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Vol. XXXIV
No. 1
SEAFARERStfLOG
[OFFICIAL ORGAN OF THE SEAFARERS INTERNATIONAL UNION • ATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT • AFL-CIO
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SlU Leads Fight
To Save Public
Health Hospitals
(See Page 4)
Sign-bearing pickets form in front of the San Francisco Federal Building to protest a HEW pro
posal to close the Bay Area USPHS hospital.
Seafarers Celebrate Christmas
At Ports Around the World
(See Pages 12-14)
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The Tom Kelsey family enjoys Christmas dinner with the SlU
in the Port of San Francisco.
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SlU Secretary-Treasurer
A! Kerr
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Dies
(See,P.hge 3)
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�Nominations Sought For
'72 Seamanship Trophy
Artist's concept of the Delta
ward and a 500-ton capacity
•
*
Nominations for the award
of the 1972 American Mer
chant Marine Seamanship
Trophy based on events which
occurred in 1971 are now be
ing sought.
The American Merchant
Marine Seamanship Trophy
was established in 1962 to give
recognition to United States
citizens for deeds exemplifying
the highest - traditions of sea
manship and maritime skills.
A Select Committee of labor
Mar shows two large on-board cranes—-a container crane for and management officials from
barge crane aft. The 845-foot vessel will be delivered to Delta the steamship industry, ap
Steamship Lines in April, 1973.
pointed by Andrew Gibson,
Assistant Secretary of Com
merce for Maritime Affairs, re
views the nominations annually
and decides if the award should
bemade. SIU President Paul
Hall is a member of the com
mittee.
The 1971 award was made
July 15 and September 30, pulsion systems will generate a to Captain E. A. Olsen for his
1973.
service speed of 22 knots.
masteiM seamanship while
Delta is planning to utilize
Initially, the Delta Mar wfll commanding the American
the new container and barge carry approximately 288 con President Lines' SS President
carrying ships in its South tainers, including refrigerated Jackson, during the rescue^ of
American service.
units. The containers are de seven men from a sinUng
The Delta Mar and each of signed to carry bulk liquids, schooner during a North At
her sister ships will be 845 feet dry bulk cargoes and cargoes lantic storm in January, 1970.
long, 100 feet wide with a requiring controlled tempera Despite the heavy pounding of
deadweight tonnage of 22,000 tures.
waves and winds, he held his
tons each. Each of the vessels
Delta Line vessels serve the vessel abreast of, and close by
will have a maximum capacity East Coast of South America, the schooner for nine minutes—
of 74 barges or 1,740 contain the West Coast of Africa, the long enough for the sinking
Caribbean area and ports in ship's crew to climb aboard the
ers, or a combination of both.
Identical steam turbine pro the Gulf of Mexico.
Jackson, using nets, lines, and
Keel is Laid for Delta Mar;
Delivery Set for Early '73
The keel of the Delta Mar,
the first combination LASHcontainer vessel to be built in
the Uilited States for SlU-contracted Delta Steamship Lines,
Inc., was laid at Avondale
Shipyard in December.
The Delta Mar is the first of
a series of three identical*
LASH-container vessels ordered
by Delta.
Delivery of the vessel is
scheduled for April 15, 1973.
The second and third sUps are
expected to be deliver^ on
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ladders manned by the freight
er's crew.
The criteria for nominations
are:
• The candidate must be a
U.S. citizen. Only indi
viduals a*"® eligible—cor
porations, associations, etc.
are excluded.
• The candidate must have,
performed a feat of dis
tinguished seamanship
while aboard a civilianmanned U.S.-flag vessel
during the calendar year
1971.
—The select committee has
defined "distinguished sea
manship" as a feat of
professional competence in
the presence of extreme
peril to life or property, or
an outstanding feat of
seamanship exemplifying
the highest standards of
professional competence
under severe, adverse
weather conditions.
, —^'U.S.-flag vessels" may in
clude yachts or other small
craft.
Nominations must be re
ceived by the Secretariat, c/o
Eastern Region Director, Mari
time Administration, 26 Fed
eral Plaza, New York, N.Y.
10007 by April 1, 1972. The
SIU is submitting a number of
nominations.
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Change of address cards on Form 3579 should be sent to Seafarers internatiohal Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Avenue, Brooklyn,
New York 11232. Published monthly. Second Class postage paid at Washington, D.C.
Page 2
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Seafarers Log
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Al Kerr Dies at Age 51;
SlU Loses a Good Friend
IT
Al Kerr
1920 1972
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SlU Secretary-Treasurer Al Kerr died
suddenly January 26 at his home in
Oradell, N.J. He was 51 years old.
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SlU President Paul Hall declared:,
"The death of Al Kerr is a shock and
a blow to all of us in the Seafarers In
ternational Union. He was with us from
our earliest days, from the days when
just one step forward was a victory
for every Seafarer. He helped us take
many of those first steps. He helped to
bulla our union.
"There are no words to express our
feelings at this time. We've lost a good
friend. The SlU has lost a devoted
union brother and a competent, tire
less officer. We mourn the passing of
this good union man."
Brother Kerr was born on December
II, 1920, in the coal-mining town of
Weaver, III. He joined the SlU in its
early, formative period and sailed out
of tne Port of New York in the Deck
Department, becoming a bosun.
During World War II, Brother Kerr
sailed aboard merchant ships in com
bat zones. Following the war, hef be
came active in the growth of the un
ion. Serving as an organizer and as a
field representative for the union, he
participated in major organizing drives
which resulted in notable successes.
Such companies as Isthmian, with
124 ships at the time, and Cities Serv
ice were unionized after drives of un
precedented size and duration. He
also participated in all of the union's
major strikes.
In I960, Brother Kerr became Sec
retary-Treasure of the SlU Atlantic and
Gulf District and served as fiscal offi
cer of the Seafarers International Un
ion of North America from 1961 until
1965, when he was elected Interna
tional Secretary-Treasurer.
Brother Kerr also served as a trustee
of all of the union's Health, Welfare
and Pension Plans from their inception,
positions he held at the time of his
death.
In addition, he was a member of the
AFL-CIO Secretary-Treasurers Confer
ence and a member of the Conference
Steering Committee.
Among the many expressions of
condolence was a telegram from AFLCIO President George Meany and
AFL-CIO Secretary-Treasurer Lane
Kirkland. It said, in part: "He was an
energetic and sincere trade unionist.
His record of service to his fellow man
will stand as a lasting tribute to his
memory."
Brother Kerr is survived by his wife,
Mildred; one son, Robert; two daugh
ters, Susan and Mrs. Elaine Harm; and
one grandchild.
Also his mother, Mrs. Isabel Kerr of
Johnston City, III.; two brothers, James
of St. Louis and Thomas of Clinton,
Iowa, and a sister, Mrs. Isabel Bolinger.
Funeral services were held at the
Norman Funeral Honrie, Oradell, N.J.,
January 29, followed by burial in
George Washington Memorial Park,
Paramaus, N.J.
U.S. Fishing Vessels Remain 'Helpless Prey'
The small Latin American
country of Ecuador seems de
termined to get rich off "Uncle
Sam" one way or the other.
The fact that the U.S. pours
millions of dollars of economic
and military aid into the coun
try doesn't seem to satisfy the
Ecuadorian government.
It continues to supplement
this aid by seizing at gunpoint
American fishing boats within
its self-declared 200-mile off
shore territorial 4imits, and ex
tracts large fines from the own
ers of the vessels to insure
their safe return.
Cost In Miiilons
In 1971 Latin American
countries—^Ecuador being the
chief offender—s e i z e d 52
American fishing boats and ex
tracted over $2.5 million in
ransom for them.
The captains of these boats
insist they never once violated
the internationally-recognized
12-mile offshore territorial limit.
And of all the boats taken by
Ecuador not one was closer than
40 miles to her shore.
Even more serious than the.
seizures and fines is the threat
to life and limb. Crew mem
bers aboard these fishing boats,
many of them manned by mem
bers of the SIUNA-aflfiliated
Cannery Workers and Fisher
men's Union of San Diego,
have testified that naval ships
of these Latin American coun
tries have fired from close
range upon the unarmed fishing
vessels.
January 1972
This so-called "Tunaboat
War" between U.S. fishing ves
sels and those Latin American
countries which claim their ter
ritorial limits extend 200 miles
offshore, has raged since 1952.
The use of the word "war",
however, seemingly is a mis
nomer. The entire conflict js
strictly one-sided. The fishing
boats are seized, the fines aie
paid reluctantly, and then it
begins all over again.
Yet, the status quo remains
intact. The U.S. still pours in
its millions in foreign aid; it
still "lends" no-longer-needed
U.S. Navy gun boats to these
countries which, in turn, use
them to seize American fishing
• vessels on the high seas.
In the last 20 years the
amount of fines imposed on
U.S. vessels has run well into
the millions. Many more thou
sands of dollars have been paid
to these Latin American coun
tries for so-called fishing fees
and licenses which are sup
posed to protect a U.S. boat
from seizure. However, since
each of the countries involved
in these piratical acts does not
honor licenses issued by the
others, U.S. vessels are still
seized if they don't have the
"right" license.
Ironically, most of these acts
of piracy are accomplished with
the use of former U.S. Navy
gun boats "lent" to these coun
tries.
"For years the lives of our
fishermen have been endan
gered on the high seas by
hostile fire from guns on ships
given to these countries by the
U.S.," said Carl Marino, a
SIUNA vice president.
U.S. Does Nothing
The aid agreement imder
which ex-Navy ships are given
to these countries provides that
they can be recalled on 30-days
notice, but the U.S. govern
ment has never exercised this
option.
In fact, these ships are some
time brought to U.S. ports such
as Jacksonville, Fla. for repairs
and general maintenance. At
least one of the Ecuadorian
vessels used to harass and cap
ture U.S. tunaboats in Dec.
1971 was in Jacksonville re
cently.
The claims that territorial
rights and control extend 200
miles offshore is not recognized
by international law or by the
world's major maritime na
tions.
Marino told the Log that his
union's member are urging a
cutoff of foreign aid to those
Latin American coxmtries that
illegally seize U.S. vessels on
the high seas.
"Ever since the seizures be
gan we have been asking the
U.S. State Department to with
hold at least some of the mil
lions of American dollars that
it gives a\vay to these countries
each year in the form of eco
nomic and military aid.
"The State Department al
ready has the power to do this,
but to date has not withheld a
single penny, despite the enor
mous fines our fishermen have
paid," he said.
The vessel pictured above is the LC 71, part of the Ecuadorian Navy. The ship is a former U.S.
Navy gunboat "lent" to the Ecuadorian government. Renamed the Quito, the ship has been
used extensively in the seizure of U.S. fishing boats, which supposedly were "violating" Ecua
dor's self-imposed 200 mile territorial limits. Many of the boats seized have been manned by
members of the SlUNA-affiliated Cannery Workers and Fishermen's Union of San Diego. In the
past year alone, fines imposed upon the fishing vessels after seizures totalled over $2.5 mil
lion. The fines have been paid and Ecuador still has the former U.S. Navy gunboat.
Page 3
�Organized Labor, Members of Congress
Intensify Efforts to Save PHS Hospitals
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HEW Concentrates on Closing
'Frisco, Boston PHS Centers
A rising tide of protest from organized labor and government
greeted a renewed attempt of the U.S. £>epartment of Health,
Education and Welfare to close the eight remaining U.S. Public
Health Service Hospitals.
^ Prime targets of the renewed HEW effort were the PHS hos
pitals in San Francisco, CaUf., and Boston, Mass. In both cities
elements of organized labor, led by the Seafarers International
Union were doing battle to preserve the federally-financed hos
pitals. The disclosure of the two
target hospitals came through
Both the San Francisco and
a memo written by a hi^ level Los Angeles central labor bod
HEW officer which Rep. Paul ies and the California Labor
G. Rogers (D-Fla.) called "an Federation passed similar res
act of deliberate deceit."
olutions in support of the
In San Francisco, SIUNA preservation of the hospitals.
Other Hospitals Threatened
On the other side of the
country, HEW also threatened
the existence of Brighton Ma
rine Hospital in Boston. At
press time the SIU and other
maritime labor groups were
preparing to suggest expanded
community involvement in the
Brighton Hospital program as
an alternative to the HEW
proposal.
Sen. Edward M. Kennedy
(D-Mass.) directed a letter to
HEW Secretary Elliott Richard
son in which he noted that
"considerable work remains to
develop more definite proposals
Frank Drozak
—and that once an acceptable
Leads Pickets proposal is accepted—some
Vice President Frank Drozak phasing over to the new form
led an informational picket line of operations will be neces
of 500 SIU members, members sary."
The Boston institutions "were
of the AFL-CIO Maritime
led
from the very start to be
Trades Department and of the
lieve
that there was no option
area Comprehensive Health
to
keep
the hospital in the
Planning Council in a demon
Public
Health
Service and ex
stration against the HEW pol
tend
its
services
to the com
icy.
The pickets surrounded the munity," Kennedy explained.
"I call on HEW to meet
San Francisco Federal Build
ing while representatives of candidly with all interested or
HEW attended a meeting which ganizations and inform them of
they said was called to "refine" HEW's ranking of proposals
proposals for community take and explain why this differs—
over of St. Francis Hospital, as in the case of Boston and
San Francisco—with the rec
the PHS facility.
In addition the San Francisco ommendations of the local
Board of Supervisors—^the leg planning agencies.
islative branch of the city gov
"It is easy to get the im
ernment—^passed a resolution pression that HEW's primary
urging retention of federal con concern is to rid itself of the
trol of the hospital.
eight hospitals as rapidly as
Pickets bearing signs attesting to their opposition of HEW's announced intention to close
the San Francisco USPHS Hospital march in, front of the Federal Building there in an effort to
arouse public sentiment to keep the center open.
possible and to avoid difficult
negotiations with commimity
organizations and with Con
gress," wrote Kennedy.
HEW's proposals to close
the PHS facilities became pub
lic in December, 1970. Since
then. Congressional opposition
and community interest groups
have united to halt the action.
