the maritime industry and the industries that support it. The MTD puts it on the line for Seafarers, particularly on the legislative front, in the same way that Seafarers rally in support of other trade unionists when they need a helping hand in a beef. The trade union movement was formed in this spirit. It exists today and will exist tomorrow because of its dedication to the principle that an injury to one is the concern to all. This is the kind of unity that pays off. This is the kind of unity that counts. To the Editor It certainly is a sad state of affairs that the government econ­ omy drive is aimed at closing hospitals. Our merchant marine is in a deplorable condition. Now they want to close the Marine Hospitals in a false eccmomy drive. I have been going to sea for over 25 years and have always appreciate the treatment re­ ceived at the USPHS hospitals and clinics. Your article in the January LOG shows that our Union is taking all the necessary steps to fight the closing of these hos­ pitals. Friends of mine who are vet­ erans are having a rough time getting into the VA hospitals be­ cause there is a shortage of beds. Let us do what we can to see that this doesn't happen to the merchant seamen. Clarence Garrabrout To the Editor: Myself and many other SIU seamen and members of the NMU and other unions wish to thank the LOG for the fine ar­ ticle you have in the January is­ sue about the Marine Hospitals. These hospitals have done a great job for all the years they have been in existence. I person­ ally feel proud that my Union, the SIU, has been a leader in the fight to keep these hospitals open. Ben Shaw To the Editor I want to thank the LOG for the very informative article in the January issue about the Ma­ rine Hospitals. In the many years I have gone to sea, whenever I needed any proper medical treatment I al­ ways received it at our Marine Hospitals. I'm glad that our Union has been out front in this fight to keep these hospitals open. I cer­ tainly hope the people in Wash­ ington will see the great need for these hospitals and keep them open. Josefrti Shefoleskl Pafienf's Wife Joins PHS Profesf To the Editor: For many years, I have been an outpatient at the USPHS hos­ pital in San Francisco. My hus­ band is on pension and is hos­ pitalized right now. We strongly protest the clos­ ing of this fine hospital in San Francisco—and urge the LOG to do all it can to stop this non­ sense. Washington has a lot of money to spend on foreign countries, but decides to attempt to economize here. They should cut foreign spending, rather than closing down hospitals. I'll join a protest march against these closings if necessary—even with my cane. Mrs. J. Thompson San Francisco, CaUf. Pension Plan Buoys Holidays To the EditOT: I would like to express my ap­ preciation to the SIU for the services I have received. I have been a member of the SIU for 27 years. Thanks to our generous pen­ sion and benefits plan, my family and I were able to have a decent Christmas. If it had not been for the SIU, I don't know what would have happened to myself and my family. Gnlilmno De Jesns Dacndo, P.R. Thanks Extended To SIU Official To the Editmr: I wish to express my heartfelt thanks to Mr. Robert O'Keefe, Mr. Price Spivey, and all of the officials of the Seafarers Welfare and Pension Plans for their prompt action in forwarding the Seafarers Welfare Fund benefit check for my brother Earl Gonyea. We also deeply appreciate the kind expression of sympathy ex­ pressed in the accompanying let­ ter. Mre. Dorothy Haemer Clinton, Mass. Praises Prompt Action on Benefits To flie Editw: My wife was recently a pa­ tient at Mercy Hospital for nine days. Due to errors on the part of the hospital accounting de­ partment I understand that the SIU Welfare Plan was obliged to communicate with the hospital several times requesting clarifica­ tion. Sinc4 my wife was discharged I have received two checks and a final payment was mailed to me on Dec. 31. My purpose in writing this is to express my great appreciation for the prompt­ ness witb which the Welfare Plan has acted in refunding me these monies. The Welfare Plan is of in­ estimable value to all of us and is one of the many benefits which serve to further strengthen my loyalty to our union. I would also like to thank Mrs. Le Blanc for her courtesy and for the help and advice she has given me. Geoiige W. Dimcan Chalmette, La. •• SBAgAHEBSjfc<.00 Feb. 1971 Vol. XXXm, No. 2 Offlcial Publication of the Seafarers International Union of North America, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO Executive Board Paui Hall. President Cal Tanner Earl Shepard Exee. Vice-Prea. Vice-President A1 Kerr Lindsey Williams Beo.-Treaa. Vice-President A1 Tanner Robert Matthews Vice-President 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, 676 Fourth Avenue, Brooklyn, N.Y. 11232. Seafarers llog Page 10 • <S'- �Organized Labor Outlines Legislative Goals for 1971 I 11 I?- Washington, D.C. The 92nd Congress faces some stern tests in this session. The expected inter-party battles may well set the stage for the 1972 presidential elections. From the labor vantage point, here are some of the big battles that are expected in the 92nd Congress: ^ Health. This is the first year that National Health Insurance will be seriously pushed as a top priority issue. Organized labor is support­ ing a bill which will probably be introduced by Sen. Edward Kennedy (D-Mass.) and Rep. Martha Grifiiths (D-Mich.). The public outcry for action to alleviate the health care de­ livery problem will be too much for the Administration to ignore. It will oiler legislation to help the indigent and subsi­ dize the carriers but with no fundamental attack on the fail­ ing delivery system. Another health issue will be drug abuse legislation. ^ Jobs. With unemploy­ ment at six percent as the new year starts there will be heavy pressure in Congress for job-producing legislation. Leading the list will be a man­ power training and public serv­ ice jobs bill for the hard-core unemployed. Directly related to jobs, too, is the trade bill which would set quotas on low-wage imports in textiles, apparel and shoes. Oth­ er workers are concerned about the inroads made into jobs through low-wage products affecting their industries. ^ Social Welfare. One of the major uncompleted measures in the 91st Congress was Social Security. The House passed a bill calling for a five percent increase in benefits and automatic rises along with in­ creases in living costs. The Senate wanted to increase bene­ fits by 10 percent with mini­ mum benefits upped from $64 to $100. Organized labor believes that both proposals are too small to be realistic, calling for a 15 percent rise. However, in the 92nd Congress labor and liberal groups will be seeking as much of an increase as they can muster. ^ Family Welfare Assist­ ance. Bills passed by the House and the Senate Finance Committees died in the 91st Congress. The House bill guar­ anteed a floor of $1,600 to families of four with no income and reduced benefits for the working poor. The Senate Fi­ nance Committee rejected this calling for only a limited test program. Organized labor seeks a guaranteed floor, too, but says the $1,600 is not fair and is not realistic. It also objects to forcing workers into $1.30 an hour jobs even though they are trained for much more. ^ Labor Laws. The Ad­ ministration has an­ nounced that it-will revive its own plan for settlement of dis­ February 1971 putes in the transportation in­ dustry which denies workers the right to strike. It would give the President three alternatives in a dispute including imposing the "last of­ fer" of one side or the other. This is certain to be unalterably opposed by organized labor. If hearings are held on this Administration bill there is the possibility that the whole arena of labor law might be opened up. Some could involve bar­ gaining in the construction in­ dustry where the Administra­ tion is known to favor regional bargaining, limits on DavisBacon prevailing wages and other moves to hold down wages in the industry. Another area of labor law will be organized labor's efforts to amend the Fair Labor Stand­ ards Act to raise the minimum wage from $1.60 an hour to $2.00. Labor also wants to ex­ tend the act to uncovered work­ ers, particularly farm workers. Efforts will be made, too, to extend the National Labor Re­ lations Act to farm workers. Labor will be concerned with other bills in the 92nd Congress. Among them are pension legis­ lation, education, housing, mass urban transportation, situs pick­ eting, tax justice and pollution. National Righf-to-Work Group Swipes at Labor Washington, D.C. The 16-year fight of the Na­ tional Right-to-Work Commit­ tee has been punctuated regu­ larly with swipes at the trade union movement. Fred L. Hartley, Jr.—co­ author of the Taft-Hartley Act and founder of the committee— along with Committee Vice President Reed Larson, have focused their efforts toward securing right-to-work laws in the 50 states. Little Accomplished From the standpoint of re­ sults on the state level the Right-to-Work group had little to crow about. Most of the 19 state open shop laws were passed before the Cbmmittee even came into existence. In 1958, the Committee spent vast sums of money to get the open shop laws passed in six states. When the dust had settled they were successful in only one, Kansas. And even this was lost when Governor George Docking vetoed en­ forcement legislation. A law was passed in Wy­ oming in 1963 but in 1965 In­ diana repealed its open shop measure. Since then two major drives for such a law in Okla­ homa have floundered. The National Right-to-Work Committee was in a bad way. Money from anti-labor busi­ ness groups just wasn't com­ ing in. Then the Commit­ tee got a break; just when it looked like the 90th Congress would repeal Section 14(b) of Taft-Hartley—^which makes compulsory state open shop laws possible—the late Senate Republican Leader Everett Dirksen filibustered and pre­ vented a vote. Carried No Weight It is doubtful that the Rightto-Work group carried any weight in the filibuster fight but it did ride piggyback on the issue, picking up press recogni­ tion that it just could not com­ mand in the past. The Committee's fortunes began to change. More money was forthcoming and for all practical purposes the open shop group was moving on the Federal rather than the state scene. _ Sitting in his offices in down­ town Washington, Reed Lar­ son acknowledged that Wash­ ington, "is where the action is." Larson candidly revealed the area in which his compulsory open shop group would operate on the Federal level: • Political Campaign Con­ tributions—Larson said that the Right-to-Work group would concentrate on this issue since it obviously would be a major issue in the 92nd Congress. He complained that "com­ pulsory union dues" were be­ ing used to support candidates for Federal offices. He ignored the fact that this is already prohibited by Federal law and that union "dues" money was used only on general registra­ tion and get-out-the-vote drives. All other monies in campaigns were from voluntary contribu­ tions. The Right-to-Work Commit­ tee has come up with a figure of $60 million contributed by labor in the 1968 campaign. The best estimate of even the most impartial observers is that labor contributions were about 10 percent of this. • Public Employees—^The open shop group will fight on both the national and local level to block union shop contracts among public employees. The group takes credit for weakening the union security provisions in the postal agree­ ment and wants to press such provisions at both the Federal and state level. Currently the Right-to-Work group is taking legal action against the union shop case in­ volving Detroit teachers and in agency shop pacts among city employees. • Farm Workers—^A third area of concentration will be among farm workers. The open shoppers are fight­ ing against union security for farm workers and, specifically, against extending coverage of the National Labor Relations Act to them. Unfair to Labor Do Not Buy • \•P -3 AM ) (\ BARBER EQUIPMENT— Wahl Clipper Corp., pro­ ducers of home barber sets. (Int'l. Assoc. of Machinists and Aerospace Workers) LIQUORS—Stitzel-WeUer Dis­ tilleries products—Old Rtzgerald. Cabin Still, Old Elk, W. L. Weller. (DistiUery Workers) CIGARETTES—R. J. Reyn­ olds Tobacco Co.—Camels, Winston, Salem, Tempo, Brandon, Doral, and Cava­ lier. (Tobacco Workers Un­ ion) MEAT PRODUCTS—Poultry Packers, Inc. (Blue Star label products). (Amalga­ mated Meat Cutters and Butcher Workmen) CLOTHING—Reidbord Bros., Co., Siegal (H. 1. S. brand) suits and sports jackets, Kaynee boyswear, Richmond Brothers men's clothing, Sewell suits. Wing shirts, Met­ ro Pants Co., and Diplomat Pajamas by Fortex Mfg. Co. (Amalgamated Clothing Judy Bond Blouses—(Inter­ national Ladies Garment Workers Union) CASKETS—Capitol City Cas­ ket Company—(United Fur­ niture Workers) FLOURMILL PRODUCTS— Pioneer Products, San An­ tonio, Texas (United Brew­ ery, Flour, Cereal, Soft Drinks and Distillery Work­ ers) FURNITURE—^James Sterling Corp., White Furniture Co., Brown Furniture Co., (Unit­ ed Furniture Workers) Economy Fumitxire—^B i 11Rite, Western Provinicial and Smithtown Maple. (Up­ holsterers) PRINTING—^Kingsport Press "World Book," "Childcraft". (Printing Pressmen, Typog­ raphers, Bookbinders, Ma­ chinists, Stereotypers, and Electrotypers) NEWSPAPERS—Los Angeles Herald-Examiner. (10 unions involved covering 2,000 workers) Britannica Junior Encyclo­ pedia (Int'l. Allied Printing Trades Assn.) RANGES—Magic Chef, Pan Pacific Division. (Stove, Fur­ nace and AUied Appliance Workers) SHOES—Genesco Shoe Mfg. Co—^work shoes . . . Sentry, Cedar Chest and Statler; men's shoes . . . Jarman, Johnson & Murphy, Crestworth (Boot and Shoe Work­ ers) SPECIA^-AU West Virginia camping and vacation spots, (Laborers) TOYS—^Fisher-Price toys (Doll & Toy Workers Union) Seafarers Donate Generously To Library Fund Campaign New York City The SS De Soto of the Wa­ terman Steamship Corp., an SlU-contracted company, has responded to the American Merchant Marine Library As­ sociation's plea for funds by donating $1,131—^the largest individual ship contribution. It is the second time the men on board the De Soto have sur­ passed the $1,000 mark in their fund raising for the AMMLA. Response Appreciated This generous response comes at a time when steam­ ship industry retrenchment has resulted in a serious • reduction in AMMLA income. "It is therefore most welcome," said Mrs. George Roosevelt, chair­ man of the board of trustees. The AMMLA, a non-profit organization was chartered by the New York State Board of Regents on May 27, 1921. It is an outgrowth of a World War I service extended by the Amerithe U.S. Shipping Board to the U.S. Merchant Marine. A Friend of Seafarers Since that time, the AMMLA has distributed more than 16million books and many more magazines to merchant marine vessels and the U.S. Coast Guard. URW Names Strauber to Education Post Akron, Ohio Robert M. Strauber has been appointed Education Director of the Rubber Workers by URW President Peter Bommarito. Strauber, a former staff member of the American Fed­ eration of Teachers, succeeds Thomas Dotson. Page 11 �i Far East Ports Bustling S eafarers who make the Far East run are familiar with its numerous ports. Among the most famous are Naha, Okinawa, Yokohama and Yokosuka, Japan. In these bustling ports ships are daily docking and departing for places around the world. Preva­ lent among these ships are the SIUcontracted vessels. Each year thou­ sands of Seafarers make trips to the far eastern ports. While in port activi­ ties are many and varied. Many Sea­ farers return with a new appreciation of the Oriental culture which differs so much from that of the Western world. There are sights to be seen— both historical and scenic. And, as always, there is plenty of work to be done. Loaded with Sea Land's containers, the San Francisco lays in for repairs at the Yokosuka Navy Base in Japan. Able seaman Jackie McDaniels (left) receives long-awaited and well-earned full A-book from Yokohama SIU Agent Frank Boyne in the union's office in Japan. Seafarer Mc­ Daniels is presently on the Transglobe which is shuttling from Naha, Okinawa to Vietnam. This ship's rudder was flown from the U.S. to Yokosuka for the San Francisco. The vessel was towed into Yokosuka when she lost her rudder at sea. .V • ( in the Port of Naha, Seafarer Ernie Pierce, deck maintenance, shows young Tyrone Matthews how to make a pilot (Jacob's) ladder aboard the Transglobe. Seafarer Matthews is a recent graduate of the Harry Lundeberg School of Seaman­ ship in Piney Point, Md. Page 12 Seafarers Log • '\ • -A' I A - t �Stopping to talk for awhile in the Port of Naha are G.I. driver John George and, from left: Bill (Flat-top) Koflowitch (partially hidden behind mirror), able seaman; Jackie McDaniels, able seaman, and, in back. Bill Roach, able seaman. In the Yokosuka Navy Yard in Japan, new parts for the ship's rudder aboard the San Francisco are looked over by, from left: Harry J. Celkos, able seaman; Frank Drozak, an SIU vice presidenl who was on a visit to the orient, and Mal­ colm Wood, boatswain. • I 'I k VI !.