These hospitals, originally
designed to serve merchant
seamen, and later Coast
Guardsmen, injured govern
ment workers and other groups,
have been a part of the Ameri
can health heritage for more
than 170 years. Other PHS
hospitals are in Baltimore,
Galveston, New Orleans, Nor
folk, Seattle, and Staten Island.
HEW Studies Promised
Following hearings in winter,
1970, and spring, 1971, Con
gress pressured HEW to re
verse its plans to close the
PHS facilities. HEW promised
Congress it would conduct
studies to determine the best
use of the hospitals.
Alternatives studied were
continued federal control,
closure or transfer to com
munity groups.
The study was to be done
through Area-wide Compre
hensive Health Plaiming Agen
cies in each commimity. These
agencies worked with com
munity groups who expressed
an interest 'in developing pro
posals, review and comment on
the proposals. The studies
were completed September 1,
1971.
The proposals were screened
by a preliminary review com
mission and certain prop'osals
were selected for further eval
uation. Non-federal consultants
visited each of the communities
and assessed the feasibility of
the individual proposals for
each of the communities.
Two of the committee's
general comments and recom
mendations were:
• "None of the proposals
contain sufficient data and in
formation upon which to make
a final decision. In addition, it
appeared that all the com
munities need additional op
portunities to participate in
planning and discussion of our
next future moves, if smooth
transition is to be effected.
• "It was agreed by all
participants that, without a
suitable proposal or alternative
which can be implemented, the
federal government should con
tinue to support and operate
the existing programs."
But, HEW stood pat on its
own original objective to con
vert to community control
these federally-financed hos
pitals and thereby save costs,
the West Coast resolutions
charged. The studies con
ducted by the department, the
resolutions said, proved to be
directly contrary to Congres
sional wishes as an extensive
review of all possible alterna
tives was not given the eight
communities. Instead, accord
ing to the San Francisco res
olution, only two alternatives
accept the transfer or see them
closed, were examined.
(Continued on Page 5)
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A long-range shot shows some of the more than 500 members of labor and the. public community manning an "infcrmatioha! pic.ket line" in protest against proposed plans of the De^
partment of Health, Education and Welfare to close the 'Frisco PHS Hospital, as well as the
other seven PHS hospitals across the country.
Page 4
The picket line in front of the San Francisco Federal Building
prctasting the pr-spased-^iospital eicsings stfctchsd arotinci an
entire city block. Opposition to the closings was led by the
Seafarers International Union.
Seafarers Lot
�House Minority Leader Ford
Reviews Maritime Progress
Rep. 'Gerald R. Ford (R- could grow in years to come.
difficulty in lining up invest
Mich.), the House minority
Rep. Ford declared himself ment capital.
leader, says he is "not fully unsatisfied with the letting of
"We do not regard these im
satisfied" with the progress only 12 contracts for construc pediments as long-term. We
achieved in the first year of im tion of new merchant ships. He believe that American ship
plementation of the Merchant said the goal had been to let yards are crossing the threshold
Marine Act of 1970.
contracts for 19 in the pro to one of the largest com
But, he said, senators and gram's first year.
mercial shipbuilding programs
congressmen have shown, "by
"But while new construction in the indiKtry's peacetime his
their overwhelming support of contracts encompassed only 12 tory," he said.
the merchant marine and by ships," Rep. Ford added, "the Hope&il Signs
their continuing interest in the award of contracts covering the
Rep. Ford turned attention
maritime industry that they do subsidized conversion of 11 to the future, and he found
not intend to quit until the job existing ships into fully con hopeful signs for a renewed
is done."
tainerized vessels was also ma«e U.S. flag fleet.
In remarks to a luncheon of during the past fiscal year."
"The projected increase of
the AFL-CIO Maritime Trades
Rep. Ford pointed out that our bulk trade movement offers
Department luncheon in Wash there were several "temporary a major new market for Ameri
ington, Rep. Ford reviewed the impediments" to achieving the can shipyards, now that bulk
first year's accomplishments and anticipated volume of new ship carriers are eligible for con
shortcomings and indicated construction including softening struction and operating sub
ways that the U.S.-flag fleet
of the bulk trade market and sidies," he said.
SlU President Honored
SlU President Paul Hall received the Labor Human Rights
Award of the Jewish Labor Committee in New York in Decem
ber. From left are Joseph D. Keenan, secretary of the Inter
national Brotherhood of Electrical Workers and a vice president
of the AFL-CIO; Charles S. Zimmerman, vice president of the
Ladies' Garment Workers Union; Hall, and AFL-CIO SecretaryTreasurer Lane Kirkland.
Opponents Attack Proposals to Close USPHS Hospitals
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(Continued from Page 4)
These two alternatives forced
the Comprehensive Health
Planning Council of San Fran
cisco to solicit proposals which
would transfer the hospital re
sponsibilities and services to
community hands. The council
pointed out that "more com
plete utilization of existing
facilities might lead to a solu
tion to a number of health
problems facing San Francisco,
the state of Califomia, and the
PHS region."
Shortened copies or sum
maries of the consultants rec
ommendations were sent to 38
members of Congress and some
20 trade unions and organiza
tions on November 15, 1971.
The 28-page summary reports Health and Environment which no way sought to hide the find
informed the recipients that ad conducted a public hearing on ings of consultants with regard
ditional materials on the sub HEW's action in mid-Decem to the future of the PHS hos
pitals. HEW Under Secretary
ject would be available upon ber.
request.
It was "an arrogant contempt John G. Veneman also denied
Memo Called Deceitful
of the committee and the Con that the memo was designed to
conceal information.
However, prior to the dis gress," he added.
CardweU explained his rea
The memo recommended
semination of the summaries an
interdepartmental memo from that Congress be told as little as sons for withholding some in
HEW Assistant Secretary possible about the Administra formation as a matter of
Comptroller James B. CardweU tion's plans for the hospitals "timing" and said the actual
was directed to Secretary Rich and released information be reports "contained unsolicited
ardson. According to Rep. Paul controlled. The CardweU memo comments.
G. Rogers (D-Fla.), who later also cited a need to "do some
"I thought that those re
obtained the memo, it was thing about the two cities in ports would be used to the dis
"premeditated deceit" to with question—^this year—^here and advantage of the public inter
hold consultant reports from now" because of budget con est," he said.
the subcommittee on Public siderations.
Admitting that the instruc
Health and Environment. Rep.
In defending the memo be tions to the consultants were
Rogers is chairman of the fore the subcommittee hearing, "inadequate," CardweU noted
House Subcommittee on Public CardweU contended that it in the purpose of the survey was
to "review the appropriateness
of the five proposals (five each
from Boston and San Famcisco) and evaluate the workable
summarized so that any mention of the rec
Rep. Robert O. Tiernan (D-R.I.) called
solutions."
ommendation that PHS hospitals be kept
the maneuvers of the Department of Health,
To hold a committee briefing
open is deleted."
Education and Welfare to rid itself of the
at the time the summaries were
eight remaining Public Health Service hos
The Congressman spoke at a luncheon
released would have been a
pitals "the most arrogant form of contempt
sponsored by the 8 million member AFL"wasted exercise" and thus the
for the legislative branch of government I
CIO Maritime Trades Department. He told
interdepartmental memo was
have ever seen."
the audience of the continuing threat posed
released, said an HEW official.
by "HEW's Phase II proposals to close the
He charged that HEW has "continued
Number One Priority Rejected
PHS hospitals."
its clandestine efforts to dismember the
Chairman Rogers, in reading
Maritime Alert
PHS system without the knowledge of Con
from
the actual reports, said
Through the efforts of .the maritime com
gress." Although Rep. Tiernan cited evi
the
consultants
in San Francisco
munity "my colleagues and I in the House
dence of widespread support for continua
"
stated
their
number
one priojity
were alerted to the threat by HEW to close
tion of the PHS operations in many PHS
was
to
maintain
the federal
the remaining eight PHS hospitals," said
cities, he found "indeed shocking" HEW's
control of the hospital systems.
Rep. Tiernan. He noted that because of this
"obvious policy of withholding information
However, HEW continued to
alert, the House of Representatives has
in an attempt to keep the Congress from
reject
this priority saying that
passed legislation restoring $14 million to
acting.
was
not
the purpose of the con
the Administration's appropriation request
"Under a clear mandate from Congress,"
sultants'
project in the first
for the Public Health Service. This amend
place
and
therefore such sug
he said, "HEW was asked to conduct
ment allows the PHS hospitals to continue
gestions were "unsolicited and
studies in the PHS hospital cities to deter
operation, "at least for the present," he
incongruous."
mine the feasibility of transferring these
said.
hospitals to local control. At the very out
This, Rogers retorted, there
It is ironic that in the face of an acknowl
set, HEW violated the expressed wishes of
fore
brought up another ques
edged medical care crisis in this country,
Congress by not conducting proper feasibUtion—were
the summaries the
the Administration attempts to remove PHS
ity studies, by not telling the local com
results
of
the
reports' findings
facilities rather than retain and develop
munity groups that there was an option of
or
not?
them to provide quality health services for
retaining these hospitals under PHS con
the overall community, explained Tiernan.
Still another debate revolved
trol, and by continuing to pressure the com
"Henceforth, we in Congress will be hard
around whether or not the
munity groups into submitting transfer
put to accept as fact any information or
members of the House subcom
plans as the only alternative to closure."
^idance provided by HEW after this alarm
mittee and other congressmen
Other evidence of HEW's maneuvers
ing discovery of deceit," he asserted.
had ever received copies of the
were made public with the disclosure of a
With the sui-vival of the Public Health
total report or only the sum
memorandum from the Department's As
Service at stake, he stated that the Congress
maries. Members of the sub
sistant Secretary Comptroller James S. Cardwould do all in its power "to modernize and
committee explained their at
expand this vital arm of American health
well, Tiernan added. The memo said "that
tempts to secure such additional
care."
.
the consultant's reports should be carefully
information—^some with failure,
some with success and some
Rep. Tiernan Takes Issue With HEW Plan
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with no answer either way. SIU
representatives also attempted
to get more information.
HEW representatives said,
however, that no one requested
additional information.
Rogers said the "obvious
conspiracy" and "deception"
expressed within the CardweU
memo clearly demonstrated the
Department's attempts to "keep
information from us."
The final
summaries, he
charged, were in direct con
tradiction to Congressional pol
icy and consultant's findings,
who unanimously urged that
all the PHS hospitals be re
tained under federal control.
Congress had previously ap
propriated $85.7 million for
the eight hospitals and 30
clinics with a directive that
they remain under federal con
trol through mid-1973.
Kennedy Makes
Recommendations
Sen. Kennedy called for com
plete copies of the withheld re
ports on all the hospitals and
agencies' recommendations in
each case. On behalf of the
Senate Health Subcommittee
Kennedy requested:
• In the future, HEW should
keep Congress and community
organizations informed of the
status of their planning, and all
options suggested by community
agencies, consultants or local
agencies.
• A detailed study for each
hospital on the merits of con
tinuing operation in the PHS
while extending additional serv
ices to the community under
the Emergency Health Person
nel Act or other acts of Con
gress be undertaken by HEW.
• Other plans of the future
of the hospitals be required to
fully document how it will meet
the needs of the community in
which it is located as requested
in the Senate Committee Re
port.
• HEW clarify to all orga
nizations the status of their
proposals and HEW's own
decision on each.
Secretary Richardson will
testify before the Rogers' sub
committee later this month.
Pagers
�Garmatz Bill Requires SO^o of Oil
Imports Be Carried on U.S. Ships
Because medical costs are rising so rapidly and steadily, it is a
major concern for all of us. Americans spent $67.2 billion on
health care in fiscal 1970. Medical care has risen faster than all
other prices—12 percent between June, 1969, and July, 1970.
A major issue for the 92nd Congress will be what kind of
health plan, if any, should be adopted.
The broadest, most comprehensive, is the Kennedy-Griffiths
plan, H.R. 22-S. 3, which would provide health care by 1973
and would be financed through Social Secmity and general rev
enue.
H.R. 22-S. 3, studied and backed by AFL-CIO, would provide
hospitalization, physician's services, preventive and home health
care (with limits on nursing home and mental health care), dental
services for children, no cost-sharing deductibles or cut-off point.
Services would be rendered through private practitioners and in
stitutions.
To pay for this program, the bill provides that employees pay
1 percent, up to $15,000 income; employers pay 3.5 percent on
their total payroll; and the federal government pays 3.5 percent
from gener^ revenues.
Hearings before the Senate Finance Committee are scheduled
for April. The House Ways and Means Committee completed its
hearings in .November, but has not yet reported the bill out to
the floor of the House.
Several bills of special interest to Seafarers are now being
considered by Congress. Some of the most important are the
following:
• Rep. Edward A. Garmatz (D-Md.), Chairman of the House
Merchant Marine and Fisheries Committee, has introduced
H.R. 12324, which would require that 50 percent of all oil
imported to this country come here on U.S.-flag vessels.
Virtually all imported oil is now carried in foreign-flag ships.
• The Emergency Public Interest Protection Act, H.R. 3596,
introduced by Representatives William L. Springer (R-Ill.)
and Harley O. Staggers (D-W.Va.) provides special pro
cedures, beyond those contained in the Taft-Hartley Act,
for handling strikes in all phases of the transportation indus
try. The bill calls for compulsory arbitration. In testimony
before the Interstate and Foreign Commerce Committee, SIU
President Paul Hall said that the requirement for compulsory
arbitration would rob the working man of his basic rights.
The bill is still being studied by the Committee.
• The Social Security-Welfare Bill, H.R. 1, was introduced by
Chairman Wilbur D. Mills (D-Ark.) and John W. Byrnes (R-Wis.)
of the House Ways and Means Conunittee. Measures in H.R. 1
would bneefit over 30 million Americans who are living below
the poverty line.
As it passed the House Jime 22, 1971, H.R. 1 would establish
the Opportunities for Families Program for needy families with
one employable adult and a Family Assistance Plan for families
with incapacitated or unemployable adults (the highly controversial
Family Assistance Plan would guarantee a $2,400 annual income
for a family of four without any income); would provide for a
partial federal takeover of the welfare program; and would im
prove adult assistance programs for the aged, blind and disabled,
administered under the Social Security Act.
The Senate Finance Committee is now holding hearings on
H.R. 1.
Promotional Campaign Launched
By National Maritime Council
The National -Maritime
Council, formed in September
to promote cargo for U.S.-flag
ships, has begun its nationwide
campaign.
The council's first dinner and
seminar for traffic officers of
major firms was held Decem
ber 7 in Denver, Colorado.
Representatives of companies
in the Northwest attended along
with council members from
steamship companies, ship
yards, maritime unions and
government.
The Denver program was
sponsored by the West Coast
Regional Action Group of the
council.
Secretary of Commerce
Maurice Stans will be the
featured speaker at an Eastern
Region dinner in New York
Feb. 2.
And, the council moved to
begin a national public rela
tions program by naming SIU
President Paul Hall chairman
of its national public relations
and advertising committee.
Hall is a member of the execu
tive committee of the council.
Rep. Edward A. Garmatz
(D-Md.), chairman of the
House Merchant Marine and
Fisheries Committee, has in
troduced a bill that would re
quire that 50 percent of all oil
imported to this country come
here on U.S.-flag vessels.
He said he was proposing re
vision of the Cargo Preference
Act of 1954 in the oil market,
"because the national interest
demands it."
Rep. Garmatz also cited
figures on the rising importation
of oil, and similar laws already
enacted in nations around the
world as additional reasons for
introducing the bill.
'Drastic Danger*
In the area of national
security, the veteran Democrat
said, the nation has had no oil
tankers in its foreign trade
fleet.
That, he contended, poses a
"drastic danger to the nation,"
which requires "drastic meas
ures" such as his proposal.
Rep. Garmatz reported that
oil imports have risen from
850,000 barrels per day in 1950
to 3.3 million barrels per day
in 1970. In the same period,
he said, imported oil which
amounted to 3.3 of the oil sup
ply in 1950, rose to 22.4 per
cent of the supply in 1970.
"Other maritime nations in
the world, I am advised, have
taken steps to guard against
this danger," Garmatz said.
French Law Cified
'France, for example, has a
statutory stipulation that twothirds of the crude oil imported
for internal consumption must
be carried in French ships or
chartered ships approved by
Til
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the French government," Rep.
Garmatz told the House.
He added that, "by adminis
trative action, Japan also as
sures a massive participation of
its own vessels in oil import
movements."
He concluded that, "in my
opinion, this coimtry could do
no less."~^'
ILA Signs Pact Subject
To Pay Board Approval
An agreement boosting long
shoremen's Wages from the cur
rent $4.60 an hour to $6.10 an
hour has been signed by the
International Longshoremen's
Association and the manage
ment interest of ports on the
East and Gulf Coasts.
The agreement which
amounts to a 41 percent in
crease over three years must be
submitted to the Pay Board,
which has an announced policy
of limiting increases to 5.5 per
cent.
Agreement on the contract
apparently ended a three-month
lal^r dispute on the East Coast
docks which saw a 56-day
strike of the Intemationid
Longshoremen and Warehouse
men's Union on the West Coast
was ended by an injunction
that was due to expire Jan. 17.
The ILA contract was signed
subject to Pay Board approval
within 60 days. ILA President
Thomas W. Gleason declared
that productivity has been ad
vancing so rapidly in the ship
ping industry that the agree
ment with management is en
tirely justified.
At press time. West Coast
dockers were back on strike
despite threats of Congressional
action.
Fighfing for Jobs
Gralla Retires
As MSG Head
Vice Admiral Arthur R.
Gralla, (USN), a man who has
been described as "a man of
action, mover of mountains, a
doer who is totally involved in
all phases of command action"
has retired as commander of
the Military Sealift Command.
Rear Admiral John D. Chase,
former deputy commander of
MSC, has succeeded him.
As the seventh commander
of MSC, Gralla has left his
mark on the organization which
he commanded from March,
1970. He was responsible for
changing the name from Mili
tary Sea Transportation Serv
ice. "This is a military com
mand, with a military mission—
contingency sealift. We are in
volved in planning, directing,
coordinating and controlling
Defense sealift," he said. Also
during his command, periodic
meetings between shipping industfy and the shipper services
have been held and thus estab
lishing better communication
of ideas and shipping needs.
The need for both a mod
ern, dynamic and sizable mer
chant marine force often was
stressed by the Admiral.
Throughout his 37 years of
service, from a midshipman at
the U.S. Naval Academy to
first director of missile research
and development. Bureau of
Naval Weapons, ahd later as
first commander of the Naval
Ordnance Systems Command,
Admiral Gralla has met the
challenges characteristic cf his
career and assumed a strong
leadership in his command.
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Christmas Day jn the Port of Houston found these Santas—
SIU members Frank Radzvllla, left, and Charles Locke—man
ning a picket line at the gangway of, ironically, the Liberianflag Saint Nicolas. The Houston picket line was one of several
established in various U.S. ports protesting the use of foreignflag ships by American business concerns. The SIU, in con
junction with other seagoing unions, contends that wages and
working conditions aboard these ships are substandard in
comparison to American-flag ships and, by utilizing them, U.S.
firms are depressing our standards, wage opportunities and
costing American seamen jobs. Other unions participating in
the picketing included the NMU, MEBA and MM&P.'
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^ Interior, Commerce-Officials ^
Express Views on Merchant Marine
Hon. H. M. Dole
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Adm. G. H. Miller
The Hon. Hollis M. Dole, assistant secretary* of the U.S. Department of the
Interior, mineral resources, spoke to a luncheon sponsored by the eight million
member AFL-CIO Maritime Trades Department, on the coming energy crisis.
Here are highlights from Mr. Dole's address:
We face a serious deficiency in energy
In the next three decades we can
from reliable sources. It's a fact. It's look for nuclear power to assume an
here now. And it's going to get worse increasing share of the energy mix, at
before it gets better.
the expense of all the others. Our total
You who are concerned with the use of energy in the year 2000 may be
vitality and future of the U.S. Merchant three times what it was in 1970,
Marine have been living with the same
Now let us look at supply, which is
kind of problem for a good many more where all the problems are.
years than those of us who have some
Domestic oil supply is in trouble,
responsibility for the nation's energy and buyers are turning more and more
supply. We can devoutly hope that with to the only source left to meet demand;
the Merchant Marine Act of 1970 the that is, imported oil. There is plenty of
foundation has been laid for revitalizing it, and all we have to do, as the critics
our maritime strength. The nation needs of the oil import control program keep
a robust, growing merchant marine, just telling us, is to let it come in freely and
as it needs a robust, growing energy we can satisfy all our energy needs
industry.
and have cheaper energy too.
We could satisfy all our needs for
(Noting the presence of a number of ocean transport with foreign bottoms.,
trainees at the Harry Lundebeig School too, and it would be cheaper than to
ot Seamanship in the audience Mr. carry our trade in U.S.-flag ships. You
D<de in the coarse of his remarks com don't buy that argument, for reasons
mented, *T commend the Seafarers In that are well known to you.
ternational Uni<m on the program of
The same reasons underlie our con
training yttn have at the Piney Point tention that we simply cannot allow
facility. In our educatimial system, we ourselves to become beholden to any
overlotdt the bread and butter job re outside source for anything so critic^
quirements
our economy.
to our economic growth and national
**We in the Department of Interior security as energy.
have started two or three programs for
Demand in 1985 will be 26Vi mil
the purpose of training young people lion barrels a day, up 12 million from
for jobs in die energy and minerals re the 14Vi million barrels we used in
sources fields. I would hope that our 1970. We figure that the best we can
programs meet with the same success expect out of the lower 48 states in
that you have in training young men for the way of oil production is about 11 Vi
jobs in the American merchant ma million barrels a day in 1985.
rine.")
Like it or not, we must face the
There .are certain things about a prospect that within 14 years from now,
nation's life that are simply too impor some 23 percent of our oil may be
tant to be left to the control of others. coming from the trouble-ridden polit
One is ocean transport. Another is en ically imstable coimtries of the Arab
ergy. These, and a handful of other world, even with the Alaskan North
truly strategic services constitute the Slope available to us.
While we consume 30 percent of the
irreducible minimum of capabilities
which the nation must have under its world's oil, we own only eight percent
of the world's reserves, and this gives
own control at all times.
Simply put, energy is the capability some indication of the nature of our
to do work. Everything we eat, wear, problem.
It takes time to effect a major turn
use, or enjoy requires energy to make it
around
in energy supply, just as it takes
available to us. Every material benefit
we enjoy represents die end of a chain time to rebuild a Navy or a merchant
of energy inputs—mowing, cultivating, fieet. The point is that we don't have
harvesting, processing, mining, manu to let ourselves became a permanent
hostage to the economic and political
facturing, transporting, distributing.
policies of the oil exporting nations of
the world.
We will have to try for results over
the short term to hold the growth of
our dependence upon foreign energy
sources to a minimum and at long term
results to permit an enduring solution
to our problem of providing ample and
secure supplies of energy to the Nation.
Aside from the North Slope, the best
prospective territory for oil and gas
exploration remains, the continental
shelf. Less than two percent of this
area has ever been leased.
One of the great challenges to the
oil business is the fact that for every
barrel taken out, two are left in the
ground. If we could only reach a frac
tion of one of those two barrels left
behind, we could enormously increase
our domestic oil supply without finding
another single new field.
Asst. Secretary of the Interior Hollis Dole greets students from the Harry
Lundeberg School. Left to right are: Robert Hauyen, Herbert Talbert, Dole,
Terrence Amiand and Roy Davidson. In the background is 0. William Moody,
MID administrator.
Adm. George Miller chats with some young trainees from the Harry Lundeberg
School of Seamanship prior to the MTD luncheon in Washington. From the left
are: Ashton Woodhouse, Sam Rivers, Donald Reichenback, Miller, Victor Ard,
Paul Grepo and Albert Matthews.
^ ^ -j
At a recent luncheon of the AFL-CIO Maritime Trades Department, Rear
Admiral George Miller, special consultant to the Department of Commerce, gave
his views of maritime strategy for the 1970s.
Printed below are highlights of his remarks.
The United States must never again be as imprepared as it was for the outbreak
of World War I and World War H.
In future emergencies we must have the ships ready at the outset to rally our
resources against any aggressor. We can no longer rely on our allies to protect our
shores while we prepare, nor can we count on American-owned ships registered
under foreign flags to come to our aid.
In the event of a major catastrophe today, the U.S. would be faced with an
overall shipping shortage of a mangnitude not currently being contemplated. And
the shipping emergency will continue in this coimtry into the late 1970s at least
The Merchant Marine is a main pillar of our entire national security and
international relations structure—an indispensable instrument of national policy.
The Merchant Marine is the only means of bringing the fuel and raw materials
to this country's population and essential industry, just for normal operations.
It is the controlling factor in our country's ability to face and sustain any kind of
major effort, military or otherwise.
It alone can save the U.S. Navy in the areas of logistic support, combat augmen
tation and military sealift during a military confrontation.
Our country's influence in the world, our military security and the health of our
civilian-industrial base depend on having enough ships, commercial and navy.
To acquire the ships this country needs, it must be made as practical for the
U.S. citizen to earn a livelihood in shipping and shipbuilding under the American
flag as it is for him to earn a living in the steel, chemical, electronic and automobile
industries. Equitable incentives and opportunities will enable the U.S. shipowner to
regard the American flag as his "flag of convenience."
The more our government agencies use the U.S.-flag fleet, the more they will
encourage private investment in the additional merchant fleet needed in emergen
cies. Let those who defend the free enterprise system set the example by using its
products and services."
There are three things we can do
about coal. First, we can go out and
find more low-sulfur coal near the
major market areas in the East. Second,
we can perfect equipment that can be
installed in furnaces that bum coal
which will remove the sulfur gases
either in the combustion phase, or from
the exhaust stream as it goes up the
stack. Third, we can convert coal to
liquid and gaseous fuels by processes
which leave the sulfur be^d in the
residue.
We in the Department of the Interior
view integration of energy responsibil
ities as the single most important thing
that can be done with respect to solving
problems that have become far too
complex, too important, and too urgent
to be settled in the loose and uncoordi
nated fashion which was good enough
in the days when energy was plentiful.
�April 17, 1972, 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 1971.
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 Sea^rer 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).
(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 SB.
A Seafarer with income of less than these amounts
should file a return to get a refimd 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.
When To File
Tax retiuns have to be filed by April 17, 1972.
However, the April 17 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 affidavit stating the reason for delay.
How To Pay
Make check or money order payable to "Internal
Revenue Service" for fidl amount on line 28. Write
your social security number on your check or money
order. If line 28 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.
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.
(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
spouse is 65 or over, $3,500 if both 65 or over),
provided:
(a) You and your spouse had the same household
as your home at the close of the taxable year.
Changes In Marital Status
If you are married at the end of 1971, you are
considered married for the entire year. If you are
divorced or legally separated on or before the end of
1971, you are considered single for the entire year.
If your wife or husband died during 1971 you are con
sidered married for the entire year. Generally in such
Your 1971 Tax Form
Many Seafarers will need only Form 1040 in
filing their 1971 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 for in
terest income in excess of $100;
Schedule C for income from a personally owned
business;
Schedule D for income from the sale or exchange
of capital assets;
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; and
Schedule SB for reporting net earnings from
self-employment.
Some specialized forms available only at In
ternal Revenue Service offices are:
Form 1310, Statement of Claimant 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 2950SE, Self-Employed Retirement De
duction;
Form 3468, Computation of Investment Credit;
Form 3903, Moving Expense Adjustment;
Form 4136, Computation of Credit for Federal
Tax on Gasoline, Special Fuels, and Lubricating
OU;
Form 4137, Computation of Social Security Tax
on Unreported Tip Income;
Form 4625, Computation of Minimum Tax;
Form 4583, U.S. Information Return of Foreign
Bank, Securities, and Other Financial Accounts;
Form 4726, Maximum Tax on Earned Income;
and
You May Have IRS Compute Your Tax.—If
your income on line 18 is $20,000 or less and con
sists only of wages, salary and tips, dividends, in
terest, pensions and annuities, and you choose the
standard deduction instead of itemizing, you may
have the Service figure your tax for you.