< li Keiko Nakategawa, secretary at the SIU hall in Yokohama, helps Seafarer Hank Murranka register. Some crewmembers of the Transglobe "take a breather" as the ship pulls into the Port of Naha. From left are: Herb Greene, ordinary si»man; Bill Roach, able seaman; Arne E. Larsen, boatswain, and Bill Koflowitch, able seaman. , February 1971 Page 13 �Nine SlU Members Receive Assistant Engineers Licenses Nine more Seafarers have a family of Seafarers. His graduated from the School of father is a former member of Marine Engineering bringing the SIU who now sails as a the number of graduates to 400 chief engineer. His uncle, Wil­ bur Dickey, is a former presi­ since the school's inception. dent of MEBA, District 2. The nine men earned their A native of New York City, temporary third assistant engi­ neer's licenses after completing he now resides in Staten Is­ the comprehensive study course land, N.Y. at the Brooklyn, N.Y. school. Rodney Doiron received his The school is sponsored engineer's license in December. jointly by the Seafarers Inter­ Brother Doiron national Union and MEBA, joined the SIU District 2. in the Port of Houston in Eugene Smith, 43, joined the 1967. He sailed union in the Port of Baltimore in the engine de­ in 1946. He also partment before received his en­ entering the gineer's license school. in December. A native of Port Arthur, A native of Tex., he now makes his home Lafayette, Ga., in Houston. Brother Smith Doiron is a U.S. Air Force entered the veteran. school with the Patrick Golden, 22, was endorsements of deck engineer, presented his engineer's license junior engineer, fireman-oiler in December and electrician. after successfully Smith now makes his home completing the in Rheingold, Ga. course of study. James Dickey, 23, received Seafarer Gold­ his engineer's license in Janu­ en, joined . the ary. union in the He joined the Port of New union in the York in 1967. Port of New He is a graduate of the Harry York in 1967 Lundeberg School of Seaman­ and graduated ship, Piney Point, Md. that same year Golden also attended the from the Harry Modem School of Welding. Lundeberg A native of Teaneck, N.J., School of Seamanship. he now resides in East Beme, Brother Dickey comes from N.Y. Marine Engineer Grads Number 400 Seafarers The 400th SIU member to receive his license after attend­ ing the School of Marine Engi­ neering turned 20 years of age only eight days before being awarded his license. He was John Tilli, a Phila­ delphia native who is very en- John TUU ... the 400th thusiastic about his education. The Engineering School was "very good," he proclaimed. He suggested that "young Sea­ farers should grab the educa­ tion, take advantage of it." Tilli, himself, intends "to continue with my education." "Education can open a lot of doors," according to Tilli. "The P|jge 14. Union has a number of pro­ grams that allow the members to better themselves in thenparticular rating and also in general areas of knowledge. I intend to take advantage of as many as I can." Though bom in the port city of Philadelphia, Brother Tilli was raised in a suburb of the city and "never saw a ship." He became interested in the sea through conversations with his friends. Also, there was a Seafarer in the nearby town of Yeadon who was a tugboat captain with the SlU-afiiliated Inland Boat­ men's Union. It was through him that Tilli heard about the union. In fact, the SIU "was the only union I had ever heard about," Tilli said. He graduated from the Harry Lundeberg School of Seaman­ ship in 1967 and sailed to "all the places" he could. His travels took him to many ports in Europe and the Far East but the opportunity to go to the one place he would really like to see has not yet come his way—^Australia. When he entered the Engi­ neering School, Brother Tilli held the rating of fireman-oiler. He received his license Jan. 13, 1971. W- 0- Antonio Jose Ramos, 43, re­ ceived his engineer's license in December. A native of Brazil, he joined the SIU in the Port of Houston in 1964. Ramos graduated that same year from the Andrew Fumseth Training School in Houston. When he entered the school Ramos held the rating of fire­ man-oiler, r e a f e r engineer, piunpman and electrician. Richard Heckman, 28, re­ ceived his engineer's license on Dec. 31, 1970. He joined the union in the port of New York in 1959. Heckman also is a graduate of Andrew F u r useth Training School. A native of New York, Brother Heckman now makes his home in San Juan, Puerto Rico. He served in the U.S. Coast Guard for four years. Patrick Rogers, Jr., 22, re­ ceived his engineer's license inJanuary. He joined the SIU in 1967, some 20 years after his father had become a mem­ ber. Young Rogers joined in the Port of New York and sailed in the engine department be­ fore entering the school. He is also a graduate of the Harry Limdeberg School of Seaman­ ship at Piney Point. A native of Brooklyn, he now resides in Manasquan, N.J. Whoh Any Seafoer who sails In the engine dqmrtment and me^ the required specifications is ^gBUe to ^ply for the fonr month training course ofiared ^ tibtt School of Ma­ rine Eng^eering in BrookN.Y. • Enrolment is limited to men per dass. Eadh accepted candidate wHl receive $56 per week whfie attending dasses. Those accepted also will be reimbursed for hansportation up to the amount of $125. Fur the r bifopnation about requirements as wdl as apiriicatimis and fmrns may be obtained firom the Port Agent at any SIU hdl, or by writing direc­ tly to the SIU Headquar^ lers, 675 Fourth Ave., Brooklyn, N.Y. 11232. A m Perseverance Pays Off Seafarer Frank Travis was unique among the nine most recent gradu­ ates of the School of Marine Engineering. For Brother Travis, who received his temporary third assistant engineer's license Dec. 23, 1970, it was his second time around. He had attended the school in 1969, but failed his examination. Not to be deterred by the one setback, Travis returned in 1970 and through "hard work and dedication" earned his license. Travis is congratulated by SIU New York Port Agent Joe-DiGiorgio (left). Nixon's Corporate Tax Cut Assailed by Labor Washington, D.C. President Nixon's recently proposed across-the-board re­ duction of corporate taxes has drawn severe criticism from or­ ganized labor. The AFL-CIO has called this action com­ pletely unjustified and has ac­ cused the President of "help­ ing those who need it the least" at a time of recession and six percent unemployment. CaUed a 'Windfafi' "The AFL-CIO is deeply disturbed by President Nixon's further commitment to the 'trickle down' theory of eco­ nomics," said AFL-CIO Sec­ retary-Treasurer Lane Kirkland. In this time of recession, inflation and six percent imemployment, it is incredible that the President can find no better action than to extend a tax windfall of several billion dollars to the Nation's corpora­ tions. Gimmicks Unnecessary "The President is helping those who need it the least at the expense of those who need it the most. It is not the na­ tion's wealthy corporations who need help; it is the work­ ers, who are struggling to keep their heads above water and to pay the property taxes and the school taxes that already bur­ den them disproportionately. President Nixon's bonanza to business undoes much of the progress toward tax justice made by Congress in the Tax Reform Act of 1969. "What America needs now is strong government action to create jobs, curb inflation and lift our sagging economy—^not gimmicks to reduce the taxes of corporate business." Labor's bitter reaction to the President's adoption of the long discredited "trickle down" theory whereby corporations get the tax breaks at the top and workers get the cruml^ that "trickle" down, came as no surprise. Only a few weeks ago, the President gave the back of his hand to labor calls for helping to solve the unem­ ployment crisis through the creation of public service jobs. Severe Blow Nixon at that time vetoed a bill that would have made available federal funds to cities and states to put the unem­ ployed on urgently needed work in fighting pollution, cleaning up ghettos and giving the public greater services. It was a veto that in itself was a blow to the hopes of organized labor and liberals that the unemployment prob­ lem could be resolved and needed public services provided at the same time. However, the obvious one­ sided tax break for business is certain to be fought strongly in Congress by liberals as a classic example of tax favoritism. Tax Equity? New York City The imbalance of the na­ tion's tax laws allows Bob Hope to deduct the cost of his tuxedo but the electri­ cian cannot deduct the cost of his coveralls, the New York State AFL-OO Union Label Committee was told. Sen. Mike Gravel CDAlaska) testified before, the group that "workers and middle class people are vic­ timized—the ones who pay the lion's share of the cost of government but receive the, mouse's share of serv­ ices." i 4 �SEAFARERSA^LOG OFFICIAL ORGAN OF THE SEAFARERS INTERNATIONAL UNION . ATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT • AFL-CIO [i''f MARITIME Let's Not Kid Ourselves Passage of the Merchant Marine Act of 1970 was a major accom­ plishment for the Seafarers International Union. For years, our union has been fighting for maritime legislation that would be fair and equitable—^legislation that would stop the decline of the merchant marine. The SIU fought as hard as anyone, and harder than most, to make sure that we got legislation that would keep this industry alive. And when we talk about this industry, the SIU doesn't mean the shipowner—^we're talking about the jobs of our members. That's, what we've been fighting for. ri :> The Merchant Marine Act of 1970 isn't a perfect law—as a mat­ ter of fact, there's no such thing as a perfect law. But it is a beginning. It's an opportunity to turn this industry around—to point it upward, instead of allowing it to sink. But let's not kid ourselves: A law is one thing; translating that law into an effective program is something else. -V And for Seafarers, the only way to measure the effectiveness is on the yardstick of jobs. If there are job opportunities for our members, then the program is working. If there are no berths for Seafarers, then the program is a failure. There's no magic to the Merchant Marine Act of 1970. We had problems in this industry before the bill was signed into law. We still have the same problems. And we're going to have to con­ tinue to live with those problems for at least five years—^if not longer. By the most liberal estimates, it wiU take until 1975 for the effects of this law to make themselves felt—^because it takes that long to get plans approved and to get ships built and into service. So we can't afford to sit back on our big fat laurels—as if winning passage of the legislation was^ the end of the fight. Because it's only the beginning. For the next five years, we have two big challenges to face: • We have to stay alive—to preserve the jobs of our members dur­ ing the transition from the old program to the new one. • We have to see to it that SlU-contracted operators are able to take advantage of the law to expand their operations, get a bigger hunk of the American trade, and get into the foreign market, too. Nobody's going to help us do it; we're going to have to do it all by ourselves—the same way that we've stayed alive, and kept our opera­ tors alive, all these years. It's not going to be any picnic. But the years since World War 11 have been no picnic for Seafarers anyway—so we're used to tough going. This special supplement points up some of the cold, hard facts about this industry—and what we've got to do to turn the situation around so that Seafarers are assured of continued job security and greater job opportunity. / February 1971 Page 15 �THESE ARE THE Age of U.S. Overseas Merchant Fleet Number of Ships 300- (April 1, 1970) 280260240- No matter where you look—or what set of figures you look at— the picture you get of the American merchant marine adds up to one word: "Ugly." If you look at the job situation, you find that jobs are scarce—and getting scarcer. If you look at the figures on cargo, you find that our share of the market has hit an all-time low—and it's still going down. If you look at the size of the fleet, you find that there are fewer and fewer ships every month—^with no end of this shrinkage in sight. If you look at the age of our fleet, you find that our ships are older, slower and smaller than the fleets of other nations—and our ships aren't getting any younger. No matter where you look, the story is the same. The American merchant marine is in deep trouble—and is going to stay that way for some time to come. Here's the rundown on where we stand, and where we're going. 2202001801601401201008060- SHIPS 4020- 3 30 Years and Older Total Ships 30028026024022020018016014012010080- Under construction or on Order 1980 U.S. Fleet Age (January 1, 1980) In the middle of 1970, there were 695 active ships in the U.S. over­ seas fleet. There were another 54 ships under construction or on order. But the size of the active fleet is deceptive. Six out of every 10 of the ships in the fleet were over 20 years old. This means that most, if not all, of these ships will stop running—and will be sold to the shipbreakers—^long before the new shipbuilding program has any real effect. Shipbuilding is a long time project. The latest report of the Maritime Administration shows that 21 companies 4iave applied for construction subsidy under the new pro­ gram. These companies have proposed building 105 ships. Fourteen of the proposals—covering 76 ships—^were submitted by SlU-contracted companies. But the new law provides for building only 30 ships a year with federal assistance. And there are enough funds left over from last year's appropriation to build another 20 ships. So altogether, there's a chance that the Maritime Administration could approve contracts to build 50 ships^and there's no way of knowing how many of the contracts will go to SlU-contracted com­ panies. In any event, it will take from two to three years to build these first ships—^which means that they won't be available to carry cargo until 1973 or 1974—and by that time, most of the over-age ships in the fleet wiU have been scrapped. So right now, we are faced with the loss of more ships in the next few years than will be replaced by new construction. It's true that the new ships will be larger and faster than the ones we're manning now. As a matter of fact, the estimate is that one of the new ships will do the work of three of the old ones. Obviously, this means Aat two out of every three seagoing jobs is in jeopardy— as long as the government and the industry think only in terms of today's shipping capacity. We've got to encourage the industry to go beyond present limits— to shoot for a bigger share of the market—to compete with foreignflag ships, not just in our own trade, but everywhere in the world. 6040- 40 20- Page 16 Seafarers Log �rjsaasB Ma>. COLD FACTS ' I "•\ Total U.S. Exports & Imports Million Long Tons CARGO The key to keeping our merchant fleet afloat is to keep its holds filled with cargo. Otherwise, the new ships might as well go directly from the shipyards to the scrapyards. And when it comk to cargo, the American-flag fleet is hurting. Right now, we're at an all-time low: American ships are carrying only 4.8 percent of our imports and exports. Put it another way, and foreign-flag ships are carrying 95.2 percent of our cargo. The govenment has launched a full-scale program to induce Amer­ ican businessmen to ship their goods in U.S.