The Service will compute your tax if you:
1. Fill in lines 1 through 18, lines 22, 24, 25,
line 26, if applicable and line 31.
2. Skip lines 19, 20, 21, 23, and 27 through 30.
3. If you are filing a joint return, show hus
band's and wife's income separately in the space to
the left of the entry space for line 1'^.
4. File your return on or before April 17, 1972.
The Service will then compute your tax and re
fund any overpayment or bill you for any amount
you owe.
Note: If you elect to have IRS compute your
tax, the Service will also figure your retirement in
come credit if you answer the question on Schedule
R for columns A and B and fill in only lines 2 and
5 of Schedule k and enter RIC on line 20 of
Form 1040.
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.
t
Where to File
With the Internal Revenue Service Center for your
district. Use envelope mailed you or the appropriate
address below.
If yonr leyal residence
or prin^pnl piece
of onsineas Is in
Delaware, District of
Coiumbia, Maryland, New
Jersey, Pennsylvania
Alabama, Florida, Georgia,
Mississippi, North Carolina,
South Carolina
Indiana Mic' gan,
OhloTWest Virginia
Arkansas, Kansas,
Louisiana, New Mexico,
Oklahoma, Texas
Alaska, Arizona, Colorado,
Idaho, Minnesota, Montana,
Nebraska, Nevada, North
Dakota, Oregon, South
Dakota, Utah, Washington,
Wyoming
Use this
mniiing address
Internal Revenue Service
Center
11601 Roosevelt Boulevard
Philadelphia, Pa. 19165
Internal Revenue Service
Center
4800 Buford Highw^
Chamblee, Georgia 30006
Internal Revenue Service
Center
Cincinnati, Ohio 45298
Internal Revenue Service
Center
3661 S. Interregional Highway
Austin, Texas 78740
Internal Revenue Service
Center
1160 West 1200 South Street
Ogden, Utah 84406
Illinois, Iowa, Missouri,
Wisconsin
Internal Revenue Service
Center
2306 E. Bannister Rood
Kansas City, Missouri 64170
Connecticut, Maine,
Massachusetts, New
Hampshire, New Tork,
Rhode Island, Vermont
Internal Revenue Service
Center
310 Lowell Street
Andover, Mass. 01812
Kentucky, Tennessee,
Virginia
Internal Revenue Service
Center
3131 Democrat Road
Memphis, Tenn. 38110
California: Counties of
Imperial, Inyo, Kem,
Los Angeles, Mono,
Orange, Riverside, San
Bernardino, San Diego,
San Luis Obispo, Santa
Barbara, and Ventura
Internal Revenue Service
Center
1160 West 1200 South Street
Ogden, Utah 84406
California (all other
counties).
Hawaii
Internal Revenue Service
Center
5045 Bkkst Butler Avenue
Fresno, California 93730
If yon are located in:
Panama Canal Zone,
American Samoa,
Guam
Puerto Rico (or If excluding
Income under section 933)
VIiiwln -Islands:
- Non-'permanent residents
Virgin Islands:
Permanent residents
> I
Use this address
Internal Revenue Service
Center
11601 Roosevelt Boulevard
Philadelphia, Pa. 19156
Internal Revenue Service
Center
11601 Roosevelt Boulevard
Philadelphia. Pa. 19166
Department of Finance,
Tax Division
Charlotte Amalle,
St. Thomas
Virgin Islands 00801
U.S. citizens with foreign addresses except (A.P.O.
and F.P.O.) and those excluding income under Sec
tion 911 or 931, should file with the Internal Revenue
Service Center, 11601 Roosevelt Boulevard, Phila
delphia, Pennsylvania 19155.
Exemptions
Each taxpayer is entitled to a personal exemption
of $675 for himself, $675 for his wife, an additional
$675 if he is over 65 and another $675 if he is blind.
The exemptions for age and blindness apply also to a
taxpayer's wife, and can also be claim^ by both of
them.
In cases where a man's wife lives in a foreign
country, he can still claim the $675 exemption for her.
In addition a taxpayer can claim $675 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 must have less than $675 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 $675 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
more than ten percent of the support of a dependent
to claim an exemption for that individual, provided
the other contributors file a declaration that they will
not claim the dependent that year.
Credit For Excess Social Security (FICA)
Tax Paid
If a total of more than $405.60 of Social Security
(FICA) tax was withheld from the wages of either
»if
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�you or your wife because one or both of you worked
for more than one employer, you may claim the ex
cess over $405.60 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 Sociad Security benefits.
i,
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.
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 raid by you
for another person.
Contributions
Any taxpayer can deduct up to 50 percent of ad
justed gross income for contributions to charities, edu
cation^ institutions and hospitals. In the case of
other contributions a 20 percent limitation applies.
Medical and Dental Expenses
All expenses over three percent of adjusted gross
income for doctor and dental bills, hospital bills, med
Welfare, Pension and Vacation Benefits
Benefits received from the SIU Welfare Plan do not
have tc 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 imder 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.
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Death Benefit Exclusion
If you receive pension payments as a beneficiary
of a deceased employee, and the employee had re
ceived no retirement pension payment, you may be
entitled to a death benefit exclusion of up to $5,000.
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 1971 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
Should You Use the Standard Deduction or Itemize
Your Deduction?—One of the important decisions
you must make is whether to take the standard de
duction or to itemize your actual deductions for
charitable contributions, medical expenses, interest,
taxes, etc. Because the standard deduction varies at
different income levels, it will generally be helpful to
follow these guidelines based on your adjusted gross
income (line 18):
If line 18 is less than $8,000 and your deductions
are less than $1,050, find your tax in tax tables 1-13
which give you the benefit of the standard deduction.
If yoiu: deductions exceed $1,050, itemize them and
figure tax on lines 46-50.
If line 18 is between $8,000 and $11,500 and your
deductions are less than 13 percent of line 18, use
the standard deduction. If more than 13 percent,
itemize your deductions.
If line 18 is over $11,500 and your deductions are
less than $1,500, use the standard deduction. If over
$1,500, itemize your deductions.
Note: If married filing separately, divide the above
dollar amounts by 2 to determine whether you should
itemize or take the standard deduction.
The following items can be used as deductions
against income (if you do not take the standard de
duction) :
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
M : 11
January 1972
.oJ
ical and hospital insurance, nurse care and similar
costs can be deducted. Other such costs include such
items as eyeglasses, ambulance service, transportation
to doctors' offices, rental of wheelchairs and similar
equipment, hearing aids, artificial limbs and correc
tive devices.
However, if the Seafarer is reimbursed by the Sea
farers Welfare Plan for any of these costs, such as
family, hospital and surreal 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 amoimt de
ductible is $150. The other one-half, plus any excess
over the $150 limit is deductible subject to the
normal three percent rule.
Care of Children and Other 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 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.
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.
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, raffles, etc.).
Refunds of State and local taxes (principal
amounts) if deducted in a prior year and resulted
in tax benefits.
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.
Long-Tnp 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, 1970, paying off
in January, 1971, woidd have all the five months'
earnings appear on his 1971 W-2 slip and all
the taxes withheld in 1971. This practice could
increase his taxes in 1971 even ffiough his ac
tual 1971 earnings might be less than those in
1970.
There are ways to minimize the impact of this
situation. For example, while on the ship in
1970, the Seafarer undoubtedly took draws and
may have sent allotments home. These can be
reported as 1970 income.
Unfortunately, this raises another complica
tion. The seaman who reports these earnings in
1970 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 1970, 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 1971 W-2.
The seaman then, on his 1971 return would
have to explain that he had reported some of
his earnings in 1970 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 wiU 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
veiy little income in one year and very consider
able income the next. Otherwise the tax saving
is minor and probably not worth the headache.
�to the
editor
Symjpathy Apprmatea
To the Editor:
1 wish to acknowledge with grateful appreciation the
kind expression of sympathy received at the death of
my husband, Amos Chastain, who passed away whll#^
filing aboard the Penn Sailor.
s
Thank you for the kindness and promptness of the
Seafarers Welfare Plan in its handling of my husband's
benefits.
^=1
i I also wish to express my appreciation to the crev^f|
members aboard the Penn Sailor for the money thejf""
sent for flowers.
; Thank you also to all of Amos' other friends aboard
other ships for money they sent for flowers.
L
Again, thank you ail.
MrSi AiQds Chastitit ;!'^
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A ThougHtful Union•j'lvC
Blindfolds, Gags and Ear Plugs
Last month, the U.S. Department of
Health, Education and Welfare held a meet
ing in San Francisco—a closed-door meet
ing concerning the fate of the local U.S.
PHS hospital which annually services thou
sands of beneficiaries, including Seafarers.
SIUNA Vice President Frank Drozak
tried to get into that meeting as the repre
sentative of many PHS beneficiaries. He was
tinned away. HEW did not want any such
representative in on the decision to close
or transfer the San Francisco hospital.
The battle for this hospital and the seven
others in the PHS system has been going on
since December, 1970, when the depart
ment announced plans to close all eight.
Then, at the urging of the SIU, the Mari
time Trades Department's Port Councils,
and other maritime unions. Congress stepped
in to question HEW about the proposed
closings. The Department backed off from
its original stand at this point and promised
Congress broad studies would be taken to
indicate what would be the best alternative
for the hospitals—continued federal opera
tion, closure, or transfer to community con
trol.
It's evident now that HEW has ignored
Congress, slapping on it the blindfold of
secret memoranda and closed-door meet
ings. Instead of a review of all possible
alternatives for the hospital, HEW is giving
local communities only" two alternatives—
accept transfer to community control or
accept the closing of the hospital.
So now we see that the Department has
blindfolded Congress, gagged the general
public, and blindfolded, gagged and stuffed
the ears of PHS beneficiaries.
This situation cannot be allowed to con
tinue. We will not allow it to continue. At
a time when the nation is in the midst of an
admitted health care crisis, no group of
citizens—^union members, PHS beneficiar
ies, anyone-—can stand idly by and allow
the closing of eight major health care cen
ters.
We think it's time that HEW stopped
trying to make monkeys of us all.
A Little Bit of Sugar.
Some 200,000 members of the Interna
tional Association of Machinists and the
United Auto Workers recently won a new
contract calling for a pay hike of 12 percent
in the first year.
These union members all work in the
ailing aerospace industry where unemploy
ment has been rife for many months.
When the contract went to the Phase II
Pay Board, the public and employer mem
bers rejected the pacts on the grounds that
the pay raises were too high, exceeding the
Board's 5.5 percent guideline.
The Board ignored the fact that about
two-thirds of the 12 percent was agreed to
by the employers back in 1968 as a catch
up on living costs. Taking out this catch-up,
pay and fringe benefits in the first year were
actually less than 5.5 percent.
The Board later said it would accept an
eight percent increase. But by that time, the
die was cast. Both the lAM and the UAW
Page 10
announced they would seek an injunction in
Federal Court to enjoin the Pay Board from
"destroying the integrity" of the contracts.
In other words, they will see, legally
through the courts, if the Pay Board has
the right to interfere in the collective bar
gaining process.
There is an interesting sidebar to the
whole story. Within hours after the Pay
Board rejected the 12 percent pay hike, an
official of NASA announced approval of a
new aerospace program—a "space shuttle"
designed to make space travel eventually
available to all citizens.
The space shuttle program could be a
solid shot in the arm for the bogged-down
industry.
Isn't it interesting that this announcement
came shortly after the Pay Board acted?
Remember what grandma used to say: "A
little bit of sugar makes the bitter medicine
go down."
Efo'the Editor:
V; •
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I would like to express my gratitude to the Union
lits thoughtfulness in paying my deceased husband'a e
!hospital bills, and for the check from the ^faiefs
Welfare Plan.
All of the kind and great things the union has done|
pfor my husband and for myself are appreciated by me^ li
phey have been a lifesawr for me—words cannot exIpress how grateful i am for your help.
Mrs. Everett B. Pridgeon
JacksofitfiHer Fla.
Proud of SIUj
X ha^
l^eck for
Ta^
I wish to say as I have said mahy times before that ;
Seafarers International Union is the greatest union in the
world.
V, I am relink and sj^^ to many retir^ here in Floridi^;
Imd ncme belong, to a mijkm
benefits as mimerous a^g;
Ihose (^ered by the SIU;
This makes me very proud and very grateful,.
res^;®raUi{IH
the Editor; ,
,
,
There are no words to express my thanks and appreciadon for the mm^
union has come to my aid. X^
have been hospitalize five times, four for surgery.
gig
V It is such a comfort to have tiffs God-sent weffare
^ion; ,. .
I wish to also thmiJc SIU Seattle Port Agent Steve Troy -'."i
fpr all his help.
• '^mh'EveKlt
Seattle, Wash.
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f- (Editor's Note: The De<xittb» issue of the Log carried
a "Letter to the Editor" entitled "Support SPAD." This
letter was sniNOEittted by Seafarer Kosta Ila^misios, not
John GrifBn as incorreey istate.^^^ W
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January, 1972
Volume XXXIV, No. I
fUMAKEMHmtOO
Official Publication of ttie Seafarers International Union
of North America, Atlantic, Gulf, Lakes and Inland Waters District.
AFL-CIO
Executive Board
Paul Hall, Prtsidem
Cal Tanner, Exectitire Vict-Presideut
Earl Shepard, Vice-PrtsideHt
Al Kerr, Secrelary-Treaiurer
Lindsey Williams, Vice-President
Al Tanner, Vice-President
Robert Matthews, Vice-President
I Published monthly at 810 Rhode Island Avenue N.E., Washington, D.C.
120018 by Seafarers International Union, Atlantic, Gulf, Lakes and Inlland Waters District, AFL-CIO, 675 Fourth Avenue, Brooklyn, N.Y.
11232. Tel. 499-6600. Second class postage paid at Washington, D.C.
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Seafarers Log
VII
I,
�Nationwide Consumer Protection Effort
AFL-CIO Forms VoJunteer
Staff to Check On Prices
The AFTL-CXO, through its
Community Services Depart
ment, is monitoring price in
creases throughout the nation
and has assembled a volimteer
staff of 30,000 union members
to check each price increase
they spot.
Leo Perlis, director of com
munity services for the federa
tion, ^said that even trained
montors would find it nearly im
possible to know if prices had
been raised illegally. Thus, the
volunteers have been asked to
inquire about each price raise
they spot, and if dissatisfied
with the answer to report the
increase to AFL-CIO head
quarters where it will be
checked further.
Confusing Guidelines
The problem, Perlis said, is
in the Price Commission's rul
ing that retailers are permitted
to increase prices if their per
centage of profit for a given
item does not rise.
Perlis said that with rules
like those it would be impos
sible for any but the most
skilled observers to know
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whether the price of an item
had risen illegally or not.
Perlis said price monitoring
units had reported a variety of
price increases, and the Internal
Revenue Service early in Janu
ary confirmed the existence of
widespread violations of Price
Commission guidelines.
Prior to the IRS statement;
the Price Commission itself
had asked the tax agency to
look into more than 1,000 com
plaints of violation of the guide
lines.
Labor is Critical
The price control program,
and the structure of the other
Phase n regulatory group—the
Pay Board—were criticized by
Al^CIO President George
Meany in statements issued
during the New Year's holidays.
Meany said that, "the prices
workers must pay for every
thing they buy continue to
mount while the much pub
licized price control program,
with no effective enforcement
mechanism, promises much and
delivers little."
In a letter to Judge George
H. Boldt, chairman of the Pay
Board, Meany said the "very
future of the Pay Board is
seriously endanger^."
He cited as evidence an an
nouncement by the business
members of the board that they
would oppose any scheduled
increase over 7 percent "with
out regard to equity, number of
people involved, historic prece
dent or comparability."
His suggested remedy for the
board's problems was "to quick
ly adopt rules and procedures
that can be widely accepted as
equitable and understandable.
It surely does not need the huge
and paralyzing number of
challenges and appeals that the
business members announce
ment threatens to create."
In a New Year's Day state
ment, Meany said that despite
such obstacles, "American
workers and their unions face
the uncertain year ahead with
a marked degree of confidence
bom from the knowledge that
self-delivery is available through
the most precious possession of
free people—the ballot."
SIU Welfare, Pension and yacation Plans
CASH BENEFITS PAH)
REPORT PERIOD
FOR PERIOD DECEMBER 1,1970 thru DECEMBER 31,1971
inTMBEB
SEAFABEBS' WELFARE FLAy
OF
BENEFITS
AMOUNT
PAID
Scholarship
110 $
32,104.85
Hospital Benefits
25,420
614,676.69
Death Benefits
311
860,474.50
Medicare Benefits
7,332
23,358.10
Maternity Benefits
486
93,960.80
Medical Examination Program
10,072
254,600.77
Dependent Benefits (Average $486.82) 31,616 1,501,237.50
Optical Benefits
8,349
374,578.04
Meal Book Benefits
4,239
49,661.29
Out-Patients Benefits
69,044
516,207.09
Summary of Welfare Benefits Paid
156,679 4,322,859.^
Seafarers' Pension Plan—Benefits Paid 25,156- 6,166,715.25
Seafarers' Vacation Plan—Benefits Paid
(Average—$518.68)
18,649 9,299,814.28
Total Welfare, Pension & Vacation
Benefits Paid This Period
200,784 $19,789,389.16
Tax Refunds Due
The following f^eafarers should contact Jack Lynch,
Room 201, SUP Building, 450 Harrison St., San Francisco,
Calif. 94105 for income tax refiind checks.
3
S. A. Beard
Manuel J. Dacunha
Winifred S. Daniel
Burr G. Eells
Orlando R. Hoppe
John Magal
Ehner J. Moe
Richard M. Pauly
Henry S. Perreira
David San Miguel
Pascual S. Sim
Alfredo Zulueta
Consumers Face Further Rise in Living Costs
I
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by Sidney MaigoUus
Purported price guidelines or
not, your living costs are going
to be higher this coming year.
With food prices already be' pnning to rise again, the like
lihood is that the cost of living
will go up even more than the
2Vi percent the Nixon Admin
istration is trying to set as the
maximum rise.
As this is written in Decem
ber, the Dun & Bradstreet
wholesale food price index al
ready has gone up four weeks
in a row and is the highest since
last August. You did not get
the full benefit of the drop in
wholesale prices this past fall,
and only exception^ly low
prices for pork and eggs kept
food bills fairly level in recent
weeks.
But now supplies of pork and
eggs are decreasing, and prices
for these foods and many veg
etables and fruits already are
going up.
The other expense problems
that will give your family most
difficulty this year are housing,
transportation and medical
care. Moderate-income families
will be hit hardest by this year's
continuing inflation. Food and
housing usually take over half
their income and these costs
are going to be under greatest
pressure this year.
Rents Rise
Rent increases loom as the
most explosive problem. Be
fore the recent freeze went into
effect, rents had been going up
at almost twice the rate of
homeowner expenses. Rents
continued to rise even during
the freeze. Now that rent "con
January 1972
trols" have been replaced by
"guidelines," many complaints
of sharp increases have been
made—some up to 30 per cent
—according to the Internal
Revenue Service.
To its credit, the IRS which
administers the guidelines, has
warned that landlords must keep
records of their charges for
comparable units, and must
show these records to tenants
and explain the reason for any
increase; Renters asked to pay
increases that seem unjustified
can make a complaint to the
nearest IRS office.
At the same time families
hoping to get out of the rent
trap by buying a home are fac
ing a sharp increase in prices.
The typical price of a new
house jumped from $23,000
last fall to $25,000 now. This
is the bigegst one-year increase
of the past decade.
Since it has become difficult
to police food and other prices
now that "controls" have been
replaced by vague "guide
lines," unions and other groups
trying to maintain a price
watch possibly can do this most
usefully by collecting informa
tion on rent increases and re
porting these to the IRS.
New cars will cost 2Vi-3 per
cent more this year than during
the recent three-month price
freeze, but most of the domestic
makes will cost less than last
year because of pending repeal
of the 7 per cent excise tax.
Note that beginning Jan. 1,
car dealers are required to give
you data you can take home
on stopping, distance, accelera
tion and passing ability, and
tire reserve loads. This iriormation can help you compare
these vital safety featmes among
different makes and models.
Some Shopping Principles
To buy the best possible
standard of living for your fam
ily, you need to use consistently
a number of shopping princi
ples and techniques. Below we
have summarized ten shopping
principles which can help you
buy the most for your money.
These are:
• Make it a practice to com
pare values in different stores
just as a professional purchas
ing agent secures bids from dif
ferent supplies. Especially on a
large item, shop at least three
stores. You'll know much more
about quality and values by the
time you are in the third store
than in the first.
• Time your buying to take
advantage of the savings avail
able at annual sales such as the
January and July shoe sales and
clothing clearances, and the
February and August homefurnishings sales.
• Buy according to intended
use. In food, buy the more care
fully-selected Grade A prod
ucts when appearance is im
portant but the lower-cost B
and C grades for cooked dish
es. For example, buy fancy
canned tomatoes for the table,
but a cheaper grade for the pot.
Both are equally nutritious.
• Buy according to grade
and specification rather than on
the basis of the best-known
brand name or the assumption
that a higher price necessarily
means significantly higher qual
ity. For example, if a number
of brands of frozen juice con
centrate are all labeled "U.S.
Grade A," or if all aspirin tab
lets are labeled "U.S.P." (mean
ing, they meet the standards of
the U.S. Pharmacopoeia), a
consumer can buy the lowestpriced with assurance of getting
the same basic quality.
• Buy on the basis of nu
tritive values, which these days
especially means reading the
list of ingredients shown on the
labels, and buying basic foods
rather than processed versions.
Note that each additional step
in procesing increases the cost;
often disproportionately. If
chicken is cut into parts you
pay 5 per cent more than for
a whole chicken. If the parts
are already breaded for frying
you pay 50 per cent more. If
the chicken is already fried you
pay 90 per cent more.
• Buy in bulk to take ad
vantage of the lower costs of
larger sizes of groceries, some
meat products, soaps and toil
etries, which usually (although
not always) save 1(3 to 20 per
cent over the cost of smaller
sizes.
• Look for basic quality
rather than deluxe features.
Merchandise usually falls into
three prices classes: low-end,
moderate-price and high-price.
A manufacturer may make
washing machines at three price
levels. While the "low-end"
model may lack some useful
features, the medium-priced
model will have all the essential
features of the deluxe model.
• Select basic styles. The
simpler the styling of clothing
or home furnishings, the larger
the proportion of cost that has
gone into the actual materials
or construction rather than into
decoration. Simpler clothing
and furniture also have less
tendency to become "dated."
Simple clothing can be worn
easily with other items in your
wardrobe. Simple furniture will
harmonize more easily with
other possessions. Clothes,
furniture and appliances with
clean lines and less detail also
are less costly to maintain.
• Pool your buying with
others, which can reduce costs
significailtly by enabling bulk
prices and lower selling costs.
This technique can be as in
formal as several families shar
ing a large purchase of garden
supplies or cases of canned
goods, or more permanent ar
rangements such as buying
clubs which arrange with local
merchants and fuel suppliers
for discounts, or the consumer
co-ops in some cities which
operate their own supermarkets,
pharmacies, optical services,
apartment houses and insurance
services.
• Finance family needs at
lowest costs. Credit fees are
higher than most people realized
until the enactment of the
"truth in lending" law. Costs
range from 12 per cent or less
per annum for credit-union and
some bank loans, to as much as
30-42 per cent at small-loan
companies and for some finance
charges on used cars, depend
ing on where you arrange the
credit and how long you take
to repay.
Page U
�isored its annual C^iVitm
K ^ the woS
I
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season ;^n.
dinner at SI
i
holidays an^^n'
» the
I O'^pany, as well s»
oojoy one another's
[ |i^^ ®^ ihesm
I
'•®Past compii-
a lonely one^ I
J
family and
the ho^^^^ ^e. That is why 1
a: ftiMds for Jong periods
p ^efdi^ of comradesbiD^S
fP«« so that their cSn^
to^e^est.
• •
®®mbers in
holiday «
he
J
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H^/Vm/-ingfofi
^efroJf
Teregafe'"!^^ °«^ge
in photo at rleht
S/U solno^LW. enjoyed
-«MS
hooking forward to
e good Christm
«ra„TJ>!?«""t 0,
Ranous at festival-
•" Detroit (p^5;rit?rgK§'
MjeWe and his
eg-eedCTriatmas was fine
the Port of Wi/m/ng^
i
antflMrs. Dare Retert\T
Detroit A
of Great Lake? m
and their faJf.,.^embers
'or goS
'"et'e
Seafarer Waiter Stewart J^Ttamii.
• —
«-e Port o/ffr„|to?S'""' Christmas dfnner in
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Boston
1-1 •'
Seafarer John Duffy and family joined in Christmas
celebration at Boston s Essex Hotel by the SlU.
Seafarer and Mrs. John Chermisino and boys are
about to start festive day in the Port of Boston.
Seattle
Buffalo
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Two veteran steward department members, G. Vinluan (left)
and A. Asuncion, found Christmas Day in Seattle a day not
only for a fine meal but also for a chance to talk over old times.
Brother Ed Murphy, a member of the SlU-affiliated Inland Boatman's Union, presides at head
of table as family enjoys SlU dinner at Buffalo's Lenox Hotel.
Philadelphia
r
Seafarers Richard and Larry
Saviour and a friend in photo
at right all concurred that
Christmas day was a happy
one in the Port of Philadel
phia.
I f
Brother Harvey Hill and wife took occasion to meet old friends.
Getting ready to eat a tasty
Christmas meal in the Port
of Philadelphia are Seafarer
Harry McCullough, his mother
and other members of his
family in photo at right.
A leisurely and enjoyable
Christmas day was spent in
the Port of Philadelphia by
Seafarer and Mrs. Pedro Vina
and SiU member William Con
don in photo at right.
I
\
Seafarer and Mrs. Joseph Schoell are happy faces at SIU
Christmas Dinner in the Port of Seattle. Schoell is an SIU
pensioner.
January 1972
Page 13
�' 'r /:;..
Union members in the Port of Norfolk had a very Merry Christmas at the Golden Triangle Hotel where the
SlU held its annual holiday dinner.
In the Port of Norfolk the Wynn family and guests were enjoying a tasty
Christmas meal when the photographer snapped this picture.
Yokohama
Mr. and Mrs. John Simpson, their daughter and guests spend an enjoyable
Christmas at the Golden Triangle Hotel In the Port of Norfolk.
New York
Seafarer P. Wieks and his son Joseph enjoy Christmas meal
in Yokohama.
Keiko Nakategawa (left) joins Mr. and Mrs. Arnold Hamblet
for Christmas Dinner in the Port of Yokohama.
Seafarer and Mrs. James Johnson and their guest, Tamra-San These two tiny tots can only muster up a bashful glance for the Log photographer as they and
find pleasure In each other's company at Christmas Day their grandmother, Eula Garcia, enjoy Christmas day at union headquarters in New York. They
gathering in tho Port of Yokohama.
are the family of SlU pensioner Antonio Garcia, who sailed as ccok and baker.
wm
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SEAFARERS^LOG
OFFICIAL ORGAN OF THE SEAFARERS INTERfiATIONAL UNION • ATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT . AFL-CIO
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PRMtESS IN EDUMTION
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The
Future
Is
Now
Seafarers are a unique group of people. They sail the waters of
the earth, a small band of men alone in a small world of their own.
They look at the sea, the skies and the stars. And they look to the
future.
They look to progress and a better future, for themselves, for their
brothers of the sea, for their families, friends, neighbors, for all man
kind.
In the beginning, the insatiable curiosity of Seafarers led them to
new and mysterious lands. They were explorers, discoverers. They
were inquisitive and always seeking new ways to improve their living
standards and their horizons. And they knew that learning and edu
cation were ways to improve their lot as well as the world they lived
in.