-flag ships. But the effort will be convincing only if the government does the same thing—and right now, government agencies like Agriculture and AID are using more foreign vessels than American vessels to carry shipments paid for by the American taxpayer. The first order of business is for the government to change its policies. As long as American ships are standing idle, and as long as American seamen are looking for work, these government-financed cargoes should move in U.S.-flag ships. If the American fleet is being fully utilized, then the government can use the ships of the countries receiving these shipments. But it should use "third-flag" ships only as a last, resort—^because these are the ships in the "runaway" fleet, or the ships of other nations which for years have been getting the lion's share of our cargo. If the government sets the example of using American-flag ships— and if it provides the proper subsidy support so that our ships are competitive in the world market—then American business will get back into the habit of shipping America. We have to help the American fleet become fully competitive, so that it will be able to get into world-wide trade, instead of limiting its participation to U.S. imports and exports. 1960 I96I 1962 1963 1964 1965 1966 1967 1968 1969 Japan France JOBS As far as the SIU is concerned, ships and cargo are important for only one reason: They mean jobs for our members. TTiere's hardly a Seafarer alive who doesn't know how tight the job market has become during the past ten years. With the shrinkage in our fleet, and with the decline in cargo, jobs have steadily declined, too. Ten years ago, employment in the unsubsidized segment of the merchant marine amounted to 58 percent of all of the available jobs. Today, 67 percent of all of the jobs are in the unsubsidized segment of the industry. Everybody has been hurt—^but the subsidized segment of the in­ dustry, which used to be insulated and protected by the government, has suffered most, with thousands 6f jobs being lost with the lay-up of passenger ships. We can't take comfort in these statistics—because all that they really mean is that we have a larger share of a smaller pie—and what we have to do is to fight for a larger share of a larger pie. And the way to make that pie larger is to encourage the industry to build more ships—to carry a larger percentage of American im­ ports and exports—and to expand into the trade between one foreign country and another. We have our work cut out for us. United States Sweden Greece Norway .5. Commerce Carried on U.S. Ships Million Long Tons 34 1960 February 1971 West Germany 1961 1962 1963 1964 1965 1966 1967 1968 1969 Page 17 �Special Suppiement SEAFARERSALOG OFFICIAL ORGAN OF THE SEAFARERS INTERNATIONAL UNION • ATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT • AFL-CIO MARITIME The Only Way To Make It Seafarers have been able to hang on—^in spite of the problems that they've had to face in the years since World War 11—^because they have tried to be reasonable and responsible in their dealings with the industry. that way—^because, in the end, a worthless pension program would have been like a house of cards. And we have always believed Sea­ farers deserved better than that. Over the years, the SIU could have been more hard-nosed at the bargaining table—^but it would have cost the jobs of its membem. And that's a pretty steep price to pay. Any time we wanted to, we could have hung tough with some of the marginal operators and insisted on a full—^but unreasonable— manning scale. And that could have driven the operator out of busi­ ness, too. Any time we wanted to, the SIU could have taken management to the mat for another $10 bill—but in the process, we could have driven some of the operators right out of business. It never seemed to make any sense to us to push the operator to the wall—^not out of love for the operator, but out of concern for the Seafarer. It never seemed to make any sense to us to try to win a battle if you knew that, as a result, you were going to lose a war. Not that we were worried about the operator. We were concerned about the jobs of our members. And a bankrupt operator just doesn't provide jobs for Seafarers. Any time we wanted to, the SIU could have come up with a fancy pension program—that would have looked good on paper, but that wouldn't have been worth the paper it was printed on. It never seemed to make any sense to us to deceive our members The SIU has always operated on a very simple principle: Seafarers want to know the score. They don't want to be doubletalked out of their jobs, or out of their security. And if Seafarers know the score, they'll act responsibly. That's the way that Seafarers have made it through the lean years since World War 11. And that's the only way we're going to make it throu^ the tough years ahead. ik-'Ilii Page 18 Seafarers Log �Retired Roster Increased by 10 William L. Fernwood, 66, is a native of Amsterdam, Holland and now makes his home in Kirkland, Wash. He joined the SIU in the Port of New York and sailed in the deck de­ partment as a boatswain. Brother Fernwood had been sailing 29 years when he applied for his pension. 1p. Jl \ , ' Joseph W. Coe, 67, joined the union in the Port of Norfolk in 1946 and sailed in the deck department as a carpenter and boatswain. He received a safety award from the SIU for his part in making the Steel-Surveyor an accident free ship in the first half of 1961. A native of Honduras, Seafarer Coe now lives in New Orleans, La. When he retired he had been sailing for 37 years. Justo R. Velasqaez, 59, is a native of Puerto Rico and is now making his home in Ponce, P.R. He joined the union in the Port of Baltimore in 1941 and sailed in the engine department as a fireman-oiler, junior engineer and deck engineer. He received an SIU safety award for his part in making the Elizabeth an accident free ship in the first half of 1960. When Brother Velasquez re­ tired he ended a sailing career of 32 years. Arthur Joseph McAvoy, 62, is a native of New Orleans, La. and continues to make his home there. He joined the union in the Port of New Orleans in 1946 and sailed in the en^ne department. When he retired. Brother McAvoy had been sailing 24 years. Julian Kulakow^, 60, is a native of Poland and is now spending his retirement in Theo­ dore, Ala. He joined the SIU in the Port of Mobile in 1945 and sailed in the steward and deck departments. When he retired. Seafarer Kulakowski had been sailing 29 years. William J. Barnes, 49, joined the SIU in the Port of Tampa in 1947 and sailed as a steward. A native of Alabama, Brother Barnes now makes his home in Irvington, Ala. When he retired, Seafarer Barnes had been sailing 30 years. if' 1 Berkey Shuler, 60, is a native of Connecti­ cut and is now spending his retirement in Houston, Tex. He joined the union in the Port of New York and sailed as a steward. He was issued a picket duty card in 1961. Seafarer Shuler had been sailing 31 years when he ap­ plied for his pension. Henry James Schreiner, 60, joined the SIU in the Port of San Francisco and sailed as a steward. A native of Louisiana, Brother Schreiner now makes his home in Gretna, La. SIU Welfare, Pension and Vacation Plans CASH BENEFITS PAID REPORT PERIOD DECEMBER 1, 1970 TO DECEMBER 31, 1970 NUMBER SEAFARERS' WELFARE PLAN OF BENEFITS Scholarship .' Hospital Benefits Death Benefits Medicare Benefits Maternity Benefits Medical Examination Program Dependent Benefits (Average $478.50) Optical Benefits Meal Book Benefits Out-Patients Benefits Summary of Welfare Benefits Paid 9 1,825 25 5 27 1,628 1,710 643 515 4,660 11,047 $1,225.08 43,997.38 55,831.00 26.50 7,381.50 48,849.49 91,842.39 9,502.00 5,169.75 37,713.00 301,538.09 Seafarers' Pension Plan—Benefits Paid 3,350 809,207.90 Seafarers' Vacation Plan—Benefits Paid (Average—$489.60) 2,100 977,975.50 Total Welfare, Pension & Vacation Benefits Paid This Period 16,497 2,088,721.49 February 1971 §0J Eveline Lulgi Zugna, 53, is a native of Trieste, Italy and is now spending his retire­ ment there. He joined the union in the Port of New York in 1946 and sailed in the stewart department. Brother Zugna served the un­ ion as a department delegate while sailing. Before entering the union he worked as a radio and television technician. Seafarer Zugna had been sailing 25 years. AMOUNT PAID Juan Villa, 64, joined the union in the Port of Baltimore and sailed in the deck depart­ ment. He was given an SIU safety award for his part in making the Fairport an accident free ship from April to September of 1960. A native of Spain, Brother Villa now makes his home in Kearny, N.J. When he retired. Sea­ farer Villa ended a career on the sea that had lasted 44 years. Rose McNeese, bom Sept. 14, 1970, to Seafarer and Mrs. Robert W. McNeese, Bogalusa, La. Kevin Rogers, bom Oct. 25, 1970, to Seafarer and Mrs. Floyd T. Rogers, Jr., Laurel, Del. Joseph McCullen, bom Dec. 28, 1970, to Seafarer and Mrs. Alfred J. McCullra, Philadelphia, Pa. Sidney Bishop, bom Apr. 1, 1970, to Seafarer and Mrs. Roy L. Bishop, Freeport, Fla. Simon Ware, bom Oct. 27, 1970, to Seafarer and Mrs. Ru­ dolph Ware, Mobile, Ala. Patrick McCiellan, bom Oct. 28, 1970, to Seafarer and Mrs. John W. McCiellan, Traverse City, Mich. Lana Wright, bom Sept. 2, 1970, to Seafarer and Mrs. Lawrence P. Wright, Satsuma, Ala. Karen Spencer, bom Oct. 5, 1970, to Seafarer and Mrs. Richard O. Spencer, Franklinton, La. Becky Ann Beverly, bom Aug. 26, 1970, to Seafarer and Mrs. Eugene Beverly, LaMarque, Tex. Susan Quillen, bom Oct. 18, 1970, to Seafarer and Mrs. James E. Quillen, Phila., Pa. Gregory Boykin, bom July 8, 1969, to Seafarer and Mrs. Richard F. Boykin, Eight Mile, Ala. Robert Gill, bom Nov. 2, 1970, to Seafarer and Mrs. Thomas E. Gill, Bayonne, N.J. Raphael Bonefont, bom Aug. 1970, to Seafarer and Mrs. Raphael Bonefont, Brooklyn, N.Y. Jacqueline Boone, bom to Sea­ farer and Mrs. Thomas B. Boone, Norfolk, Va. Todd Werda, bom Oct. 31, 1970, to Seafarer and Mrs. James R. Werda, Alpena, Mich. Timothy Pierce, bom Sept. 22, 1970, to Seafarer and Mrs. Benja­ min P. Pierce, Lucedale, Miss. Monisha Wilkins, bom Sept. 3, 1970, to Seafarer and Mrs. Oilman Wilkins, Portsmouth, Va. Nicole Packer, bom July 10, 1970, to Seafarer and Mrs. Ronald Packer, Mobile, Ala. Anthony Davis, bom Nov. 17, 1969, to Seafarer and Mrs. Lewis A. Davis, Redding, Calif. Cynthia Bankston, bom Oct. 5, 1970, to Seafarer and Mrs. Claude A. Bankston, Jr., Metairie, La. Mellnda Bowers, bom Oct. 17, 1970, to Seafarer and Mrs. James M. Bowers, Portsmouth, Va. Baron Long, bom Nov. 7, 1970, to Seafarer and Mrs. Thomas Long, Mobile, Ala. Shane Manuel, bom Oct. 18, 1970, to Seafarer and Mrs. Joseph O. Manuel, Lake Charles, La. Alvyn Serrette, bom Oct. 23, 1970, to Seafarer and Mrs. Horace E. Serrette, Bronx, N.Y. Bryan Green, bom Nov. 13, 1970, to Seafarer and Mrs. Hay­ wood Green, Robertsdale, Ala. Stanley Craig Goldy, bom Nov. 18, 1970, to Seafarer and Mrs. Robert J. Goldy, Jr., Wenatchee, Wash. Darm Martin, bom Sept. 29, 1970, to Seafarer and Mrs. David L. Martin, Sr., Mobile, Ala. Crystal Colbert, bom July 9, 1970, to Seafarer and Mrs. Thomas E. Colbert, New Orleans, La. Gwendolyn Wright, bom Sept. 9, 1970, to Seafarer and Mrs. James L. Wright, Vidor, Tex. Constantinos Tzavis, bom Nov. 5, 1970, to Seafarer and Mrs. Stavros Tzavis, Commack, N.Y. Mary Tapia, born May 7, 1970, to Seafarer and Mrs. Bemardo Tapia, Long Beach, Calif. Raymond Gross, bom Nov. 6, 1970, to Seafarer and Mrs. Joseph A. Gross, Tmjillo Alto, P.R. Cara and Christine Lesh, bom Sept. 17, 1970, to Seafarer and Mrs. Arthur F. Lesh, Concord, Calif. Jason Perry, bom Sept. 16, 1970, to Seafarer and Mrs. Manuel L. Perry, Long Beach, Calif. Belinda Tillett, bom Nov. 3, 1970, to Seafarer and Mrs. Kirby L. TUlett, Wanchese, N.C. Michael Reynolds, bom Nov. 11, 1970, to Seafarer and Mrs. Derrell G. Reynolds, Mobile, Ala. John Bryant, bom Sept. 19, 1970 to Seafarer and Mrs. Arthur R. Bryant, Port Neches, Tex. Eulalia Camacho, bom Oct. 28, 1970, to Seafarer and Mrs. Fmctuoso Camacho, Brooklyn, N.Y. Rohertino Rueda, bom March 3, 1970, to Seafarer and Mrs. Juan S. Rueda, Barrida Parcelas. 1970 ap Donald Hamilton, bom May 4, 1970, to Seafarer and Mrs. Donald L. Hamilton, Shreveport, La. Regina Bergeron, bom Oct. 11, 1970, to Seafarer and Mrs. Reggis P. Bergeron, Houma, La. Ron Banks, bom to Seafarer and Mrs. James M. Banks, New Or­ leans La. Michael Benoit, bom Oct. 23, 1970, to Se^arer and Mrs. James D. Benoit, Hayes, La. Christopher Hughes, bom Nov. 22, 1970, to Seafarer and Mrs. Shark Problem May Be Sofyed Pretoria, South Africa Scientists here have devel­ oped a new device to ward off sharks preying popular bathing beaches. This safety barrier, created by a pulsat­ ing magnetic field, will send sharks into a frenzy and force them to swim in the direction indicated by the electric field. It will also eliminate the need for shark nets. Experts say that the de­ vice will not ^ect the move­ ment or activity of human beings, imderwater plants or other fish. It will merely keep the sharks off the beaches and permit people to bathe safely. The Coimcil for Scientific and Industrial Research re­ ports that the shark barrier will be installed at Margate, a popular resort, in May 1971. Justice P. Hughes, Greenville, S.C. JonaOian White, H, bom Nov. 26, 1970, to Seafarer and Mrs. Jonathan White, Charlotte, N.C. James Funk, bom Nov. 25, 1970, to Seafarer and Mrs. John E. Funk, Jersey City, N.J. Aura Sandoval, bom Nov. 4, 1970, to Seafarer and'Mrs. Juan M. Sandoval, Jarrettsville, Md. Jason Bonefont, bom Nov. 2, 1970, to Seafarer and Mrs. Gabriel Bonefont, Jr., Brooklyn, N.Y. Curtis Weese, bom Nov. 11, 1970, to Seafarer and Mrs. Alan F. Weese, North Seattle, Wash. John Paul, bom Oct. 25, 1970, to Seafarer and Mrs. Joshua A. Paul, Bath, N.C. Wadena Ussin, bom Dec. 2, 1970, to Seafarer and Mrs. Charles Ussin, Sr., Grosse Tete, La David Walsh, bom Nov. 3, 1970, to Seafarer and Mrs. James P. Walsh, Jr., Superior, Wis. Antonio Mendez, bom Sept 6, 1970, to Seafarer and Mrs. Antonio Mendez, Playa Ponce, P.R. Rhonda Saxon, bom Oct. 6, 1970, to Seafarer and Mrs. Ronald E. Saxon, Mobile, Ala Erica Jones, bom Dec. 8, 1970, to Seafarer and Mrs. Allen Jones, Mobile, Ala. Rhonda Kdth, bom Dec. 31, 1970, to Seafarer and Mrs. John E. Keith, Mobile, Ala. Jason Hughes, bom Dec. 3, 1970, to Seafarer and Mrs. Floyd W. Hughes, New Orleans, La. Edw^ Marion, bom Nov. 11, 1970, to Seafarer and Mrs. Fran­ cis A. Marion, Cleveland, Ohio. Deborah Bennett, bom Dec. 11, 1970, to Seafarer and Mrs. Thomas M. Bennett, Manistee, Mich. Michelle Smith, bom Dec. 15, 1970, to Seafarer and Mrs. Major Smith, Jr., Prichard, Ala. Robert Vogler, bom Dec. 29, 1970, to Seafarer and Mrs. Fred­ erick V. Vogler, Ontario, Calif. Etta Hester, bom Sept. 26, 1970, to Seafarer and Mrs. Melvin H. Hester, Kreolo, Miss. Lori Troxclair, bom Dec. 12, 1970, to Seafarer and Mrs. Calvin J. Troxclair, Harvey, La. Timothy Marcum, bom Sept 28, 1970, to Seafarer and Mrs. James E. Marciun, Brooklyn, N.Y. Angela Dixon, bom Nov. 9, 1970, to Seafarer and Mrs. Willie Lee Dixon, Sequin, Texas. Sandra Hatch, bom Jan. 3, 1971, to Seafarer and Mrs. Diego Hatch, Yabucoa, P.R. Page 19 �SlU Ships' Committees: Bridging the Gap A Seafarer's work is unique in that he is separated •^for long periods of time from what happens on shore. For any Union organization to function effec­ tively it is important that there be constant commu­ nications between Union headquarters and the mem­ bers at sea and ashore. There are many methods of communications when the membership is ashore, but the bulk of our mem­ bers must be away at sea to earn their living. Since very important things happen on shore, it is vital that there be ships' committees to act as a bridge from vesisel to shore. No matter how long the voyage or how far away the vessel may sail, the ship's committee provides the solid bridge of communication that keeps working Seafarers constantly aware of vital issues. To strengthen this bridge of communication from ship to shore is the goal of the ship's committee. That is why each ship's member who is on the committee does his job with the knowledge that he is helping not only his Union an dhis fellow Seafarer but also himself. The ship's committee has been in operation long enough to gauge its work. Everyone agrees that it has had a unique and outstanding success. The operation of the ship's committee is in line with the firm principle established within the SIU—the principle of democracy. When the meeting is called each Sunday aboard ship every Seafarer knows that he can speak up freely and without hesitation and bring up any matter im­ portant to his imion, his ship and his job. "TTis right to speak out is one of the rights which the ^^ship's committee protects for every member of the unlicensed crew. There are six members of the ship's committee— chairman, Secretary-reporter, education director and three delegates, one from each of the three depart­ ments aboard ship. The chairman calls and directs the meeting. The secretary-reporter is responsible for all of the com­ mittee's corresfxjndence with union headquarters and must keep the minutes of the meetings and report ac­ tions taken to headquarters. The education director is in charge of maintaining and distributing all publications, films and mechanical equipment to Seafarers wishing to study upgrading, s^ety, health and sanitation. The department delegates, elected by members of the deck, engine and steward departments, represent their men on the committee and contribute heavily to its decisions. All these men are part of that bridge between ship and shore. y I'll BIENVILLE (Sea-Land)—Checking over some reports aboard the Bienville is the sltip's committee. From left seated are: Gus Yenizelos, deck delegate; J. Reever, steward dele­ gate; Felix Bonefont, chairman, and Ralph Carbone Dangelo, engine delegate. Standing are J. C. Anderson (left), reporter-secretary and Jerry Dellinger, education director. STEEL SCIENTIST (Isthmian)—Relaxing in the galley of the Steel Scientist after a re­ cent voyage is the ship's committee. Clockwise from left are: Morris Cukierwar, acting steward delegate; Ray Eisemman, engine delegate; P. Sheldrake, deck delegate; W. Harrell, education director; J. Parker, chairman, and C. J. Gibson, reporter-secretary. • .11 •'i •. 