It was against this background, coupled with the need to provide
qualified manpower when needed or attrition demanded, that the
Seafarers International Union moved to open the road to education
for its members. It did this by establishing schools in a number of
ports throughout the nations—the Harry Lundeberg Schools, named
after the founder and first president of the union.
Initially, the SIU training program had three major goals:
1. To provide entry-rating training.
2. To help Seafarers upgrade their skills so they could move to
higher ratings.
3. To aid Seafarers in preparation for examinations leading to
licenses as ships' officers.
These training centers were highly successful. They furnished
trained manpower to the nation's merchant ships to meet emergency
situations or to fill the place of Seafarers lost through death or re
tirement.
More important, perhaps, they provided training and job op
portunities for scores of young men—many of them from deprived
and disadvantaged areas of the country.
In time, it became evident that more was needed than training
centers that dealt with vocational training alone. It seemed desirable
to centralize training activities to broaden the program, to raise the
sights to a higher goal.
To this end, the Lundeberg School acquired a former Navy
torpedo-testing station located at Piney Point, Md., about 70 miles
south of the nation's capital. Situated on St. George's Creek near
the confluence of the Potomac River and the Chesapeake Bay, the
site is ideally suited for the training of Seafarers.
The total site consists of a 53-acre training and recreational area
plus a 1,000 acre farm which may one day become a special village
for Seafarers.
It was a barren spot at first. Then it began to take shape. Today,
stretching from the main entrance to the marina, there exists a com
plex of immaculate, trim buildings, flagstone walks, neat lawns, at
tractive gardens and recreational facilities. To provide the proper
kind of sea-training environment, ships are utilized as classrooms.
Because the union felt that vocational training alone was not
enough to enable Seafarers to cope with their jobs and with the com
plex society in which they live, it was decided to provide an academic
training program to help make up for past losses in education.
A staff of instructors was assembled—a staff not only possessing
the necessary professional competence to initiate and carry out an
academic program, but a staff with an understanding and interest in
the welfare of men who go to sea.
Out of this evolved the next step: An opportunity for all Seafarers
who needed, or desired it, a chance to earn a hi^ school diploma
through a high school equivalency program.
The purpose of this special section of the Seafarers Log is to high
light the progress of the union's education program. It is a report on
how the age-old dream of Seafarers—the dreams of a better future
through vocational and academic education—is being realized at the
Harry Lundeberg School.
It is a report which shows that through this education program.
Seafarers can look to the future with confidence.
�Vocational
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. V
PROGRESS IN EDUCATION
The
Future
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When the SlU and its members first acquired the
site of the Harry Lundeberg School at Piney Point,
Md., it consisted of a wind-lashed, weather-beaten
remains of a former torpedo-testing station.
Today, it is an inviting oasis of education.
A number of ships have been purchased and
brought to the site and converted into floating
schools. The Charles S. Zimmerman, formerly an
excursion vessel, houses the academic program. The
ship is complete with classrooms, a theatre and
lecture hall seating 300; a well-equipped library;
faculty facilities and meeting rooms.
The S.Y. Dauntless, which once served as the
flagship of Atlantic Fleet Admiral Ernest J. King
during World War II, plays an important part in the
vocational training program.
For three days each week, under the supervision
of the engineer in charge, trainees are given on-thejob training in both the engine and deck depart
ments. The machinery of the vessel is put in motion;
the boilers are fired; the gauges become operational;
the anchor is weighed.
This is a simulation of the actual work trainees
will become involved in on their jobs. In the engine
department, the students learn to fire the boilers and
read the gauges and become familiar with all of the
functions of the department. In the deck department,
they learn to raise and lower the anchor, tie and
untie the lines, handle the wheel.
Another vessel at the school is the Claude "Sonny"
Simmons, which formerly carried freight on the
Great Lakes and the Chesapeake Bay. It was con
verted into a vocational training center complete
with classrooms, heavy-duty winches and other
cargo-handling equipment.
Other ships obtained for training at sea, ships
which give trainees a "feel" for the traditions of the
sea, include the high-masted Freedom, former flag
ship of the sailing squadron of the U.S. Naval
Academy; the Manitou, a sailing craft favored by
'President John F. Kennedy; the Richard Henry
Dana and the Cap/. James Cook, two 135-foot bluenose schooners; plus a variety of small sailing craft.
Most training is accomplished aboard these vessels,
all of which have been equipped with the same kind
of gear trainees will find atoard the ships of the
American merchant marine.
However, students also work and train in dockside welding shops, paint shops, electrical shops,
machine shops, acquiring the skills they will need
for their careers as Seafarers.
Students live in modern, air-conditioned bungalowdormitories. For recreation, they have a swimming
pool, gymnasium, recreation center, library and a
theatre. The school also has its own sick bay and a
staff doctor to handle medical problems.
In all, the facilities at the Harry Lundeberg
School have changed from the stark realities of a
military base to the warm atmosphere of a campus.
Facilities
Training for the sea always has been one of the
prime goals of the SIU education program. Oper
ating under rules and regulations established by the
U.S. Coast Guard, the school graduates approxi
mately 1,000 students a year from its 12-week pro
gram of concentrated training. A total of 920
trainees were graduated in 1971.
The 12-week course is divided into two-week seg
ments. During the first segment, students are taught
the discipline needed for a man to work in close
harmony with shipmates at sea. The trainees also
are given an orientation course to help them learn
what the school is all about and they are subjected
to extensive evaluation.
Next, students are given intensive lifeboat train
ing classes. Since HLS first started operating, 4,520
students have earned lifeboat endorsements. During
this segment, trainees visit a port, board a ship,
meet with crew members; tour the union hiring hall
to learn the rotary system for allocating available
jobs.
In the fifth and sixth weeks of training, ship
board maintenance is emphasized, followed by in
structions in the Steward Department and the En
gine Department functions in the following twoweek segments.
During the last two weeks of training, students
live and learn aboard one of the school's large
schooners and each week a crew takes one of these
vessels up the Potomac River to Washington, D.C.
This trip serves as a test of what they have learned
from their day-to-day curriculum. It is a real-life test
for the trainees, under strict supervision, operate the
vessel throughout the short voyage.
This voyage also serves as an evaluation of howwell the vocational training program is serving the
students and, further, it becomes an award to the
trainees after a hard period of study and work.
Top priority at HLS is given to effort. Classes
are kept small. Instructors give individual assistance
wherever needed or desired.
The vocational training process has evolved
through years of experience. It continues to improve
with each new class of trainees. The success of the
program is proved by the fact that the Harry
Lundeberg School has provided the nation and the
nation's merchant marine vdth a solid core of welltrained young men ready to man the ships of today
and the highly-mechanized ships of tomorrow.
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�Academic
Training
Upgrading
High School
Equivalency
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For the professional Seafarers, HLS offers a solid
upgrading program designed to help them move up
the seniority ladder, advance to jobs of higher pay,
prestige and responsibility.
The upgrading training program covers all three
departments:
Deck—subjects cover modem cargo-handling,
the compass, hre prevention, safety at sea and ashore,
and navigational aids.
Engine—^training includes operation and mainte
nance of boilers, engines, dynamos, winches, pumps
and other machinery.
Steward—Subjects cover all of the cooking skills,
baking, meal preparation, food ordering and menu
planning.
A look at some statistics shows how efficient the
upgrading program is.
Since the school was first started, 4,168 students
passed as Qualified Members of the Engine Depart
ment (QMED). There have been 4,520 lifeboat en
dorsements; 1,522 AB endorsements; and 187
steward endorsements.
In addition to this type of upgrading, the school
offers special training to help the professional Sea
farer to advance to officer status.
Working in conjunction with District 2 of the
Marine Engineers Beneficial Association and the
Associated Maritime Officers, interested Seafarers
are given the opportunity to prepare for'the special
examinations they must take to earn licenses, as
officers.
The program has been uniquely effective. Since
it was first started, some 407 Seafarers have earned
engineers' licenses and another 64 have received
mates' licenses.
h
.. I-
Training at the Harry Lundeberg School does not
end with vocational training for careers at sea. It
has other important aspects.
Threaded throughout the 12-week course of train
ing is a variety of academic courses that include so
cial studies, science, English, mathematics, unioi
education, music and art and the geographyoriented "Ports of Call" class.
The union education course, for example, con
centrates on the history of the American lalwr move
ment with special emphasis on the growth of the
movement in the maritime industry and the eco
nomics and history of the industry.
But the academic program goes well beyond mere
subject coiuses. Consider the fact that many of the
students come from economically deprived areas.
Many are school drop-outs, for a wide variety of
reasons. Testing, which every student undergoes
upon arrival at Piney Point, shows that one out of
every six trainees requires some special assistance.
Especially in reading.
Miss Hazel Brown, HLS Director of Education,
said recently that "a person with a reading disabil
ity needs special, individualized attention. We give
that student that attention througji a remedial read
ing course."
The remedial reading program is based primarily
upon the individual approach. The teacher and the
method adjust to meet the student's own require
ments.
Miss Brown explains that the course is designed
to serve a double purpose: To develop additional
reading skills and to assist the student to meet his
primary goal of learning the skills required to be
come a merchant seaman.
The results of the program have been gratifying.
Students have been able to increase their reading
level by as many as two years and by as much as
four years. Thus, the remedial reading program has
been one of the most popular and one of the most
successful at the school.
Teaching these subjects is a staff of experts. Miss
Brown holds a master's degree from the Pennsyl
vania State University and has post-graduate credits
leading to a doctorate in education. Other members
of the academic staff have earned at least a bachelor's
degree. Psychologists from the University of Mary
land assist the academic faculty in providing coun
seling to individual students who may need such
help.
Many of the teachers have taught in foreign
countries, giving them a special line of communica
tion with the young men who have their sights set
on sailing to the ports of the world.
All of these factors combined—the depth of
formal education, the experience of the faculty, the
highly customized curriculum—^led the State of
Maryland to grant the Harry Lundeberg School full
accreditation as a private tutoring and specialized
vocational school.
A substantial number of trainees at the Harry
Lundeberg School never completed their high school
equivalency certificate.
The examination for the diploma is administered
by the Maryland Department of Education under
procedures that are accepted by the American
Council on Education and standardized throughout
the United States.
This program was started in December, 1970. In
its first full year of operation, 131 out of 149 stu
dents passed the examination and earned their high
school equivalency certificates—their diplomas.
National U.S. figures show that an average of
only 30 percent of all students taking these tests
are awarded these certificates. The special training
available to students at the Lundeberg School en
able the school to chalk up a record better than the
national average. The program has already drawn
critical praise from top-level educators all over the
nation.
There seems to be no doubt that this remarkable
record was achieved by giving personalized, inten
sive instruction in five major areas—English, litera
ture, mathem&tics, science and social studies. It is
the result, too, of giving each student a genuine
sense of caring about his well-being and about his
future.
Another measure of the program's success: For
three HLS graduates, their high school certificates
have been the ticket to college. Another graduate is
awaiting acceptance to the U.S. Merchant Marine
Academy at Kings Point, N.Y.
Miss Brown delcared recently that "we started
with the young man who is just beginning his career
at sea, and we have foimd a teaching method that
seems to work. Now we plan to extend the program
to make it available to all Seafarers.
"It has always been the Seafarer's dream to be
better educated. He always has viewed education as
the means to a better future. At the Harry Lunde
berg School, the future is now."
J-
Pa 6^ II
�SEAFARER»*LOG
OFFICIAL ORGAN OF THE SEAFARERS INTERNATIONAL UNION • ATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT • AFL-CIO
PROGRESS IN EDUCATION
A New
Program
For All
Seafarers
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Ham Londebcts School '
Point, Md,, 20674 ^
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Last year, 1971, was a banner year at the Harry Lundeberg School. Nearly
1,000 students completed vocational and academic courses. And more than
1,500 professional Seafarers attended a series of Educational Conferences there.
Rank-and-file Seafarers came to Piney Point to learn, to study, to question,
and to discuss the problems facing their union and their industry.
The Conferences gave them a first-hand opportunity to see the union's ex
panded education program in action as it currently exists at the Harry Lunde
berg School.
Delegates to these Conferences made a series of recommendations through a
number of special position papers, recommendations designed to help set union
goals for the years ahead. Many of these recommendations concerned the SIU
education program, including these:
^ That the high school equivalency program at the Harry Lundeberg
School be made generally available to all Seafarers at the school, at sea
or on shore.
^ That the Harry Lundeberg School work to implement a correspondence
course designed for Seafarers.
^ That upgrading facilities to prepare Seafarers for the requirements of new
shipboard technology be instituted at the Harry Lundeberg School.
^ That more SIU members be encouraged and enabled to participate in
HLS programs, particularly the academic and high school equivalency
programs.
These recommendations came from the union's membership.
As a direct result of these Educational Conferences and the recommenda
tions of the membership, the union will undertake a new scholarship program.
Beginning June 1, 1972, the union will offer a High School Scholarship program
designed to give professional Seafarers who missed an education a-second
chance to earn a high school diploma.
Developed by Miss Hazel Brown, HLS Director of Education, and her pro
fessional staff, the Scholarship plan will be available to all Seafarers. Interested
SIU members will be given a specially-developed test to determine the amount
of study each will need in order to take the high school equivalency examination.
Some applicants will be invited to enroll at the Piney Point School immediately
where they will be given intensive study courses and as much personal attention
as needed to help them prepare for the equivalency exam.
Other applicants will be given materials to study, either at home or aboard
ship. These materials will help the Seafarer to participate by giving him a head
start before going to the Piney Point school for further instruction and work.
In addition, special kits of preparatory materials will be available to every
ship under SIU contract. This will enable other Seafarers to study on their own
time to determine if they wish to apply for one of the High School Scholarships.
Miss Brown explained that "for more than a year, the high school equivalency
program has been available to the trainees at the Harry Lundeberg School. It
has proved quite efficient and our success has been quite exciting." She added:
"We feel that the program is designed so that every Seafarer who desires can
participate. We're prepared to offer every possible assistance so that every Sea
farer who cares to participate can move up the ladder of education."
The union is anxious for every SIU member who has an interest in the pro
gram to participate. For the man who missed the opportunity for an education,
this is a second chance to get one. Miss Brown said.
"The program can help the Seafarer as an individual," she said, "It can help
him to participate more fully in his community if he so desires. I urge every
interested SIU member to inquire about the High School Scholarship Progfam.
As a Seafarer, you owe it to yourself to inquire about a plan that could mean
so much to you, to your family, to your future."
To assist the staff at HLS make plans for the program, it will be necessary
to have some idea about how many SIU members will be initially interested.
Those who are should cut out the coupon on this page and mail it to Miss
Brown. It will bring more information about the plan.
This report has described the union's progress in education, progress which
has helped us to advance to new levels in vocational training and in academics..
Education need no longer be merely a dream for the Seafarer. It is here. It is
now. It is available to all.
' il
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When young Seafarers Dennis Hansen and Robert Trainer re
turned from a three-month Vietnam Sea-Lift trip aboard the S.S.
James, their common bonds were not severed completely as each
went his separate way. Both vidll continue studying for higherranking and better-paying jobs aboard ships and both will again
return to the Harry Lundeberg School of Seamanship to obtain
the knowledge. Both graduated in 1970. Their stories are typical
of the nearly 4,000 men who have graduated from the Lundeberg
School since 1967.
For Hansen, a brief visit with his wife. Patsy and son, Dennis,
Jr., at their home in Virginia Beach was his first priority, closely
followed by studies at the Piney Point training school for his fireman-oiler endorsement and then "more practical experience."
Twenty-one year old Trainor plans one more trip before return
ing to the school to study for his Coast Guard examinations for
able-bodied seaman.
From the time young Hansen signed on the James at the U.S.
Military Supply Station in Sunny Point, S.C., early in August, he
was determined to learn as much as possible about the complicated
machinery that powers the big ocean-going freighters, and to
master some of the skills needed to repair and maintain a ship at
sea.
Hansen received a lot of help during the long voyage, particu
larly from Bill Rowe, a 28-year veteran of deep-sea ships who
sails with a chief engineer's license.
"I liked Hansen," Chief Rowe said. "He's like a lot of the
young men we are getting on our ships now from the Lundeberg
School. They're go^ workers, and they want to learn and get
ahead."
And Hansen does want to get ahead. "I like sailing, and I'm
going to go just as far as.J can—^maybe even get my en^eer's
license in a few years. I want to get my high school diploma, too.
As soon as I get time, I'm going back to Piney Point to study in
the school's GED program."
Trainor, who comes from New Vork, also had help in learning
the ropes of deck seamanship. His mentor was Francis D. Rnch,
a seasoned boatswain, from Mobile, Ala., with some 26 years at
sea.
"Trainor is going to make a good seaman," Finch said. "He
seems to have gotten some good training back at the Lundeberg
School, and he's keen on trying to learn as much as he can. That's
always a good sign."
Trainor, like Hansen, is going to advance as far as he can. "It's
a good life," he said, "and there are plenty of opportunities. The
training I got at the Lundeberg School was very helpful, and the
experienced guys-I've shipped with have encouraged me to con
tinue to study so that some day I will have an officer's license."
Today, many HLS graduates are sailing in high-paying jobs as
able-bodied seamen, firemen, oilers, electricians, boatswains, and
cooks. A number of them have already achieved licenses as
officers.
The training programs of the Lundeberg School offer its gradu
ates the finest training available anywhere in the country, at no
cost to them, to improve their job skills, and to advance to
higher-paying and more responsible positions in the maritime
industry.
Paul McGaharn, director of the Vocational Training at the Harry Lundeberg School listens
while HISS graduate Dennis Hansen describes many of his experiences and job responsibilities
aboard the S»S. James.
Ordinary Seaman, Bob Trainor, discusses various aspects of the voyage of the SS. James with
boatswain Francis D. Finch. The older Seafarer said, "I like to help youngsters who are just
starting out, and the young men we are getting from the Lundeberg School are coming aboard
eager to learn all they can."
Three 1971 graduates of the Harry Lundeberg School were
aboard the big Cities Service tanker S.S. Council Grove when
the vessel arrived at the Steuart Petroleum terminal In Piney
Point. For Walter Foley, standing second from left and Alex
ander Parkman, standing fourth from left. It was their first
trip. Both graduated from the school In November. Pete Mur
phy, seated at left. Is "old timer" among the graduates, having
left the school In July. Others In the picture taken In the
crews' messroom are HLSS officials Frank Mongelll, at left and
Mike Sacco at far right. Standing center Is Able Seaman Lang
Kelly, a 28-year veteran of deep-sea sailing and Chief Steward
Harold Walker Is seated at right.
Page 19
�SlU Members Join Pension Rolls
Arturo Mariani, Jr., 57, joined the
union in 1944 in the Port of New
York and sailed in the steward de
partment. He served as department
delegate while sailing and in 1961 he
was issued a picket duty card. Brother
Mariani was given a personal safety
award for his part in making the
Robin Locksley an accident free ship
during the first half of 1960. A native
of Puerto Rico, Seafarer Mariani now
makes his home in Arroyo, P.R.
Wilfred Ivanhoe Bennerson, 66,
joined the union in 1943 in the Port
of New York and sailed in the stew
ard department. A native of the Vir
gin Islands, Brother Bennerson now
lives in Manhattan, N.Y.
Dominick Trevisano, 45, joined
the union in 1951 in the Port of New
York and sailed in the steward depart
ment. He served as department dele
gate while sailing and was issued a
picket duty card in 1961. A native of
New York, Brother Jrevisano now
makes his home in Brooklyn, N.Y.
Yrjo R. Tallberg, 61, joined the
union in 1947 in the Port of New
York and sailed in the deck depart
ment. A native of Finland, Brother
Tallberg now lives in Seattle, Wash.
His retirement ended a sailing career
of 46 years.
Isidro Gonzalez, 61, is a native of
Punta Santiago, P.R. and now makes
his home in Bayamon, P.R. One of
the first members of the union, Broth
er Gonzalez joined in 1938 in the
Port of Philadelphia and sailed in the
steward department. His retirement
ended a sailing career of ,41 years.
Antonio Irizany, 54, is a native of
Puerto Rico and now makes his home
in Brooklyn, N.Y. He joined the
union in 1940 in the Port of New
York and sailed in the steward de
partment. Brother Irizarry was issued
picket duty cards in 1960 and 1961.
James H. Banners, 55, is one of
the first members of the union. He
joined in 1939 in the Port of New
Orleans and sailed in the engine de
partment. Brother Hanners served as
ship's delegate while sailing. A native
of Alabama, Hanners now makes his
home in Panama City, Fla.
Alfred Parek, 58, joined the union
in 1942 in the Port of New York and
sailed in the deck department. A
native of Estonia, Brother Parek now
lives in New Orleans, La.
• Sankey Edwards, 64, joined the
union in 1945 in the Port of San
Francisco. A native of Maryland,
Brother Edwards now makes his
home in Winchester, Va.
William D. Walker, 64, is a native
of McComb, Miss, and now makes
his home in Hammond, Ind. One of
the early members of the union.
Brother Walker joined in 1939 in the
Port of New Orleans and sailed in
the engine department.
Sergio Rivera, 60, is a native of
Puerto Rico and now makes his home
in Brooklyn, N.Y. One of the first
members of the union. Brother Rivera
joined in 1939 in the Port of New
York and sailed in the deck depart
ment. He was issued a picket duty
card in 1961. His retirement ended a
sailing career of 39 years.
Felix G. Quinonez, 60, joined the
union in 1943 in the Port of New
York and sailed in the steward de
partment. He served as department
delegate while sailing. A native of
Puerto Rico, Brother Quinonez now.
makes his hcnne in Brooklyn, N.Y.
Victor A. Valencia^ 64, is a native of San Sal
vador and now makes his home in San Francisco,
Calif. He joined the union in the Port of San
Francisco in 1946 and sailed in the steward de
partment. Brother Valencia was given a personal
safety award recognizing his part in making the
DeSoto an accident free ship during the first half
of 1960.
Johns S. Mauser, 71, joined the union in 1948
in the Port of New York and sailed in the steward
department. A native of St. Louis, Mo., Seafarer
-Hauser now makes his home in Tacoma, Wash.
He retired after sailing 34 years.
Osborne M. Brooke, Jr., 52, is a native of Vir
ginia and now makes his home in Prichard, Ala.
One of the first members of the union. Brother
Brooke joined in 1939 in the Port of Mobile and
sailed in the engine department. Brooke served in
the Army from 1938 to 1940. When he retired.
Seafarer Brooke had been sailing 34 years.
Manuel Cotty, 56, joined the union in 1942 in
the Port of New York and sailed in the deck
department. A native of Adjuntas, P.R., Brother
Cotty now lives in Ponce, P.R.
James W. Elchenberg, 57, is a native of New
Jersey and now makes his home in Camden, N.J.
He joined the union in 1944 in the Port of Phila
delphia and sailed in the steward department. His
retirement ended a sailing career of 34 years.
Ralph J. Denayer, 65, is a native of Chicago,
III. and now makes his home in San Francisco,
Calif. He joined the union in 1949 in the Port of
New York and sailed in the deck department.
Brother Denayer served as ship's delegate while
sailing. He served in the Army from 1925 to
1929. Brother Denayer's retirement ended a sail
ing career of 41 years.
Robert J. Moody, 69, is a native of
Newfoundland and now makes his
home in Concord, N.H. Brother
Moody sailed on the Great Lakes in
the deck department. His retirement
ended a sailing carer of 41 years.
i
Nicholas Tsaousdds, 61, is a na
tive of Greece and now makes his
home in Baltimore, Md. He joined
the union in 1945 in the Port of New
York and sailed in the deck depart
ment. His retirement ended a sailing
career of 42 years.
/
First Pension Check
Retiree Receives Check
Kjell O. Lyngstad, 56, is a native
of Norway and now makes his home
in New Orleans, La. He joined the
union in 1947 in the Port of New
Orleans and sailed in the steward
department. Brother Lynstad had
been sailing 30 years when he retired.
In the Port of Frankfort, Mich., Brother Oscar
MIdtlyng (right), received his first monthly SlU
pension check from Frankfort Port Agent Harold
Rathbun. Midtlyng closed out a long sailing career
as a watchman on the Ann Arbor carferries.
Page 20
Harry George Jones, 67, is a native
of Georgia and now makes his home
in Savannah, Ga. He joined the union
in 1949 in the Port of Tampa and
sailed in the deck department. Broth
er Jones served as ship's delegate
while sailing. His retirement ended a
sailing career of 38 years.
After more than 30 years of seafaring. Chief Stew
ard Luis Calderon (leift) retired to the beach in
November. Brother Calderon is receiving his first
monthly SlU pension check from union representa
tive John Dwyer in New York.
V •
Seafarers Log
V
'1
�Hospitalized Seafarers Not
Forgotten at Christmas Time
In keeping with a tradition that dates back
sentatives in many ports visited USPHS hosto the very founding of the SIU, union reprepitals on Christmas Eve to brighten the holiday
spirits of Seafarers forced to the beach by sick
ness or injury.
Having to spend time in medical drydock
can be a difficult task at any time of the year,
but it is especially hard for a Seafarer to spend
Christmas in a hospital away from family and
friends who may be across the country or even
around the world from him.
In the Port of New York, SIU representatives
visited their union brothers in the USPHS hos
pital on Staten Island, and they came bearing
gifts.
Every Seafarer received $25 in cash for use
in purchasing personal items. This gift was in
addition to the regular $8 a day provided by
the Union for each day a Seafarer spends in a
hospital. There were also gifts of cigarettes and
shaving lotion.
"Brotherhood of the Sea" means remember
ing hospitalized shipmates at Christmas but in
the SIU they are really remembered every day
of the year.
An exchange of good wishes for a Merry Christmas takes place
between hospitalized able seaman Robert Erickson (left) and
Mike Pucker.
Brother Primo Fernandez, who sails as boatswain, receives $25 in cash and a carton of ciga
rettes from SIU Patrolman Mike Pucker during Pucker's visit to the Staten Island USPHS Hos
pital over the holidays.
Brother Adul Elah Nasar (center) sails as a deck hand on Great
Lakes carriers. He is receiving wishes for a Merry Christmas
from SIU Patrolman Pucker and Upgrader Joe Myers.
Seafarers Enjoy Christmas Dinner in Houston
The following pictures arrived too late to be included in the section on "Christmas With the SIU."
Houston
Houston
Seafarer P. E. Burley and his wife enjoy their Christmas dinner
in Houston.
rJ
Seafarer P. Gonzalez, his family and friends found Christmas dinner in Houston
to be "among the best."
January 1972
Seafarer Trindad Garcia and his family thoroughly enjoyed the Christmas dinner prepared for them in Houston by the SIU.
Page 21
�With SIU Members In the far East
Seafarers Conduct Business, Relax in Japan.
Aboard the Penn Challenger during stopover at
shipyard in Yokohama are, from left: R. Johnson,
fireman-watertender; J. Jansen, ordinary seaman;
Raleigh Minix, oiler; Milan Chaco, messman.
Able seaman John Tubman stands gangway watch
on the Penn Challenger as ship undergoes work at
shipyard in Kobe, Japan. Crewmembers were re
ported eager to return to sea after repairs.
SlU Yokohama Port Agent Frank Boyne (fore
ground) helps Bob Long, steward on Penn Challen
ger, land a "big one" taken from waters right
alongside ship in Sasebo, Japan.
SlU Far East Representative Frank Boyne (standing) attended the recent All
Japan Seamen's Union Convention in Tokyo, Japan. The Seafarers Interna
tional Union and the Japanese union enjoy a cordial and fraternal relationship
in the world maritime community.
iSeafarer Frank Pasquali (left) gets help in handling union business from
Keiko Nakatagawa, SlU secretary at union hall in the port of Yokohama. Al
though far from home Seafarers on the Far East runs can always depend on
their union hall in the Japanese port.