4J MOBILE (Sea-Land)—Aboard the Mobile, the ship's committee from left are (seated): J. Gleaton, steward delegate; A. Alfonso, secretary-reporter; H. Libby, chairman, and S. Leknes, deck ddegate. Standing are B. Finder, location director (left) and C Cans, engine delegate. TAMPA (Sea-Land)—After pulling into Port Elizabeth, N.J., the ship's committee sits around the table in the recreation room. From left are: E. Jiminez, engine delegate; G. Castro, chairman; F. LaRosa, steward delegate; Johnny Guiteme, acdng education director; J. Rusheed, deck delegate, and E. Tart, reporter^secretary. -ii STONEWALL JACKSON (Waterman)—Aboard the Stonewall Jackson when it pnlled into Bayonne, N.J. last month, the ship's committee posed for a photo. From left are: Arthur Wood, chairman: Robert Laiche, steward delegate; Stan Gondzar, education director; Douglas McLeod, engine delegate; John Farragnt, deck delegate, and Robert Pitcher, reporter-secretary. Page 20 •1 ARIZPA (Sea-Land)—After their trip to northern Europe, the ship's committee on the Ariapa pose for a photo. From left are: Frank Rodriguez, deck delegate; Anthony Tosado, steward delegate; H. Connoloy, reporter-secretary; D. Fitzpatrick, chairman; Joseph Keating, education director, and Dan Butts, engine delegate. - I'l II Seafarers Log • I �Steel Seafarer si I'.l ,f STEEL SEAFARER (Isthmian)—^The ship's committee waiu for their meal aboard the Steei Seafarer in Port Elizabeth, N.J. Clockwise from left are; Berry Tippins, steward delegate; W. Velazques, chairman; Isidoro Valles, engine delegate; Ira Brown, reportersecretary ; George Roy, education director, and Fred B. Kritzler, deck delegate. GATEWAY CITY (Sea-Land)—The ship's committee aboard the Gateway City from left are: Robert Carbone, chairman; W. Reid, reporter-secretary; James Spell, engine dele­ gate; Eddie J. Caravona, deck delegate; Warren Danford, education director, and R. S. Roman, steward delegate. ' f I STEEL ADVOCATE (Isthmian)—Patrolman Ted Bobkowski (far left) points out a Seafarers Log article to the committee on board the Steel Advocate. From left seated are: J. Disco, engine delegate; N. Gillikin, chairman; Henry Jones, steward delegate, and Howard Menz, education director. Standing are A. Miranda (left), deck delegate and L. Cepriano, reporter-secretary. 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 Secretary-Treas­ urer. A quarterly finance committee of rank and file mem­ bers, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds 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 management representatives and their alternates. All expen­ ditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund finan­ cial 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: Eail 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. . , . ! .J it.1971 ij Ja CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contracts specify the wages and con­ ditions under which ^ou 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 prop­ erly, contact the nearest SIU port agent. EDITORIAL POLICY—SEAFARERS LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an edi­ torial 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 anycHie 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 re­ ceipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to headquarters. CONSTITUTIONAL RIGHTS AND OBLIGATIONS. The SIU publishes every six months in the 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 drawing disability-pension benefits have always been encouraged to continue their union activities, including attendance at mem­ bership 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 rank-andfile committees. Because these oldtimers cannot take ship­ board 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 witli tlie employ­ ers. Consequently, no Seafarer may be discriminated against because of race, creed, color, national or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify headquarters. SEAFARERS POLITICAL ACTIVITY DONATIONS. One of the basic rights of Seafarers is the right to pursue legislative and political objectives which will serve the best interests of thepiselves, their families and their Union. To achieve these objectives, the Seafarers Political Activity Do­ nation was established. Donations to SPAD are entirely voluntary 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 bis 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. Page 21 �SEATRAIN WASHINGTON plan. No disputed OT. Everything STONEWALL JACKSON (Wa­ Page; Engine Delegate Robert is running smoothly. (Hudson Waterways), Dec. 6— terman), Sept. 20—Chairman John Rivera; Steward Delegate Elmer Chairman B. Waturski; Secretary COLUMBIA MARINER (Co­ Silkowski; Secretary Robert H. Kent. No beefs reported. Vote of H. Scypes; Deck Delegate Ray lumbia), Dec. 6—Chairman G. Pitcher. Everything is running thanks to the steward department Moore; Engine Delegate F. Cohen; Stanford; Secretary B. Rucker; smoothly with no beefs an ' no dis­ for a job well done. Steward Delegate Francisco Mel- Deck Delegate T. M. Jones; Engine puted OT. PENN CHAMPION (Penn Ship­ quades. Discussion held regarding Delegate H. W. Roberts; Steward ping), Nov. 29—Chairman T. R. DEL RIO (Delta), Dec. 6—Chair­ pension plan. No beefs. Some dis­ Delegate E. L. Hoffman. No beefs man Joseph Catalanotto; Secretary Sanford; Secretary Z. A. Markris; puted OT in deck and engine de­ reported. Vote of thanks to the Roy M. Ayers; Deck Delegate David Deck Delegate S. A. DiMaggio; partments. steward department for a job well Allen Ramsey; Engine Delegate Engine Delegate John Kulas; Stew­ WESTERN COMET (Western), done. Owen W. Fraisse; Steward Delegate ard Delegate G. P. John. No beefs Nov. 29—Chairman R. C. Marrero; STEEL DESIGNER (Isthmian), Aubrey A. Rankin. $23 in ship's reported. Vote of thanks to the en­ tire steward department for a job Secretary Harold D. Strauss; Deck Dec. 6—Chairman Gerald Eringer; fund. No beefs reported. Delegate T. B. Lane; Engine Dele­ Secretary Angel Seda; Steward Del­ STEEL VENDOR Hsthmian), well done. gate Ramon Bacamonto; Steward egate Howard Schneider. $17 in Dec. 12—Chairman Daniel Dean; WALTER RICE (Reynolds), Dec. Delegate John R. Tilley. $18 in ship's fund. Happy crew on board. Secretary George W. Gibbons; Deck 13—Chairman Tom Martineau; ship's fund. Some disputed OT in No beefs and no disputed OT. Delegate Billie B. Darley; Engine Deck Delegate John R. Mclntyre; deck and engine departments. Vote MOBILIAN (Waterman), Nov. Delegate Thomas P. Gol; Steward Engine Delegate Keimeth J. Lewis; of thanks to the steward depart­ 15—Chairman B. C. Jordan; Secre­ Delegate James P. Banelay. Every­ Steward Delegate Guilermo Mar­ ment for a job well done. tary Charles Perkins. No beefs and thing is running smoothly with no tinez. No beefs were reported by BRADFORD ISLAND (Stewart no disputed OT. beefs. Vote of thanks to the steward department delegates. Tankers), Dec. 6—Chairman J. R. COLUMBIA BANKER (Colum­ TRENTON (Sea-Land), Nov. 29 department for a job well done. Thompson; Secretary Francis Bur- —Chairman Floyd Seliz; Secretary TRANSHAWAH (Hudson Water­ bia), Dec. 8—Chairman Claud Webb; ley: Deck Delegate R. L. Cooper; Andy Johannson. $15 in ship's fund. ways), Dec. 27—Chairman Manuel Secretary E. W. Lambe; Deck Dele­ Engine Delegate John E. Mitchell; No beefs reported. DeBarros; Secretary William Seltzer, gate H. B. Jeffcoat; Engine Dele­ Steward Delegate F. R. Strickland. PRODUCER (Marine Carriers), Deck Delegate Joseph L. Linhart; gate Fred J. Brown. $24 in ship's Patrolman to be contacted regard­ Nov. 22—Chairman Karl Hellman; Engine Delegate S. Wala; Steward fund. Everything is running smooth­ ing delayed sailing. Secretary L. D. Pierson; Deck Dele­ Delegate Larry Young. $42 in ship's ly. Vote of thanks to the steward CONNECTICUT (Ogden Ma­ gate James L. Hornby; Engine Dele­ fund. No beefs reported. Everything department for a job well done. rine), Dec. 6—Secretary T. D. Bal­ gate Chester L. Tillman; Steward is running smoothly. Vote of thanks CITIES SERVICE NORFOLK lard; Deck Delegate Michael T. Delegate Jefferson D. Buchanan. to the steward department for a (Cities Service), Dec. 20—Chairman Chiglo, Engine Delegate Thomas E. Everything is running smoothly ex­ job well done. and Deck Delegate Waldo H. Banks; Banks; Steward Delegate Charles cept for some disputed OT in deck JACKSONVILLE (Sea-Land), Secretary, George Tamlin; Engine L. Martinsen. $40 in ship's fund. department. Jan. 3—Chairman Perry Konis; Delegate William Sladko. No beefs TRANSHAWAII (Hudson Water­ Secretary I. Buckley. Some dis­ reported. No disputed OT. Contact patrolman regarding restriction to ship in ways), Nov. 29—Chairman George puted OT in deck department. Dis­ JEFF DAVIS (Waterman), Dec. Aruba. DeGreve; Secretary William Seltzer; cussion held regarding mail. It was 27—Chairman T. Chilinski; Sec­ TAMARA GUILDEN (Commer­ Deck Delegate Joseph Linehart; En­ suggested that arrangements be retary R. Barker, Deck Delegate cial Transport), July 26—Chairman gine Delegate Sadak Wala, Steward made with the company to receive Howard F. Hare; Engine Delegate G. P. Libby; Secretary C. Lanier. Delegate William Seltzer. $43 in all crew mail and forward same to Frank Arana; Steward Delegate $783 in movie fund and $18 in ship's fund. Everything is ruiming ships. George Frazza. No beefs reported. ship's fund. Some disputed OT in smoothly. Few hours disputed OT TAMARA GUILDEN (Transport $40 in ship's fund. Vote of thanks in deck department. Crew would Commercial), Dec. 13—Chairman to the steward department for the steward department. FENN CHAMPION (Penn Ship­ like clarification on posting of sail­ George P. Libby; Secretary Charles fine Christmas diimer. ping), Nov. 1—Chairman T. R. ing time. Vote of thanks to the W. Pelen; Deck Delegate Michael TAMARA GUILDEN (Transport Sanford; Secretary Z. A. Markris; steward department for the very M. Chewming; Steward Delegate H. Commercial), Dec. 6—Chairman nice Thanksgiving Day dinner. Deck Delegate S. DiMaggio; En­ G. Weeks. $18 in ship's fund and DEL SOL (Delta), Nov. 22— $749 in movie fund. Some disputed George P. Libby; Secretary Charles gine Delegate John Kulas; Steward W. Pelen; Deck Delegate Joseph D. Delegate G. P. John. Some disputed Chairman Anthony R. Ducote; Sec­ OT in engine department. McPhee; Steward Delegate H. G. retary Peter Blanchard; Deck Dele­ OT in each department. Vote of BALTIMORE (Sea-Land), Dec. Weeks. No beefs recited. $18 in thanks to the steward department gate Richard C. Busby; Engine 27—Chairman J. Delgado; Secre­ ship's fund and $746 in movie fimd. Delegate Robert Callahan; Steward for a job well done. tary H. Ridgeway; Deck Delegate TAMARA GUILDEN (Transport PENN CHAMPION (Penn Ship­ Delegate John H. Parson. $36 in A. Taschke; Engine Delegate S. M. Commercial), Dec. 20—Chairman ship's fund. No beefs reported. ping), Nov. 29—Chairman J. C. PENN CHAMPION (Penn Ship­ Orr; Steward Delegate William H. George P. Libby; Secretary Charles Mullis; Secretary D. P. Mason; Hamby. No beefs reported. Vote of W. Pelen; Deck Delegate Michael Deck Delegate Albert F. VanDyke; ping), Nov. 15—Chairman T. R. thanks to the steward department M. Chenning; Engine Delegate H. Sanford; Secretary Z. A. Markris; Engine Delegate Berger Wilhelmfor the fine Christmas dinner. Green; Steward Delegate H. G. sen; Steward Delegate Martin Deck Delegate S. DiMaggio; En­ EAGLE VOYAGER (United Weeks. $19 in ship's ftmd and $749 gine Delegate John Kulas; Steward Badger. Two men in deck depart­ ment missed ship in Portland, Ore­ Delegate G. P. John. Some disputed Maritime), Dec. 27—Chairman Leo in movie fund. RAMBA (American Bulk Car­ gon. No beefs reported. Vote of OT in deck and steward depart­ Paradise; Secretary B. A. Baa; Deck Delegate Robert H. Bell; Steward riers), Nov. 22—Chairman J. P. thanks to the steward department ment. Vote of thanks to the BR and for the wonderful Thanksgiving OS for keeping the passageway and Delegate William S. Costa. $7 in Ryan; Secretary F. S. Paylor, Jr.; decks clean. Vote of thanks also to ship's fund. No beefs reported. Vote Deck Delegate Raul I. Lopez; En­ Day dinner. NEW YORKER (Sea-Land), Oct. the steward department for a job of thanks to the steward depart­ gine Delegate Charles A. Redish; ment for a very nice Christmas Steward Delegate Claud J. Kizzire. 23—Chairman J. Gam; Secretary well done. $12 in ship's fund. No beefs re­ OVERSEAS EVA (Maritime Dinner. H. Donnelly; Steward Delegate TAMPA (Sea-Land), Dec. 27— ported. John Robinson. $60 in ship's fund. Overseas), Dec. 13—Chairman El­ PENN SAILOR (Penn), Dec. No beefs were reported by depart­ mer B. Merritt; Secretary Jacobus Chairman G. Castro; Secretary E. C. Lakwyk; Deck Delegate Howard B. Tart; Deck Delegate S. Ruzyski; 21—Chairman Johannes C. Sorel; ment delegates. BALTIMORE (Sea-Land), Nov. C. Ross; Engine Delegate Manuel Engine Delegate T. Koroke; Stew­ Secretary Robert C. Thomas; Deck 22—Chairman J. Delgado; Secre­ A. Rendules; Steward Delegate ard Delegate F. LaRosa. Every­ Delegate Milton J. Brown; Steward tary H. Ridgeway; Deck Delegate Richard G. Martinez. No beefs re­ thing is running smoothly with no Delegate Pedro R. Arteaga. No R. E. Teschke; Engine Delegate ported. Vote of thanks to the stew­ beefs. Vote of thanks was extended beefs and no disputed OT. Vote of Ramon Louis; Steward Delegate C. ard department for a job well done. to the steward department for a thanks to the steward department for a job well done. SEATRAIN LOUISIANA (Hud­ job well done. Arron. Discussion held on various ANCHORAGE (Sea-Land), Dec. DEL ORO (Delta), Dec. 27— son Waterways), Dec. 13—Chair­ matters. No major beefs. STEEL ADMIRAL (Isthmian), man W. L. Tillman; Secretary W. Chairman John T. Robinson; Sec­ 20—Chairman B. El Swearingen; Nov. 28—Chairman Frank Salva- B. Varbrough; Deck Delegate Glenn retary Vincent Sanchez, Jr.; Deck Secretary Jack C. O'Steen; Deck tore, Jr.; Secretary Isidro D. Ave- M. Wells; Engine Delegate Francis Delegate V. W. O'Mary; Engine Delegate Robert G. Mason; Engine cilla. $38 in ship's fund. No beefs D. Curruthers; Steward Delegate Delegate Anthony J. Marano; Stew­ Delegate Fred Buckner; Steward Lee reported. Ralph S. Williamson, Jr. Some dis­ ard Delegate S. B. Wright. No Scott. $25 in ship's fund. No beefs reported. SEATRAIN NEW JERSEY puted OT in deck and engine de­ beefs reported. EAGLE TRAVELER (United COLUMBIA MARINER (Colum­ (Hudson Waterways), Dec. 6— partments. Vote of thanks to the Chairman Edward Ellis; Secretary steward department for a job well Maritime), Dec. 20—Chairman bia), Nov. 15—Chairman G. Stan­ Joseph L. Bourgeois; Secretary Al­ ford; Secretary B. Rucker; Deck Herbert E. Atkinson; Deck Delegate done. STEEL VOYAGER (Isthmian), gernon W. Hutcherson; Deck Dele­ Delegate Terrance M. Jones; En­ Isaac V. Brown; Engine Delegate Jose M. Cartell; Steward Delegate Nov. 15—Chairman Art Harring­ gate E. Dakin, Engine Delegate gine Delegate H. W. Roberts; Stew­ Louis D. Williams. No beefs. Ev­ ton; Secretary Jim Sanders. Every­ Frank Cake; Steward Delegate ard Delegate E. L. Hoffman. Every­ erything is running smoothly. thing is running smoothly with no Joseph Brill. Vote of thanks was thing is running smoothly. Vote of CHICAGO (Sea-Land), Nov. 22 beefs. Fine gang in all departments. extended to the ship's chairman for thanks to the steward department —Chairman John Altstatt; Secre­ OVERSEAS JOYCE (Maritime talking to the Port Captain and for a job well done. tary Frank Hall; Deck Delegate H. Overseas), Dec. 6—Chairman, Ame getting the lodging beef -squared RACHEL V (Vantage), Nov. Pederson. $20 in ship's fund. No Horde; Secretary L. Nicholas; Deck away along with all repairs. $6 in 1—Chairman Charles Haima; Sec­ major beefs. Everything is running Delegate H. A. Smith; Engine Dele­ ship's fund. retary Bennie Guarino; Deck Dele­ smoothly. gate, J. Bergeria; Steward Delegate STEEL WORKER (Isthmian), gate D. Pinton; Engine Delegate V. BUCKE-^ ATLANTIC (Buck­ Isaac Gordan. $49 in ship's fund. Dec. 19—Chairman E. Parr, Secre­ Toomson; Steward Delegate Louis eye), Nov. 29—Chairman Louis W. No beefs reported. tary W. Hand, Deck Delegate Jesse Baben. No beefs reported. Cartwright; Secretary James Tem­ PENN CHAMPION (Penn Ship­ L. Green, Engine Delegate Juan SEATRAIN MAINE (Hudson ple. No beefs reported except for ping), Nov. 22—Chairman T. R. Rujes, Steward Delegate J. Grad- Waterways), Dec. 27 — Chairman the need of ship being fumigated Sanford; Secretary Z. A. Markris; dick. $56 in ship's fund. Some dis­ Malcolm Cross; Secretary S. Mc­ for roaches and repairs that have Deck Delegate S. A. DiMaggio; En­ puted OT in deck department and Donald; Deck Delegate C. B. Dick­ not been taken care of. gine Delegate John Kulas; Steward engine department. ey; Engine Delegate R. C. Brown; STEEL FABRICATOR Gsthmi- Delegate George P. John. No beefs TRANSPACIFIC (Hudson Water- Steward Delegate C. H. Jackson. an), Nov. 22—Chairman Clyde and no disputed OT. Vote of thanks ways), Nov. 29—Chairman Bernard No beefs were reported. Vote of Miller, Secretary L. Ceperiano. Dis­ to the steward department for a job F. Fimovicz; Secretary Maximo thanks to the steward d^rtment cussion held regarding pension well done. Bugawan; Deck Delegate Walter for the swell Christmas Dinner. Page 22 Many thanks to Captain Siwiec for the extra pleasures. PONCE (Sea-Land), Jan. 10— Chairman Dan Butts; Secretary Alva McCullum; Deck Delegate Victor Aviles; Engine Delegate James L. Cady; Steward Delegate Oscar W. Sorenson. Discussion held regardmg Sea-Land's new OT Guide. $367 in movie fund. Disputed OT in engine department. Vote of thanks to the steward department for a job well done. NOONDAY (Waterman), Jan. 10—Chairman E. Freimanis; Secre­ tary F. Fletcher; Deck Delegate Wm. E. King; Engine Delegate Eu­ gene W. Bent. $15 in ship's fund. Crew request that Union officials look into the matter of men miss­ ing ship thus causing hardship on the rest of the crew. Ship short three men. WESTERN CLIPPER (Western), Dec. 20—Chairman Charles V. Mateite; Secretary Willie Grimes; Deck Delegate Joseph Olson; Steward Delegate Lawrence Melanson. $21 in ship's fund. Few hours disputed OT in deck and steward depart­ ments. WESTERN CLIPPER (Western), Dec. 27—Chairman Charles V. Mateite; Secretary Willie Grimes; Deck Delegate Joseph Olson; Steward Delegate Lawrence Melanson. $21 in ship's fund. Few hours disputed OT in deck and steward depart­ ments. Vote of thanks to the stew­ ard department for the good meals during the Holidays. . CITY OF ALMA (Waterman), Jan. 10—Chairman J. A. Grbac; Secretary B. G. Ladd; Engine Dele­ gate Donald R. Pase; Steward Dele: gate John Glover. Everything is O.K. with no beefs and no disputed OT. CALMAR (Calmar), Jan. 3— Chairman Elbert Hogge; Secretary Howard Flynn; Engine Delegate W. Teffner, Steward Delegate Garry E. Jones. Discussion held regarding re­ pairs. All OT was settled. PONCE (Sea-Land), Jan. 3— Chairman Dan Butts; Secretary, Al­ va McCullum; Deck Delegate Vitor Aviles; Engine Delegate James Ca­ dy; Steward Delegate Oscar W. So­ renson. Captain pleased with ccm- ^ duct of crew during this voyage. $287 in movie fund. No beefs were reported. BRADFORD ISLAND (Steuart Tankers), Jan. 10—Chairman J. R. Thompson; Secretary Troy Itovage; Engine Delegate John Mitchell; Steward Delegate F. R. Strickland. Motion made that tankers sign six months articles on foreign voyages. Some disputed OT in deck and en­ gine departments. WACOSTA (Sea-Land), Jan. 10Chairman Anthony Sakellis; Secie-. tary Manuel F. Caldas; Deck Dele­ gate Daniel J. McMullen; Engine Delegate Rodney Borlase; Steward Delegate Robert P. Ramos. No dis­ puted OT. Patrolman to check slop chest. PENN CARRIER (Penn), Jan. 3—Chairman J. F. Cunningham; Secretary S. A. Holden; Deck Dele­ gate J. B. Gardner, Engine Delegate Wm. Rentz; Steward Delegate Fran­ cisco Fernandez. Motion was made that all disputed OT be paid and settled at time of payoff. Disputed OT in each department. WESTERN CLIPPER (Western), Dec. 13—Chairman Charles V. Mateite; Secretary Willie Grimes; Deck Delegate Joseph Olson; Steward Delegate Lawrence MelansoiL $21 in ship's fimd. Few hours disputed OT in deck and steward depart­ ments. Chief Steward is doing a good job in galley in spite of short­ age of men in department. WACOSTA (Sea-Land), Dec. 27 —Chairman Anthony Sakellis; Sec­ retary Manuel F. Caldas; Deck Delegate Daniel J. McMullen; En­ gine Delegate Rodney Borlase; Stew­ ard Delegate Roge P. Ramos. Dis­ puted OT in deck department Seafarers Log l| - )| �SlU Seniority Upgraders Give Candid Views Of Training Programs Offered at HLSS Piney Point, Md. The Harry Lundeberg School of Seamanship here underwent close scrutiny in January by 11 seniority upgraders from the Advanced Seamanship Class in Brooklyn, who spent a week at the modem campus. The purpose of their visit was a week-long intensive course of study on the opera­ tions of their Union, but since all 11 had graduated from HLSS at Piney Point or other ports, it was inevitable that they would compare their ex­ periences with the schooling offered SIU trainees today. Piney Point scored high. Returnees Impressed The seven upgraders who had attended HLSS at Piney Point were impressed with the tlx improvements in the school since they left. They mentioned modem classroom facilities and equipment and the expansion of the academic program as particularly significant changes. A 1964 Baltimore HLSS graduate, William J. Seidenstricker, said, "I would have liked to have had something like this going f6r me when I first wanted to go to sea." A New Orleans HLSS grad­ uate, Willie J. Jones, com­ mented: "Maybe some of them don't know it, but this is a fine opportunity for the trainees." Frank M. Coe, a New York graduate, offered his opinion that "the trainees seem to be receiving a good education to start them off at sea and make them aware of their Union." President Howard McClennan' of the Fire Fighters (third from left) extends greetings to a group of seniority upgraders at a Washington luncheon sponsored by the AFL-OO Maritime Trades Department. Another New York grad­ uate, Delmas R. Brabson, noted that "this is a fine edu­ cational setup for those kids. They are really learning." Visit Productive The visitors followed in the steps of 32 other upgraders, who visited the school during November and December. Their studies during the oneweek stay covered SIU history, the history of the American labor union movement, the SIU constitution, contract pension and welfare plans. In addition, the rationale behind union meetings and standards of ship­ board behavior were empha­ sized. Bill Hall, director of union education, and Piney Point Port Agent Paul McGaham were the instructors for the up­ graders' study and seminar sessions. They were assisted by visiting SIU Representative E. B. McAuley. Part of Overall Program The Piney Point visit is a small part of the Advanced Seamanship Program, which qualifies members for their full SIU books after they have completed four major pre­ requisites: Candidates must be Harry Lundeberg School of Seaman­ ship graduates; they must have lifeboat certification; they must have at least one year seatime, and they must be rated. Between their own studying. the upgraders were taken on tours of the 54-acre Piney Point school and the adjacent LOOO-acre farm. They visited trainee classes in both the vo­ cational and academic depart­ ments. They observed lifeboat training and basic engine, deck and steward department class­ es, which prepare the trainees for their first jobs at sea. Try Hand at GEO The availability of educa­ tional programs leading to Government Equivalency Di­ ploma (high school level) from the Maryland Department of Education was new to all the upgraders. Three of them took a GED pre-test to determine their strengths and weaknesses in academic subjects, which will be evaluated and used to direct their studies in prepara­ tion for a high school equival­ ency diploma. The 11 upgraders were not isolated from the current train­ ees—^they were encouraged to get to know the youths and offer them the benefit of their experiences at sea. Part of this acquaintanceship included traveling to Washing­ ton, D.C. with a group of trainees for a luncheon con­ ference sponsored by the Mar­ itime Trades Department of the AFL-CIO, where they met with Howard McClennan, president of the Fire Fighters. The lunch­ eon—held weekly—provides a forum for labor's views of the problems facing the merchant marine, and their solution. Howard McOennan, president of the Fire Fighters, greets a group of seniority upgraders at a luncheon in Washington which the SIU mem­ bers attended as part of their upgrading program. Social Security Payments Are Available to Widows f !;u |v (I r .'1^ f. By A. A. Bernstein Each month over three mil­ lion widowed mothers and their children receive Social Security benefit checks. Amounts of the checks de­ pend on the worker's average earnings under Social Security. Survivor benefits for a widow with two children range from a minimum of $96 a month to about $434 maximum with the average payment of $292. Class 576 graduates take time out for a photo while awaiting the bus SIU members and their fam­ to New York and their first ships. They are, from left: Bob Painter, ilies should be aware of the So­ Efrain Torres, David Taylor, HLSS President Bob Matthews, William Roach, Director of Trade Union Education Bill Hall, Patrick Lescott, cial Security benefits available in case assistance should be re­ Richard Mertz, Mike Sauve, William Maurer and Charles Stockland. quired. Being informed is one way of preparing for the years ahead. The SIU Social Security staff is ready to answer any questions regarding a widow's benefits, or any other question you might have regarding So­ cial Security benefits. SIU members and their fam­ ilies should address any ques­ tions to A. A. Bernstein, direc­ tor of Social Security and Wel­ fare Services, Seafarers Wel­ fare and Pension Plans, 275 20th Street, Brooklyn, N.Y. 11215. ..' Jr* Q: I'll soon be 60 and eligi­ Class 58 prepares to leave for New York to board their first ships. The ble for Social Security widow's graduates are, from left: Allen Hanson, Don Walters, Tim Thomas, benefits. I have no idea what William Bonan, Hank Freeman, Vladimir Volovik, SIU Vice President my husband's Social Security Earl Shephard, Joe Ayala, Louis Ripley, Jerry Cooper, Alan Thomas number was, and I can't find and Warren Donaldson. his card. Can I still apply for Social Security? A: Yes, go ahead and file the application at your Social Security office. But, to locate your husband's number, they'll need to know his full name, where and when he was bom, his father's name, and his mother's maiden name. Q; My brother died leaving a widow, two sons under 18, and one son 19 in school. Who can get benefits? A: Your brother's widow and all of his children. Q; If I die how old do my dependent mother and my wife have to be to get Social Security survivor benefits? We have no children. A: Your widow can get re­ duced benefits at 60 or full benefits at age 50 if she is dis­ abled. Your mother must be 62. Q; I'm 66 years old and a widow. When I went to welfare they asked me all kinds of questions and said because I owned a small house and had some money saved, I couldn't qualify for welfare. I don't want to go through that again. Will my savings stop me from getting Social Security benefits? A: No. Savings have no ef­ fect on Social Security. Q: My mother-in-law comes from Guiana and has been my dependent for six years. She is a resident alien. She is going to file this week for permanent citizenship. Her age is 74. She never worked. Is she eligible for any type of Social Security benefits? A: She is eligible for Medi­ care, but not Social Security benefits, as her son is alive and working, and she is his de­ pendent. Only if her son were deceased would she be eligible for more benefits. She has to apply at the Social Security office in her area. Union Membership Pays Off Washington, D.C. It is an economic fact that it pays to be a union mem­ ber. Figures released by the OflSce of Business Economics of the Department of Com­ merce show that non-union factory workers received a median wage gain of 3.5 to 4 percent in 1970 compared to a 6 to 6.5 percent gain for unionized manufacturing workers. Page 23 �April 15, 1971, is the deadline for filing Federal income tax returns. As is customary at this time of the year, the SIU Accounting Department has pre­ pared the following detailed tax guide to assist SIU men in filing their returns on income earned in 1970. Generally, with very few exceptions, seamen are treated no differently under the income tax laws than any other citizen or resident of the U.S. (The non­ resident alien seaman must also file a return but the rules are not the same for him.) Who Must File Every Seafarer who is a citizen or resident of the United States, whether an adult or minor must file a return if: (1) You are Single, an unmarried Head of House­ hold, or Surviving Widow (er) with a dependent child; and your income was $1,700 or more ($2,300 if 65 or over). spouse is 65 or over, $3,500 if both 65 or over), pro­ vided: (a) You and your spouse had the same household as your home at the close of the taxable year, (b) No other person is entitled to claim an exemp­ tion for you or your spouse, and (c) Your spouse does not file a separate return, or (3) You are not covered under (1) or (2) above and you had income of $600 or more. You must also file a return and pay any tax due if you have net earnings from self-employment of $400 or more. See Schedule SE. A Seafarer with income of less than these amounts should file a return to get a refund if tax was with­ held. A married Seafarer with income less than his own personal exemption should file a joint return with his wife to get the smaller tax or larger refund for the couple. Changes In Marital Status If you are married at the end of 1970, you are considered married for the entire year. If you are divorced or legally separated on or before the end of 1970, you are considered single for the entire year. If your wife or husband died during 1970 you are con­ sidered married for the entire year. Generally in such a case, a joint return may be filed for the year. You may also be entitled to the benefits of a joint return for the two years following the death of your husband or wife. Exemptions Each taxpayer is pntitled to a personal exemption of $625 for himself, $625 for his wife, an additional $625 if he is over 65 and another $625 if he is blind. When To File Tax returns have to be filed by April 15, 1971. However, the April 15 deadline is waived in cases where a seaman is at sea. In such instances, the sea­ man must file his return at the first opportunity, along with an aflBdavit stating the reason for delay. How To Pay Make check or money order payable to "Internal Revenue Service" for full amount on line 30. Write your social security number on your check or money order. If line 30 is less than $1, do not pay. Rounding Off To Whole Dollars The money items on your return and schedules may be shown in whole dollars. This means that you eliminate any amount less than 50 cents, and increase any amount from 50 cents through 99 cents to the next higher dollar. (2) You are a married person entitled to file joint­ ly and your combined (husband's and wife's) income is $2,300 or more ($2,900 if either you or your Advantages of A Joint Return Generally it is advantageous for a married couple to file a joint return. There are benefits in figuring the tax on a joint return which often result in a lower tax than would result from separate returns. Your 1970 Tax Form Many Seafarers will need only Form 1040 in filing their 1970 returns. Schedules and forms that may be required in addition to Form 1040 include the following, which you may obtain from an In­ ternal Revenue Service office, and at many banks and post offices: Schedule A for itemized deductions; Schedule B for gross dividends and other dis­ tributions on stock in excess of $100, and interest income in excess of $100; Schedule C for income from a personally owned business; Schedule D for income from the sale or ex­ change of property; Schedule E for income from pensions, annuities, rents, royalties, partnerships, estates, trusts, etc.; Schedule F for income from farming; Schedule G for income averaging; Schedule R for retirement income credit; Schedule SE for reporting net earnings from self-employment; and Form 4136, Computation of Credit for Federal Tax on Gasoline, Special Fuels, and Lubricating Oil. Some specialized forms available only at Internal Revenue Service offices are: Form 1310, Statement of Oaimant to Refund Due—Deceased Taxpayer; Form 2106, Employee Business Expenses; Form 2120, Multiple Support Declaration; Form 2210, Underpayment of Estimated Tax by Individuals; Form 2440, Sick-Pay Exclusion; Form 2441, Expenses for Care of Children and Certain Other Dependents; Form 3468, Computation of Investment Credit; Form 3903, Moving Expense Adjustment; Form 4137, Computation of Social Security Tax on Unreported Tip Income; Form 4625, Computation of Minimum Tax; and Form 4683, U.S. Information Return on Foreign Page 24 Bank and Other Financial Account(s). The forms also reflect several changes made by the Tax Reform Act of 1969. Among the more im­ portant ones are: • A new low-income allowance which saves many people from paying income tax and reduces the tax for many others. This allowance is built into the optional tax tables so no separate figuring is necessary. • All peronal exemptions are increased from $600 to $625 for 1970 (with further increases in later years). • Returns are no longer required from single persons with incomes under $1,700, nor generally from married persons filing jointly with incomes under $2,300. These figures are increased by $600 if the individual or his spouse is 65 or older, and by an addiitonal $600 if both are 65 or older. • The optional tax tables have been extended from $5,000 to $10,000. This eliminates the need for percentage tax computations by many people who do not itemize their deductions. • The tax surcharge, which was 10 percent last year, was reduced to 5 percent for the first half of 1970 and eliminated altogether for the last half of the year. This means the surcharge is figured at the average rate of 2.5 percent for the whole of 1970. • Many more taxpayers can now choose to have the Internal Revenue Service figure their tax for them. • A new minimum tax has been established for taxpayers who have certain "tax preference" items such as accelerated depreciation, stock options, and long-term capital gains. This additional tax will apply only to certain high-income taxpayers. Many other provisions of the new law will take effect in 1971 and later years. They will be in­ corporated in the Declaration of Estimated Tax (Form 1040-ES) for 1971, as well as in other forms as they are issued. The exemptions for age and blindness apply also to a taxpayer's wife, and can also be claimed by both of them. In cases where a man's wife lives in a foreign country, he can still claim the $625 exemption for her. In addition a taxpayer can claim $625 for each child, parent, grandparent, brother, brother-in-law, sister, sister-in-law, and each uncle, aunt, nephew or niece dependent on him, if he provides more than one-half of their support during the calendar year. The dependent ihust have less than $600 income and live in the U.S., Canada, Mexico, Panama or the Canal Zone. A child under 19, or a student over 19 can earn over $625 and still count as a dependent if the tax­ payer provides more than one-half of his support. The law also enables a seaman who is contributing (with other relatives) more than ten percent of the support of a dependent to claim an exemption for that individual, provided the other contributors file a dec­ laration that they will not claim the dependent that year. Credit For Excess Social Security (FICA) Tax Paid If a total of more than $374.40 of Social Security (FICA) tax was withheld from the wages of either you or your wife because one or both of you worked for more than one employer, you may claim the ex­ cess over $374.40 as a credit against your income tax. Tax Credit For Retirement Income A tax credit is allowed for individuals against re­ tirement income such as rents, dividends and earnings at odd jobs. However, an adjustment must be made in this credit for Social Security benefits. Dividend Income If a seaman has dividend income from stocks he can exclude the first $100 from his gross income. If a joint return is filed and both husband and wife have dividend income, each one may exclude $100 of dividends from their gross income. Welfare, Pension and Vacation Benefits Benefits received from the SIU Welfare Plan do not have to be reported as income. Payments received from the SIU Pension Plan are includable as income on the tax return of those pen­ sioners who retire with a normal pension. There is a special retirement income tax credit to be calculated on Schedule R which is to be attached to the return. Pensioners under 65 who receive a disability pen­ sion do not have to include such payments on their tax returns. However, all disability pension payments received after age 65 are taxable in the same manner as a normal pension. Vacation pay received from the Seafarers Vacation Plan is taxable income in the same manner as wages. Seafarers Log I •J • y �v. Jl \ I- Gambling Gains All net gains from gambling must be reported as income. However, if more was lost than gained during the year, the losses are not deductible, but simply cancel out the gains. Income Averaging A Seafarer who has an unusually large amount of taxable income for 1970 may be able to reduce the total amount of his tax by using the income averaging method. This method permits a part of the unusually large amount of taxable income to be taxed in lower brackets, resulting in a reduction of the over-all amount of tax due. Deductions The following items can be used as deductions against income (if you do not take the standard de­ duction) : Contributions Any taxpayer can deduct up to 50 percent of ad­ justed gross income for contributions to charities, edu­ cational institutions and hosiptals. In the case of other contributions a 20 percent limitation applies. * -i M cLa re Fi Interest Interest paid to banks and individuals on loans, mortgages, etc., is deductible. Taxes In general, you can deduct: personal property taxes, real estate taxes, state or local retail sales taxes, state gasoline taxes and state and local income taxes actually paid within the year. You cannot de­ duct: Federal excise taxes. Federal Social Security taxes, hunting and dog licenses, auto inspection fees, tags, drivers licenses, alcoholic beverages, cigarette and tobacco taxes, water taxes and taxes paid by you for another person. >- l':r r Employer unemployment benefits (S.U.B.). Alimony, separate maintenance or support pay­ ments received from and deductible by your husband (wife). Prizes and awards (contests, raflfies, etc.). Refunds of State and local taxes (principal amounts) if deducted in a prior year and resulted in tax benefits. Death Benefit Exclusion If you receive pension payments as a beneficiary of a deceased employee, and the employee had received no retirement pension payment, you may be entitled to a death benefit exclusion of up to $5,000. Medical and Dental Expenses All expenses over three percent of adjusted gross income for doctor and dental bills, hospital bills, medical and hospital insurance, nurse care and simi­ lar costs can be deducted. Other such costs include such items as eyeglasses, ambulance service, trans­ portation to doctors' offices, rental of wheelchairs and similar equipment, hearing aids, artificial limbs and corrective devices. However, if the Seafarer is reimbursed by the Sea­ farers Welfare Plan for any of these costs, such as family, hospital and surgical expenses, he cannot de­ duct the whole bill, only that part in excess of the benefits paid by the Plan. All expenses over one percent of adjusted gross in­ come for drugs and medicine can be deducted. The deductible portion is then combined with other med­ ical and dental expenses which are subject to the nor­ mal three percent rule. In figuring your deduction, you can deduct an amount equal to one-half of the insurance premiums premiums paid for medical care for yourself, your wife, and dependents. The maximum amount de­ ductible is $150. The other one-half, plus any excess over the $150 limit is deductible subject to the normal three percent rule. The one and three percent limitations apply in all February 1971 cases, regardless of your age, or the age of your wife or other dependents. Care of Cbildren and Otber Dependents If deductions are itemized, a woman or a widower, including men who. are divorced or legally separated under a decree and who have not remarried or a hus­ band whose wife is incapacitated or is institutionalized for at least 90 consecutive days or a shorter period if she dies, may deduct expenses paid, not to exceed a total of $600, for one dependent, or not to exceed a total of $900, for two or more dependents for the care of: (a) dependent children under 13 years of age or (b) dependent persons (excluding husband or wife) physically or mentally incapable of caring for themselves; if such care is to enable the taxpayer to be gainfully employed or to actively seek gainful employment. Alimony Periodic payment of alimony to a wife in accord with a written agreement between them can be de­ ducted. Casualty Losses The reasonable value of all clothing and gear lost at sea due to storm, vessel damage, etc., for which the taxpayer is not otherwise compensated, can be deducted as an expense. The same applies to fire loss or losses in auto accidents which are not compensated by insurance. These losses are limited to the amount in excess of $100 for each loss. Work Clothes, Tools The cost and cleaning of uniforms and work clothes which ordinarily cannot be used as dress wear can be deducted. This includes protective work shoes, gloves, caps, foul weather gear, clothing ruined by grease or paint, plus tools bought for use on the job, or books and periodicals used in direct connec­ tion with work. Union Dues Dues and initiation fees paid to labor organizations and most union assessments can be deducted. Reporting Your Income All income, in whatever form received, that is not specifically exempt must be included in your income tax return, even though it may be offset by adjust­ ments or deductions. Examples are given below. Examples of Income That Must Be Reported Wages, salaries, bonuses, commissions, fees, tips, and gratuities. Dividends. Earnings (interest) from savings and loan associa­ tions, mutual savings banks, credit unions, etc. Interest on tax refunds. Interest on bank deposits, bonds, notes. Interest on U.S. Savings Bonds. Interest on arbitrage bonds issued after Oct. 9, 1969 by State and local governments. Profits from business or profession. Your share of profits from partnerships and small business corporations. Pensions, annuities, endowments. Supplemental annuities under Railroad Retirement Act (but not regular Railroad Retirement Act bene­ fits). Profits from sales or exchanges of real estate, securities, or other property. Rents and royalties. Your share of estate or trust income. Examples of Income That Should Not Be Reported Disability retirement payments and other benefits paid by the Veterans Administration. Dividends on Veterans' Insurance. Life insurance proceeds, upon death. Workmen's compensation, insurance, damages, etc., for injury or sickness. Interest on certain state and municipal bonds. Federal social security benefits. Gifts, inheritances, bequests. Insurance reimbursements for excess of actual liv­ ing expenses over normal living expenses resulting from damage to principal residence by fire or other casualty. Long-Trip Tax Problems A major tax beef by seamen is that normally taxes are not withheld on earnings in the year they earned the money, but in the year the pay­ off took place. For example, a seaman who signed on for a five month trip in September, 1969, paying off in January, 1970, woiffd have all the five months' earnings appear on his 1970 W-2 slip and all the taxes withheld in 1970. This practice could increase his taxes in 1970 even though his ac­ tual 1970 earnings might be less than those in 1969. There are ways to minimize the impact of this situation. For example, while on the ship in 1969, the Seafarer undoubtedly took draws and may have sent allotments home. These can be reported as 1969 income. Unfortunately, this raises another complica­ tion. The seaman who reports these earnings in 1969 will not have a W-2 (withholding state­ ment) covering them. He will have to list all allotments, draws and slops on the tax return and explain why he doesn't have a W-2 for them. Furthermore, since no tax will have been withheld on these earnings in 1969, he will have to pay the full tax on them with his return, at 14 percent or upwards, depending on his tax bracket. The earnings will show up on his 1970 W-2. The seaman then, on his 1970 return would have to explain that he had reported some of his earnings in 1969 and paid taxes on them. He would get a tax refund accordingly. In essence, the seaman would pay taxes twice on the same income and get a refund a year later. While this will save the seaman some tax money in the long run, it means he is out-ofpocket on some of his earnings for a full year until he gets refunded. This procedure would also undoubtedly cause Internal Revenue to examine his returns, since the income reported would not jibe with the totals on his W-2 forms. That raises the question, is this procedure justified? It is justified only if a seaman had very little income in one year and very consid­ erable income the next. Otherwise the tax saving is minor and probably not worth the headache. Page 25 �Stonewall Jackson Home From Far East E ^veryone pitches in on last minute jobs as Seafarers ^ prepare to debark the Stonewall Jackson after a voy­ age to the Middle East. A little cleaning in the galley, some work in the engine room, and bundling up the last load of laundry seem routine chores after visiting the Red Sea, the Persian Gulf, India and Pakistan. The 31-yearold vessel was originally named the General R.M. Blatchford, and was converted last year from a troop ship to a cargo ship. Her load to the Middle East was mixed com­ mercial and military cargo. With the Jackson securely moored at it's home port, the SIU crew members plan visits to their home areas before shipping out on the next adventure, probably to some distant locale. r ? Bundled up against the cold New Jersey temperatures, deck main­ tenance man Tom YaMonsky sounds for water in the cargo hold of the /aekson—a job he must do many times each day. Electrical switches are checked by Seafarer Stan Gondzar, chief electrician dioard the Jackson, as his share of the last-minute shape-up given the 31-year-old cargo vessel at the end of the trip. SIU members in the engine department do their part too. Here Oiler Wilard Huggins cleans the burner equipment, to keep it in top condition. Baker John Knowles pitches In with the rest of the steward department to put remaining food supplies into the ship's refrigerator. The meals were hailed by the crew during the Middle East voyage. Utilityman Qiford Feurtado loads the last batch of soiled linen, to be washed. The long voyage produces lou of clean-up chores for the crew members. Chief Cook John Munnerlyn artfully carves slices of ^st beef for the crew. While some like the exotic foods of foreign ports, no one gripes about like this. i' • Page 26 r:- • "• Seafarers Log �RES' Nixon Economic Outlook Optimistic Despite Contrary Opinion by Labor i:'; I f pr I/* Washington, D.C. President Nixon, in light of the 1972 budget he has sent to Congress, has high hopes of a "full employment" economy beginning this year. Laboir economists share the hope, but fail to see the groundwork upon which to base it. It is a budget that calls for reduction in the 1971 deficit, for an increase in revenues that is based on a growth in the na­ tional economy that far outstrips that predicted by most business economists, and it calls for a program of revenue sharing that already has been savagely torn to pieces by no less a power than Chairman Wilbur Mills (D-Ark.) of the House Ways and Means Committee. "It is the product either of wishful thinking or of political arithmetic," is the way it was characterized by Nathaniel Gdldfinger, AFL-CIO Director of Research. Greatest Concern What is of deepest concern to labor economists is that the President's estimate of budget receipts is based on a presump­ tive economic boom that would bring a tremendous increase in wages, jobs and profits over the next year. They do not believe that this is in the making. The President's estimate of 1972 receipts calls for $217.6 billion, an increase of $23 bil­ lion despite the $2.7 billion "tax bonanza" to be ^ven to business in the form of libera­ lized tax depreciation. It is also based on a Gross National ft y -•> ''V V. f. k' 4 /A T 1 A T 1 IM iS a ja A3 al A? 66 w» T 4 w s ft * O N 16 ii /* 17 19 14 At ag A* AT ai SIU-AGLIWD Meetings New OrleansMar. 16—2:30 p.m. Mobile Mar. 17—2:30 p.m. Wilmington ..Mar. 22—2:30 p.m. San Fran Mar. 24—^2:30 p.m. Seattle Mar. 26—2:30 p.m. New York ..Mar. 8—2:30 p.m. PhiIadeIphia..Mar. 9—2:30 p.m. Baltimore ....Mar. 10—2:30 p.m. Detroit Mar. 12—2:30 p.m. Houston Mar. 15—2:30 p.m. United Industrial Workers New OrleansMar. 16—^7:00 p.m. Mobile Mar. 17—7:00 p.m. New York ..Mar. 8—7:00 p.m. Philadelphia..Mar. 9—7:00 p.m. Baltimore ....Mar. 10—7:00 p.m. IHouston ....Mar. 15—7:00 p.m. Great Lakes SIU Meetings Detroit Mar. 1—2:00 p.m. Buffalo Mar. 1—7:00 p.m. Alpena Mar. 1—7:00 p.m. Chicago Mar. 1—7:00 p.m. Duluth Mar. 1—^7:00 p.m. Frankfort ....Mar. 1—7:30 p.m. Great Lakes Tug and Dredge Section Chicago Mai. 16—7:30 p.m. tSault Ste. Marie Mar. 18—7:30 p.m. Februa!7 1971 i'Oj Product of $1,065 billion as compared with $977 billion this year, an increase of roughly nine percent. Economists Skeptical By far the majority of econo­ mists in universities, banks and business houses do not believe that any such growth is likely this year. Only a handful out of some 30 economists in a re­ cent forecast saw an economic growth of that size. In fact, most of them saw a growth rate that would be between $15 an $20 billion less than the fore­ cast on which the Presidential budget is based. Budget outlays in 1972 are to be increased by $16.4 billion over fiscal 1971. These, the President told Congress, "will help move the economy toward hi^er employment and produc­ tion." The make-up of this $16.4 billion is still to be determined. The President seeks $5 billion for unrestricted sharing with the states and local commu­ nities. Another $11 billion is to go to six categories of "spe­ cial revenue sharing" which has yet to be spelled out. But, already the realistic fact is that this part of his "full employ­ ment" budget is certain to have the hardest kind of opposition. Hearings Promised Chairman Mills has promised to hold hearings on the pro­ gram, but he was blunt enough to say that the hearings would be fot the purpose of killing the program rather than ap­ proving it. Mills already has Schedule of Membership Meetings Buffalo Duluth Cleveland Toledo Detroit Milwaukee Mar. Mar. ..Mar. Mar. Mar. ..Mar. 17—7:30 19—7:30 19—7:30 19—7:30 15—7:30 15—7:30 p.m. p.m. p.m. p.m. p.m. p.m. SIU Inland Boatmen's Union New Orleans Mar. 16—5:00 p.m. Mobile Mar. 17—5:00 p.m. Philadelphia Mar. 9—5:00 p.m. Baltimore (li­ censed and unlicensed)Mar. 10—5:00 p.m. Norfolk Mar. 11—5:00 p.m. Houston ....Mar. 15—5:00 p.m. Railway Marine Region Philadelphia Mar. 16—10 a.m. & 8 p.m. Baltimore ....Mar. 17—10 a.m. & 8 p.m. •Norfolk ....Mar. 18—10 a.m. & 8 p.m. Jersey City ..Mar. 15—10 a.m. & 8 p.m. tMeetings held at Galveston wharves. t Meeting held in Labor Tem­ ple, Sault .Ste. Marie, Mich. •Meeting held in Labor Tem­ ple, Newport News. made a devastating speech in the House of Representatives charging that the program would help states that don't need it and harm those that do. The President also is count­ ing on his liberalization of busi­ ness depreciation to spur the economy. Yet, Goldfinger has pointed out that almost 25 per­ cent of American industry's machinery and equipment is now standing idle "because there aren't enough customers for the things we can produce." Nixon Confident Rarely has a President be­ come as enthusiastic about a budget as Nixon has. His mes­ sage to Congress concluded: "This budget expresses our fiscal program for the New American Revolution—a peace­ ful revolution in which power will be turned back to the peo­ ple—in which government at all levels will be refreshed, re­ newed and made truly respon­ sive. This can be a revolution as profound, as far-reaching, as exciting, as the first revolu­ tion almost 200 years ago." Labor economists are more interested in the arithmetic and for them, the arithmetic doesn't add up. Schlossberg, Labor Pioneer Dies in Bronx THE^ODGET DOLLAR ISi S Fiscal Ycor 1972 Estimate Whtn comes horn . Corporofton incom* Taxc* i', Social InturianM Tan« and Confributiont Excite Taxct Borrowing 5/ 5/ 'Where H goes • ••-.V •• •t Physical Rcsonrcct laf«rc«» w t Pbid to Tnm Food* Project Reveals Oceans' Floors Relatively Young Galveston, Tex. A two-year-old study known as the Deep Sea Drilling Proj­ ect has revealed facts about the relatively yoimg age of the earth's ocean basins. Most of these discoveries were made aboard the Glomar Challenger, based here. Dr. M. N. A. Peterson, chief scientist of the project, noted that the Challenger's drillings in depths of 20,000 feet have revealed that the Atlantic Ocean is less than 200 million years old. Its floor, said Dr. Peterson, is less than one-tenth to one-twentieth the age of the earth or the oldest parts of the continents. "The floors of the oceans have been almost completely re­ newed and the Atlantic Ocean New York City Joseph Schlossberg, 95, a cofounder of the Amalgamated Clothing Workers of America and crusader against sweatshop conditions in the needle trades, died recently at his home in the Bronx. Schlossberg battled for the rights of organized labor before the New Deal era, and worked actively until his death—^serv­ ing as emeritus secretary-treas­ urer of Amalgamated. He was a noted speaker and writer on labor problems and contributed articles to the English and Yiddish labor press for 40 years. In 1935 he pub­ lished a collection of essays, "The Workers and their World," and served as editor of several SIU Atlantic, Gulf, Lakes labor newspapers during his & Inland Waters career. At the time Amalgamated Inland Boatmen's Union was founded in 1914, Schloss­ United Industrial berg was secretary-treasurer of Workers the New York Joint Board of PRESIDENT the United Brotherhood of Paul Hall Tailors. He was a founder of EXECUTIVE VICE PRESIDENT Amalgamated and was elected Cal Tanner VICE PRESIDENTS its general secretary, an office Earl Shepard Lindsey Williams he held for more than 25 years. Al Tanner Robert Matthews In 1940 he was named emeritus SECRETARY-TREASURER Al Kerr secretary-treasurer, the job he HEADQUARTERS ....67S 4th Ave., Bklyn. held until his death. (212) HY 0-6600 800 N. Second Ave. Schlossberg was also a ALPENA, Mich (S17) EL 4-3616 founder and honorary life BALTIMORE, Md. ..1216 E. Battlmoie St. (301) £A 7-4900 president of the National Com­ BOSTON, Mass 663 Atlantic Ave. (617) 482-4716 mittee for Labor Israel, and was 290 Franklin St. BUFFALO, N.Y. active in calling the first Con­ SIU (716) TL 3-9259 IBU (716) TL 3-9259 gress for Labor Palestine in CHICAGO, III 9383 Ewlng Ave. SIU (312) SA 1-0733 New York in 1918. The Israel (312) ES 5-9570 Labor Federation, Histadnit, CLEVELAND, 0 IBU 1420 W. 25th St. (216) MA 1-5450 established a cultural center in DETROIT, AUch. 10225 W. Jefferson Ave. his honor in Ashelon, Israel. (313) VI 3-4741 has opened during the time since the age of the dinosaurs, or in a period scarcely 100 times the time since man first shaped his crudest early tools," he said. Other objectives of the proj­ ect include measurement of the rates of motion of the con­ tinents, measurement of the mo­ tion of the floor of the ocean in relation to the equator and de­ termining the age of many areas of the floor of the ocean. Experiments already com­ pleted have led to the discov­ ery of metal-rich horizons in deep sea sediments, evidence of vertical as well as horizontal motion of the sea floor and measurement of rates and evi­ dence of ancient climatic varia­ tions and of the beginning of glacial conditions. t/'- ..2014 W. 3d St. (218) RA 2-4110 FRANKFORT, Ittlch P.O. Box 287 415 Main St. (616) EL 7-2 Ml HOUSTON, Tex 0804 Oauoi (713) WA 8-3207 JACKSONVILLE, Fin. 2608 PenH .St. (904) EL 3-0987 JERSEY CITY, N.J. ..99 MontKomeiT St. (201) HE 0-9424 MOBILE, AIn. 1 Sonth Lawrenee St. (206) HE 2-1754 NEW ORLEANS, La 630 Jaekson Ave. (504) 529-7546 NORFOLK, Va. 115 3d St. (703) 622-1892 PHILADELPHIA, Pa. 2604 S. 4th St. (215) DE 6-3818 PORT ARTHUR, Tex JS34 Ninth Ave. SAN FRANCISCO, CaUt. 1321 Mlaalon St. (415) 626-6793 SANTURCE, P.R. ..1313 Femandex Jnncos Stop 20 724-2848 SEATTLE, Waah 2505 First Ave. (206) MA 3-4334 ST. LOUIS, Mo 4577 Gravels Ave. (314) 752-6500 DULUTH, Minn. TAMPA, Fla. TOLEDO, O. ..312 Hanfson St. (813) 229-2788 935 Summit St. (419) 248-3691 WII.MINGTON, CaUI 450 Seaside Ave. Terminal Island. CalU. (213) 832-7285 Iseya BldK.> YOKOHAMA, Japan Room 810 1-2 KalBan-Dorl-Nakakn 2014971 Ext. 281 Page 27 �4 " h':. Azalea City Hauls Volatile Cargo A n SIU<ontracted ship has been used in the modernization of ammunition shipments to Vietnam. She was the Azalea City, owned by Sea-Land Service and chartered by the Military Sealift Command of the Pacific. At the Naval Weapons Station in Concord, Calif., 226 con­ tainers of ammunition were loaded into the holds and onto the deck of the ship. Each container was 35 feet long, 8 feet high, and 8 feet wide. The loading job was completed in only 16 hours by Depart­ ment of Defense employees who re­ ceived the assistance of Sea-Land personnel. For MSC, one of the great advantages of the containers is the rapidity with which the cargo can be loaded and unloaded. Below are some pictures of the start of that first Vietnam run with containerized ammunition. The Sea-Land container is clearly labeled "explosives," although the reminder is not often necessary for crew members. A container is readied to be Ufted by the crane onto.fhe Axtdea CUy. The crane lifts the cargo portion of the trailer for loading aboard ship. y n». .h. cilri.. .r l„ Cnu, To th.t M foiw^, ^ Guard watch as a van is loaded into one of the aft holds. Page 28 Seafarers Log . - ^ ' , �''Drift Buoy" to Chart Ocean Currents, Waves Washington, D.C. Ocean currents may be better mapped in the future, because a newly-devised free-floating . }•'• buoy, used in conjunction with satellite transmission, can dis­ patch data wherever it is need­ ed in the world. I.' • ^ The information on surface I current patterns will facilitate ship routing for the Navy, U.S. merchant marine and allied shipping interests. It will aid in determining the movement of sea ice, icebergs and oil spills and will also figure in rescue and salvage opera­ tions. Relays Data The U.S. Naval Oceanographic Office launched the 42-foot-long, 1,700-p o u n d "drift buoy" off the coast of Virginia—200 miles northeast of Cape Charles. In the 21-day experiment, the information it gathered was relayed to scientific personnel studying current patterns at the National i Aeronautics and Space Admin­ istration command control sta­ tion in Fairbanks, Alaska, and the Goddard Space Flight Center in Greenbelt, Md. "Not only did it provide us i. with accurate positions while on its drift, but it gave us a il continual flow of wind, wave r ^ and temperature data," ex­ plained Dr. Richard W. James, \ who headed the team of oceanographers that conducted the experiment. Such information will facili­ tate plotting courses in order to avoid heavy seas and resulting costly delays and is expected to aid in the prevention of ships' collisions. More Buoys Planned The success of the venture has prompted officials to plan the launching of two such buoys in the Gulf Stream in 1972. Dr. James said the interest in current patterns was height­ ened after the Scorpion, a nu- pi' •h *• Booklets Available n. iv n [I ai, > 4 *) '» A » I •A Columnist Sidney Margolius says three new con­ sumer guides published by the National Bureau of Standards are a "brave, if not wholly successful" ef­ fort to inform the general public on subjects of con­ sumer interest. He heartily recommends securing a copy of the book­ let on tires, notes that one on textiles has "some use­ fulness" and says the third, household adhesives, would be useful for hobbyists. The three—Tires, Their Selection and Care: Fibers and Fabzrics; and Adhesives for Everyday Use—may be obtained for $.65 each from the Superintendent of Docu­ ments, U.S. Government Printing Office, Washington, D.C. 20402, or from the nearest Department of Com­ merce Field Office. February 1971 clear submarine, sank in June 1968, in the Atlantic off the Azore Islands. "We were asked to estimate the surface drift of debris, he explained, "and could have per­ formed this task more efliciently had we had a better knowledge of surface circula­ tion in that area." Eases Task He said that measurements of surface current drift are difficult to obtain, because there are no fixed reference points in the ocean. The easier-to-acquire wind and temperature measure­ ments have not been obtained on the needed regular basis be­ cause "of the economics and logistics involved in deploying ships and airplanes traditionally used for collecting such meas­ urements." Twelve more Seafarers have begun 1971 right by receiving their full hooks after attending courses at Satellite Used the SIU's Harry Lundeberg School of Seamanship in Brooklyn. From left, seated are: M. Rucker, N. Data accumulated by the Bergeron, L. P. Wright, G. Smalls and L. Hoffman. From left, standing are: F. Manchack III, W. Lindsay, drift buoy was recorded by the Dan Gopshes Jr., E. Adams, T. M. Kihler, B. Beattie and M. Carlisle. Interrogation, Recording Loca­ tion System (IRLS), which was then transmitted to the NIMBUS D weather satellite DISPATCHERS REPORT AHmHe, Gulf & inland WoMis Distridf daily, anytime within two AVi Jcmuary 1.1971 to Januoiy 31.1971 hour periods—^with the exact time depending on the satellite's DECK DEPARTMENT orbit to the earth's curvature. TOTAL REGISTERED TOTAL SHIPPED REGflESTERED ON BEACH The satellite then continued on its polar orbit to a point All Groups An Groups - All Groups over the Fairbanks station, Class A Class B II OassB ClassC Class A Class A Class B where it was interrogated for 8 9 1 3 5 5 2 Boston ......... the buoy's navigational and 184 199 3 48 64 106 92 New York . oceanographic data. 17 35 4 9 13 19 15 Philadelphia • 51 107 0 26 14 45 Baltimore .. • 39 43 16 0 18 20 " ,20Norfolk .... Navigational Buoy Jacksonville 56 56 • • -1 8 0 4 19 25 22 29 0 3 "8 4 15 Tampa Used to Replace 70 15 37 , 0 • 16 Mobile ......... - 62 13 170 110 70 41 . • 2 56 New Ofleahs . 111 ;v| Marine Lightship .53 -f' 107 ' 60 40 Houston ....... 70 •:53^ V:--43 ••• 47 0 17 33 23 Wilmington ... Sandy Hook, NJ. 139 , ' 123 43 78 San Francisco 104 9S , A 50-ton navigational buoy 23 52 8 2 16 Seattle 55 : is now being used by the U.S. 764 1043 24 • 274 647 •• 464' 413 Totals Coast Guard as a replacement for the lightship, a marine traf­ SIGINE DB*ARTMENT fic aid first developed in 1820. The new buoy is a steel con­ TGTAL I^ISIERE^ TOTAL SHIPPED REGISTERED ON BEACH struction that operates on a All Groups AU Groups AU Groups diesel-fueled engine. It has a Ctass A OassB OaK A Class B C]bliss C ClassB Class A , Port 30-foot tower with a 7,5006 7 6 2 2 7 6 Boston candlepower light, a fog signal 189 145 4 57 66 85 140 and radio beacon antenna. It 5>. New York ............ 20 14 0 7 . 7 17 9 1 Philadelphia ........ is designed to withstand 150- 1 Baltimore ............ 3 ;....::P£p::.-^93 ... 50 ' 14 .... 25:..-.^"v 22 29 knot winds, 10-knot currents 1 Norfolk 38 > ; 25 0 10 6 10 : 26 and 60-foot waves. .•^35 ...:i 58 8 2 8 20 >^.••28 Jacksonville 14 •p 0 3 1 Tampa Coast Guard Optimistic 44 51 0 18 28 Mobile Coast Guard engineers say 195 120 0 45 59 86 79 ; . New Orleans ...v.... the buoy is not only expected 110 77 4 52 .• 42 - . \ 50 Houston to operate successfully but it • 43 , • 21 0 10 14 ^ Wilmington 79 will also reduce maintenance V,-:. - • • 81: • 10 72 49 75 . ; 91 San Francisco 31 29 3 5 costs. 23 Seattle 887 ' 711 32 301 307 The old lightships and the 581 430 Totals ................ MSB fixed offshore light station, an­ ' - -J other newer navigational aid, STEWARD DEPARTMENT are too expensive and not al­ TOTAL REGISTERED TOTAL SHIPPED REGISTERED ON BEACH | ways effective in all areas, the AU Groups AU Groups AU Groups Coast Guard reported. One 1 OassA ClassB OassB ClassC Class A OassA ClassB lightship costs about $2.5 mil­ 2 ...v'3.> .••^; •->••. 5 • 1 0 lion. Boston ........ 77 MPPyl54^-.-. 8 38 • 68 63 New York ^ The monster-size buoy was 10 13 T'p 4 7 13 Philadelphia , dedicated at Sandy Hook, N.J. > -T .• 31 74 12 10 . 27 Baltimore on September 2, 1970. Last 32 19 6 .•" • - ''11 MM Norfolk Wmonth another Coast Guard 41 20 • '3 2 6 11 ' 19 SB Jacksonville buoy replaced the Delaware .PPPM' • 10 0 • 4 -'P0 4 7 Tampa ......... Bay lightship which has been in 22 59 0 17 18 27 ^syy::ir: Mobile ......... 76 139 use since 1961. 4 38 54 , 44 ^' 81 New Orleans . 47 59 28 26 According to the Coast :,-s.. 44 , 25 35 Houston .1 9 27 .: • • 1 • • • 10 13 1 Guard two more buoys will be 14 Wilmington .. 68 • 92..' 17 €:.|i;>-53 37 65 70 added to the new team. One San Francisco 13 -'3 >•:• 3 ' 45 • 8 Seattle ........... '•VNV- 27 .> 10 :••>••» buoy will replace the Bamegat PPP'P^25'r:. 438 . 193 .V 231 312 397 'Totals ............. lightship and another will be at ...i-lvv ."• • • • PBPB :PyP\ Cape May as a spare. 12 Seafarers Receive Full Books • . V Page 29 7? '! �*•. 1 James C. Jolmsoii, 35, passed away Sept. 10, 1970 in Baptist Hospital, Pensacola, Fla. A native of Atmore, Ala., Seafarer Johnson was a resident there when he died. He joined the SIU in the Port of Houston in 1968 and sailed in the deck department. Brother Johnson served in the Army from 1954 to 1955. Among his sur­ vivors are his son, Sheldon Johnson of Willow River, Minn. Seafarer Johnson was removed to Atmore, Ala. RafFaele Garofalo, 56 died Dec. 16, 1970 in USPHS Hospital in Staten Island, N.Y. of natural causes. He joined the union in the Port of New York in 1941 and sailed in the deck department as an able seaman. Broth­ er Garofalo was an active union mem­ ber having served as department del­ egate while sailing. He was also issued picket duty cards in 1961 and 1962. A native of New York, Brother Garofalo was a resident of Floral Park, N.Y. when he passed away. Among his survivors are his wife. Rose. Burial was in Pinelawn Memorial Park in Pinelawn, N.Y. David A. Titus, 47, passed away Nov. 19, 1970 aboard ship on the Great Lakes in Chippewa County, Mich. A native of Saginaw, Mich., Brother Titus was a resident of Al­ pena, Mich, when he died. He joined the union in the Port of Alpena in 1959 and sailed in the engine de­ partment. A Naval veteran of World War II, Seafarer Titus was wounded during action in the Indian Ocean. Among his survivors are his wife, Barbara. Burial was in Evergreen Cemetery, Alpena. John Lewis Stonehouse, 81, was an SIU pensioner who died June 11, 1970 of heart disease in Garfield Township, Mich. A native of Yale, Mich., Brother Stonehouse was a res­ ident of Frankfort, Mich, when he passed away. He joined the union in Elberta, Mich, and sailed in the stew­ ard department. Among his survivors are his daughter, Gladys D. Jacobsen of Traverse City, Mich. Burial was in Champion Hill Cemetery in Benzie County, Mich. Symphoroso Bateluna, 55, died Dec. 10, 1970 of pneumonia in San Francisco, Calif. A native of Hawaii, Seafarer Bateluna was a resident of San Francisco, Calif, when he passed away. He joined the union in the Port of San Francisco in 1965 and sailed in the engine department. Cre­ mation was in Olivet Memorial Park. Louis Gates, Jr., 46, passed away Nov. 23, 1970 in Gongapo, Philip­ pines. A native of Alabama, Brother Gates was a resident of Mobile, Ala. when he died. He joined the union in the Port of Mobile in 1942 and sailed as a steward. Brother Gates is an Army veteran of World War II. Among his survivors are his wife, Dorothy. Burial was in Alabama. Ragnvald K. WilliamsDn, 64, died Nov. 15 in Chicago, III. He joined the SIU in the Port of Frankfurt and sailed in the deck department on the Great Lakes. A native of Norway, Brother Williamson was a resident of Sturgeon Bay, Wis. when he passed away. He had been sailing the seas for 42 years at the time of his death. Among his survivors are his wife, Solveig. He was buried at Bayside Cemetery in Sturgeon Bay, Wis. James H. Webb, 44, passed away Mar. 22, 1970 in Northampton, Va. A native of Birdsnest, Va., Brother Webb was a resident there when he died. He joined the union in the Port of New York in 1946 and sailed in the deck department. Among his sur­ vivors are his brother, Charley V. Webb of Birdsnest, Va. Burial was in Johnson's Cemetery in Johnsontown, Va. Frmicis M. Dixon, 44, passed away bee. 1, 1970 in Cleveland, O. A- na­ tive of Cleveland. Brother Dixon was a resident there when he died. He joined the union in Cleveland in 1961 and sailed as a fireman-lineman on the Great Lakes. Among his survivors are his wife, Arlene. Burial was in Holy Cross Cemetery in Qevelaad. Theodore Pappas, 41, died Oct. 21, 1970 at City Hospital in Elmhurst, N.Y. He joined the union in the Port of Savannah in 1951 and sailed in the steward department. In 1962 he was issued a picket duty card. A na­ tive of Pereus, Greece, Brother Pap­ pas was a resident of Queens, N.Y. when he passed away. Among his survivors are his wife and his father Nikolaos Papoutsoglou of Pereus, Greece. Burial was in Maple Grove Cemetery in Queens, N.Y. Dennis E. Murphy, 36, passed away away Juy 27, 1970 at Alaska Native Service Hospital in Anchorage, Alas­ ka. A native of Seattle, Wash., Broth­ er Murphy was a resident there when he died. He joined the union in the Port of Seattle in 1967 and sailed in the engine department. Seafarer Mur­ phy served in the Navy from 1952 to 1955. Among his survivors are his mother, Catherine Murphy of Seattle, Wash. Brother Murphy was removed to Seattle. William J. McKelvey, 38, passed away Dec. 23, 1970 in Hawthorne Community Hospital in Hawthorne, Calif. He joined the union in the Port of New Orleans in 1955 and sailed in the deck department. A na­ tive of Los Angeles, Calif., Brother McKelvey was a resident of Haw­ thorne, Calif, when he died. He served in the Coast Guard from 1950 to 1953. Among his sur­ vivors are his wife, Keiko. Cremation was at Inglewood Crematory, Calif. Herbert Francis Burgesser, 66, was an SIU pensioner who passed away Dec. 1, 1970 from natural causes at the USPHS Hospital in Staten Island, N.Y. He joined the union in the Port of Philadelphia in 1940 and sailed as a chief steward. While sailing, he served on the ship's committee as a delegate. A native of Smithsburg, Md., Brother Burgesser was a resident of Manhattan, N.Y. when he died. Among his survivors are his nephew John E. Burgesser of Baltimore, Md. Burial was in Smithsburg Cemetery in Smithsburg, Md. Current Proposals 'Ineffecfive' Public Protection Requires a New Consumer Agency - By Sidney Margolius Washington, D.C. An independent consumer agency ranks high among the pressing needs of consumers, es­ pecially in view of the slight progress made on their behalf since the passage of the truthin-lending bill in 1968. If the need for such an agency was even in doubt, it should be dispelled by the tight leash the Administration has put on the present Consumer Assistant to the President. Education Stressed When the House Rules Com­ mittee refused to permit a vote on the bill for an independent agency. Consumer Assistant Mrs. Virginia Knauer called the Administration's more limited proposal — backed by the Chamber of Commerce—"in­ novative." Meanwhile, her office has been emphasizing consumer ed­ ucation, but this tactic is the usual fallback when effective legislation reform is not forth­ coming and the present pro­ gram is of dubious value. Page 30 One such example of con­ sumer education is an expen­ sively produced booklet sent free to schools listing such sources for consumer informa­ tion as the Chamber of Com­ merce, National Association of Manukcturers, small loan com­ panies, car dealers, supermarket managers, department store credit managers and insurance agents. Small Victories Much is made of small con­ cessions to consumers such as Virginia Knauer's success in getting the Agriculture Depart­ ment to reduce the proposed limit on fat content of frank­ furters from 33 percent to 30. But the proposal for an inde­ pendent federal consumer agen­ cy that could press for more adequate standards and label­ ing on all foods, among other consumer needs, was blocked. The Senate consumer sub­ committee hearings on break­ fast cereals are another example of highly publicized activity on an isolated problem. The result of this action was to persuade much of the public that ordinary cereals have little or no nutrition and to encour­ age the sale of several over­ priced, vitamin-fortified prod­ ucts. But the much broader and economically significant report of a House subcommittee on the need for more adequate meat supplies was lobbied into obliv­ ion by the American Cattle­ men's Association. Missed Chances These missed opportunities on the part of the Nixon Ad­ ministration have meant a seri­ ous plight for the consumer, who has had his buying power heavily eroded by the accele­ rated inflation of 1968-70. More of the same is threatened in 1971, especially from stillrising medical, housing and carowner costs. By November 1970, the sharp rise in living costs had wiped out all the wage gains made by the average industrial worker in the past six years. In 1964, the average produc­ tion worker with three depend- ents had spendable earnings after taxes of $76.38 in terms of 1957-59 dollars. Currently, he has just $77 a week of buy­ ing power calculated on the same basis. The average worker in manufacturing industries ac­ tually is even worse off than in 1964, with $84.43 in spendable dollars now, compared to $85.27 then. Six major problem areas where consumers are seriously in need of help today: High food costs, high interest rates coupled with collection laws stacked on the side of the sellers, booming medical costs, high costs in housing, serious quality control problems and the high and still rising cost of auto insurance. Several of the federal and State proposals now pending would help alleviate some of these problems, but presently, little or no help is available, and 'consumer education' or piecemeal legislation or hear­ ings are no way to solve these problems. Seafarers Log *v! i >! A �Containership Mobile On Shuttle Run <1- t this time of year, the regular shuttle run of the SlU-contracted Mobile (Sea-Land) takes her from the warm waters off Puerto Rico to the frigid waters of the Middle Atlan­ tic on a round-trip voyage every nine days. The Seafarers aboard the 497-foot containership take the rapid change in climate in stride. The 11,601-ton Mobile was built in 1945 and was orginally launched as the General Heintzelman. In 1968, the ship was completely con­ verted to enable her to carry 360 multi-pur­ pose containers. A fast turn around is the usual procedure for the vessel but when she docked at Port Elizabeth, New Jersey last month the Log caught the ship's payoff on film just before she sailed again for San Juan. A Louis Perez, who sails as ordinary seaman on the Mobile prepares to heave a monkey fist line as the Mobile glides into her herth. \ t Fireman-Watertender . sets to the task of 'humer. "Tip top" is the Mobile's engine Joe Billotto changing a the word for department. • '•'i .,r^' .--1- -.iv _• - -c"X . S. Leknes (left), who ships in the deck de­ partment, gets an assist in handling some union business from New York Patrolman Red Camp­ bell. 1-* ..X 'I J In the engine room, Oiler Maimd Rial checks the oil level on the coffin feed pump. The Mobile spent less than 24 hours in port before sailing for San Juan. .1> • fj •'•y- • A father and son team consisting of John L. Gibbons, Sr. (left) and John L. Gibbons, Jr. carries on the traditions of a seafaring family aboard the Mobile. 7i \ '•' I S m, (1 vMv,-;; Wv V - '4'•f •i I i' H. f "I M Third Cook Antonio De Jesus gets a warm pair of gloves from his gear in the fos'cle as he prepares to go ashore where tempera­ tures were in the 20s. February 1971 ft ' i Page 31 �-=«5Bea- i SEAFARERS *LOG V. OFFICIAL ORGAN OF THE SEAFARERS INTERN.ATIONAL UNION • ATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT • AFL-CIO ''II t. /A .'!! A. V 'ill • .if -K > »• 1971 SIU Scholarships TlTTien there's $6,000 at stake, it doesn't pay to delay. And, the deadline for submitting SIU College Scholarship ap­ plications is nearly here. AU eligible Seafarers or dependents of Seafarers are urged to apply for the five 1971 SIU grants that wiU be awarded in May. Each scholarship amounts to $6,000 over a four-year period, and may be used at any accredited college or uni­ versity. Who qualifies for the money? • A Seafarer who has a minimum of three years accu­ mulated seatime on SlU-contracted vessels. • The children of a Seafarer who meets the seatime require­ ment. • A deceased Seafarer's dependents, if the Seafarer had sufficient seatime at the time of his death. Dependents in this category must be less than 19 years old at the time they apply. 9. ^Applicants are judged on high school academic achieve­ ments and scores from the College Entrance Examination Board tests or the American College Tests. Both the CEEB and ACT are given nationwide several times during the school year. Leading university educators and administrators are the judges. In the 17 years that the SIU scholarship program has been in existence, 88 young people have been selected for the award. Of these, 26 were Seafarers and 62 were dependents. AU chose the course of study they wanted and the college they preferred. Application forms for the scholarships are available at any SIU hall or by writing to SIU Scholarships, Administrator, 275 20th Street, Brooklyn, New York 11215. Deadline for returning the forms is April 1,1971. -fr.' I � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 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 Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource February 1971 Description An account of the resource Headlines: SUPPORT RALLYING TO SIU IN PHS HOSPITAL CRISIS PHS HOSPITALS VITAL MTD MOBILIZES TO FIGHT FOR SEAMEN BOARD OUTLINES LEGISLATIVE GOALS RESOLUTION ATTACKS PROPSAL TO CLOSE MARINE HOSPITALS ECONOMIC PROPOSALS NOT LIVING UP TO PROMISES FOREIGN GOODS CUT BACK ON U.S. JOBS GIBSON URGES 'STABLE' LABOR-BUSINESS TIES LABOR REJECTS NIXON'S FARM WORKER PROPOSAL STRONG CREDIT LAW NEEDED PARAODIX FOR THE NATION UPGRADING COURSES GEARED TO MODERN NEEDS REP. KEITH WARNS OF USSR THREAT TO U.S. COASTAL FISHING INDUSTRY SEAFARER LOST ATTEMPTING RESCUE OF FINNISH SAILORS A STORY FILLED WITH TRAGEDY, HEROISM AND GRATITUDE CHICAGO HEALTH CLINIC PROVIDES CARE TOWARD A BETTER LIFE SEAFARERS AND THE MTD ORGANIZED LABOR OUTLINES LEGSILATIVE GOALS FOR 1971 NATIONAL RIGHT-TO-WORK GROUP SWIPES AT LABOR SEAFARERS DONATE GENEROUSLY TO LIBRARY FUND CAMPAIGN URW NAMES STRAUBER TO EDUCATION POST FAR EAST PORTS BUSTLING NINE SIU MEMBERS RECEIVE ASSISTANT ENGINEERS' LICENSES NIXON'S CORPORATE TAX CUT ASSAILED BY LABOR MARITIME: LET'S NOT KID OURSELVES THESE ARE THE HARD, COLD FACTS MARITIME: THE ONLY WAY TO MAKE IT SIU SENIORITY UPGRADERS GIVE CANDID VIEWS OF TRAINING PROGRAMS OFFERED AT HLSS SOCIAL SECURITY PAYMENTS ARE AVAILABLE TO WIDOWS 1970 TAX INFORMATION FOR SEAFARERS STONEWALL JACKSON HOME FROM FAR EAST NIXON ECONOMIC OUTLOOK OPTIMISTIC DESPITE CONTRARY OPINION BY LABOR PROJECT REVEALS OCEANS' FLOORS RELATIVELY YOUNG AZALEA CITY HAULS VOLATILE CARGO "DRIFT BUOY" TO CHART OCEAN CURRENTS, WAVES 12 SEAFARERS RECEIVE FULL BOOKS PUBLIC PROTECTION REQUIRES A NEW CONSUMER AGENCY CONTAINERSHIP MOBILE ON SHUTTLE RUN 1971 SIU SCHOLARSHIPS Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 2/1/1971 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. XXXIII, No. 2 1971 Periodicals Seafarers Log