Transglobe Crew Promotes Good Will in Naha
The port of Naha, Okinawa,
is a regular port of call for
SlU-contracted ships making
West Coast to Far East trips,
and many Seafarers on both in
bound and outbound voyages
Quartermaster John Lundborg (left) represented Transglobe's
crewmembers at meeting with General James Lambert, com
mander of military forces on Okinawa. Photo was sent to the
Log by Seafarer Ed Spalding.
Page 22
have come to know this port
well.
On a recent visit to Naha,
unlicensed crewmembers from
the SlU-manned Transglobe
were invited to meet with Gen
eral James B. Lambert, com
manding officer of U.S. mili
tary forces on the island of
Okinawa.
General Lambert is re
spected by many seaman for
his staunch support of the U-S.
merchant marine and for the
cordial relations he has helped
foster between seamen and
U.S. military personnel on the
island.
At the meeting held in Gen
eral Lambert's office. Seafarer
John (Big John) Lundborg
acted as spokesman for the
men of the Transglobe and a
good deal of friendly scuttle
butt was exchanged.
Brother Lundborg was bom
in Sweden and comes from a
long line of seafaring men. Hf
sails as quartermaster aboard
the Transglobe.
Rudolph "Sleepy" Paschal, ordinary seaman aboard the San
Francisco, proudly shows off barbecue grill made entirely by
hand aboard ship using a discarded oil drum and other scrap
parts.
Holding fresh spare ribs, Fred Bailey, baker aboard the San
Francisco, prepares to test out grill during stopover In port of
Yokohama. Shipmates eagerly awaiting the outcome of experi
ment are, from left: Bobby Espanol, Eldon "Mike" Cullerton,
S. W. WIer, and "Sleepy" Paschal.
Seafarers Log
�Hong Kong
'Rates' With
Seafarers
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By the very nature of his job
a Seafarer finds himself a
world traveller He knows
those places romanticized in
literature, glorified on film.
He can tell many a tale about
the exotic ports around the
world. He likes them all, but
some he .likes better than
others — whether because of
the hospitality of the people,
the natural surroundings or
what-have-you. One of those
"special" ports is Hong Kong.
Lying at the foot of Victoria
Mountain, Hong Kong harbor
is at one and the same time a
beehive of activity and a pic
turesque scene of tranquility.
Here the old blends with the
new; the modern with the an
cient. The contrast is appar
ent in the accompanying
photos. In the picture at the
right Seafarer Clyde Van Epps
takes in a panoramic view of
the harbor from the wing of
the bridge aboard the SIUcontracted Beauregard. And
Hong Kong harbor in the early
morning light is captured in
the photo below.
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January 1972
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�SlU Ships Committees
By the very nature of his work a Seafarer spends long periods of time at sea—
separated from the daily routine of shore life. This does not, however, mean that
he can continue to function effectively without knowledge of what is happening on
shore. The foundation of any union is built on constant communication between
union headquarters and its members—no matter where they may be. For the
Seafarer this creates a unique problem, but not an insoluble one.
When ashore the methods of communication are many and varied. When at sea
it is the function of the ships' committees to keep the crew members up-to-date on
what is happening ashore with their Union. There is a continual flow of informa
tion between Union headquarters and the members at sea, with the ships' com
mittees serving as the relayers of this information.
It is the sole purpose of the committees to strengthen this line of communica
tion. Through their work the individuals on these committees are helping not only
the Union and their fellow crew members, but also themselves.
All ships' committees are established and operated in line with the basic principle
espoused by the SIU—^the principle of democracy.
Each Sunday while at sea a meeting is called by the ship's committee chairman.
Each and every crew member knows that he has the right—and the duty—to speak
on any matter important to his Union, his ship and his job. It is the responsibility
of the ship's committee to see that this right is protected for all members 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 departments
aboard ship.
The chairman calls and directs the meeting. The secretary-reporter is respon
sible for all of the committee's correspondence with union headquarters and must
keep the minutes of the meeting and report actions taken to headquarters.
The education director is in charge of maintaining and distributing all publica
tions, films and mechanical equipment to Seafarers wishing to study upgrading,
safety, health and sanitation.
The department delegates, elected by members of the deck, engine and steward
departments, represent daily their men on the committee and contribute heavily
to its decisions.
All these men are part of that bridge between ship and shore.
it
FORT HOSKINS (Cities Service)—^The Fort Hoskins dropped anchor in Car
teret, NJ. last month. Aboard the tanker are, from head of stairs, R. Bendeck,
steward delegate; 8. Padilla, engine delegate; G. Paschal!, deck delegate, and
L Curry, ship's chairman.
JACKSONVILLE (Sea-Land)—^Topside aboard the Jacksonville are, from left:
B. Jones, steward delegate; 0. Coleman, secretary-reporter; B. King, engine
delegate; V. Nilsen, ship's chairman, and G. Ortiz, educational director.
•
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... -
ANCHORAGE (Sea-Land)—^The Anchorage's ship's committee includes, from
left, top: J. Roberts, ship's secretary-reporter; D. Franer, deck delegate. Bot
tom row, from left: J. Lasky, engine delegate; J. Napoleonis, steward delegate,
and B. Gillain, ship's chairman.
Page 24
- "ci" •
^
^
S.L. 181 (Sea-Land)—Ship's committee members from left are:' S. Jackson,
steward delegate; G. Walter, secretary-reporter; J. McHale, ship's chairman;
K. Anastasiou, educational director; H. Gaskill, deck delegate, and V. Whitney,
engine delegate.
�SlU Union Meetings Are For the Members
The SIU Union Meeting is where it happens!
The meetings, held regularly at SIU halls around the world, are where Sea
farers learn what their union is doing for them and their brother members; it is
where achievement is honored, awards bestowed and general recognition given;
it is a forum for the individual member to express his likes or dislikes about his
union, his job.
The union serves as the vital communication link between the members and
the imion. Without effective communication there could be no union organiza
tion. Communication, it must be remembered, is a two-way street: from the
union to its members, and vice versa.
The union meetings are held for the benefit of the member and his union. It
is up to the individual to participate and contribute for Ms own betterment and
that of his fellow Seafarers.
The pictures below, taken at a monthly meeting in the Brooklyn hall, are
indicative of some of the activities which transpire at union meetings every
where.
SIU President Paul Hall (center) stands with the latest group of SIU upgraders to achieve full book. They were sworn in at the December meeting at
headquarters. From left are: G. Baker, M. Bigley, M. Roulhac, W. Singleton,
President Hall, M. Teremper, N. Johnson, A. Spell and A. Lugo.
Brother Wilfred Bennerson (left) receives his first monthly SIU pension check
from SIU Vice President Earl Shepard during the December membership
meeting in the Port of New York. Brother Bennerson is a twenty-year veteran
of the steward department and last sailed as chief steward.
- Digest of SIU Ships' Meetings
SAN FRANCISCO (Sea-Land), Sept. 26
—Chairman M. Woods; Secretary H.
Galickl. $60 in movie fund. No beefs were
reported. Vote of thanks was extended to
the steward department for a job well done.
OVERSEA DAPHNE (Maritime), Oct.
10—Chairman George A. Burch, Secretary
Harry R. Hastings; Deck Delegate John
Homen; Engine Delegate Ronald A. Fred
ericks; Steward Delegate Herbert Archer.
No beefs and no disputed OT.
PHILADELPHIA (Sea-Land), Oct. 17—
Chairman C. Misak; Secretary R. O.
Brown; Engine Delegate Barney E. Speegle;
Steward Delegate Harry L. Collier. No
beefs, everything is running smoothly.
SEATRAIN WASHINGTON (Hudson
Waterways), Oct. 10—Chairman L. Mar
shall; Secretary L. Santa Ana; Dtck Dele
gate William Link; Engine Delegate A. P.
Lapari; Steward Delegate Robert Kiedinger.
No beefs, everything is running smoothly.
COUNCIL GROVE (Cities Service), Oct.
10—Chairman J. Davies; Secretary Charles
C. Williams; Steward Delegate R. B.
Honeycott. Some dispqted OT in engine
department, otherwise no beefs.
FALCON DUCHESS (Falcon Tankers).
Oct. 10—Chairman R. D. Schwarz; Secre
tary S. A. Freeman. Discussion was held
regarding Piney Point and it was suggested
that all members should go and see what
our Union has there. Some disputed OT in
deck and engine departments. Motion was
made to have another man added to the
steward department because of the way ,
the ship is set up.
COLUMBIA (United States Steel). Sept.
26—Chairman C. lannoli; Secretary M. S.
January 1972
Sospina; Engine Delegate W. B. Addison;
Steward Delegate Edward F. Costin. Every
thing is going along smoothly. It was sug
gested that the sailing board should be
posted within eight hours before sailing
instead of three hours.
YELLOWSTONE (Ogden Marine), Sept.
26—Chairman Danny Merrill; Secretary
George W. Luke; Deck Delegate Joe Cane;
Engine Delegate J. L. Dioa; Steward Dele
gate William Gonzalez. $13 in ship's fund.
Everything is running smoothly with no
beefs.
CARRIER DOVE (Waterman), Oct. 10—
Chairman A. McGinnis; Secretary S.
Wright; Deck Delegate Raymond Shanny;
Engine Delegate Carlie White; Steward
Delegate Herbert G. Boudreaux. Some dis
puted OT in deck and engine departments,
otherwise everything is running smoothly.
STEEL DESIGNER (Isthmian), Oct. 3—
Chairman Joseph Kalata; Secretary A.
Seda; Engine Delegates Lee Frances; Stew
ard Delegate Herman White. $5 in ship's
fund. Beef in steward department to be
taken up with boarding patrolman.
OVERSEAS PROGRESS (Maritime Over
seas), Oct. 3 — Chairman J. Logan;
Secretary James R. Prestwood; Deck Dele
gate D. Harrison; Engine Delegate M. J.
Benz; Steward Delegate James P. Ferryman.
Few minor beefs and some disputed OT
in deck department. Vote of thanks was
extended to the deck department for helping
to clean messhalls.
OVERSEAS PROGRESS (Maritime Over
seas), Oct. 10—Chairman J. Logan; Secre
tary J. Preswood; Deck Delegate D. Harri
son; Engine Delegate M. J. Benz; Steward
Delegate James P. Ferryman. All beefs
were settled to the satisfaction of the crew.
Vote of thanks to the steward department
for a job well dbne.
TAMARA GUILDEN (Transport Com
mercial), Sept. 26—Chairman G. P. Libby;
Secretary S. E. Hawkins; Deck Delegate
A. G. Wilson; Steward Delegate E. Hagger.
$14 in ship's fund. Some disputed OT in
deck department.
LOS ANGELES (Sea-Land), Oct. 3—
Chairman R. D. Eisengraeber; l^retary G.
P. Thlu; Deck Delegate Steve Huren; Stew
ard Delegate F. P. de los Reyes. $57 in
ship's fund. No beefs were reported.
TOPA TOPA (Waterman). Oct. 10—
Chairman Tony Hanna; Secretary J. Pursell; Deck Delegate Wesley Leonard; Stew
ard Delegate M. P. Cox. No beefs were
reported. Everything is running smoothly.
SEATRAIN DELAWARE (Hudson
Waterways), Oct. 24—Chairman Walter
Nash; Secretary C. DeJesus. No beefs and
no disputed OT. Vote of thanks to the
steward department for a job well done.
OVERSEAS CARRIER (Maritime Over
seas), Oct. 10—Chairman Charles Majette;
Secretary Jack E. Long; Deck Delegate
Charles Connell; Engine Delegate Rodney
D. Barlose; Steward Delegate Clarence Willary. $35.()0 in ship's fund. Some disputed
OT in deck department. Vote of thanks to
the steward department for a job well done.
COLUMBIA (U.S. Steel), Oct. 17—
Chairman Chester lannoli; Secretary Melano
S. Sospina; Deck Delegate James S. Rogers;
Engine Delegate W. B. Addison; Steward
Delegate Edward F. Costin. Everything is
running smoothly. Vote of thanks to the
steward department for a job well done.
The steward department extended a vote of
thanks to the deck and engine departments
for their cooperation in keeping crew messhall and pantry clean at night.
MT. VERNON VICTORY (Victory Car
riers), Oct. 10—Chairman V. Grima; Sec
retary Bill Stark; Deck Delegate J. R. Wil
son; Engine Delegate J. H. Johnson. No
beefs and no disputed OT. Vote of thanks
to the steward department for the excellent
food.
HOOD (Verity Marine), Oct 17—
Chairman W. C. Byrd; Secretary E. Brad
ley; Deck Delegate Wiliam J. Gast; Engine
Delegate Francis F. Gomez; Steward Dele
gate James Tucker. No beefs were reported.
$19 in ship's fund.
STEEL ENGINEER (Isthmian), Oct. 16
—Chairman Perry H. Greenwood; Secre
tary A. Magdirila; Deck Delegate Edward
L. Kiligrew; Engine Delegate Carl C.
Madzen; Steward Delegate Martin Homer.
No beefs. So far everything is running
smoothly.
DEL VALLE (Delta), Oct. 3—Chairman
James, Biehl; Secretary B. Russell; Deck
Delegate John R. Klrun; Engine Delegate
Phillip R. Wagner; Steward Delegate Walter
Dunn. Some disputed OT in deck and
steward departments.
STEEL APPRENTICE (Isthmian), Oct.
17—Chairman Karl A. Hellman; Secretary
Paul P. Lopez; Deck Delegate Charles E.
Battett; Engine Delegate Robert C. Arnold;
Steward Delegate Joseph Simpson. $10 in
ship's fund. No beefs. Everything is running
smoothly. Vote of thanks to the steward
department for a job well done.
Page 25
�The Wonderful World.
1^''
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I ; >•
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Gone are the romantic whal
ing ventures of C'lptain Hox
worth and his crew; the revenge
ful pursuits of Captain Ahab
in Herman Melville's classic,
Moby Dick; and whaling days
of Seafarers like Fred Harvey.
Gone are the days when the
whaling industry was dominated
by ships sailing under the
American flag. The wonderful
world of whaling is no more.
Through a Department of
Commerce ruling, the whaling
business has been abolished in
the United States in an effort
to preserve that diminishing
species. Ironically, on the very
day the government announced
the abolition of whaling, the
nation's oldest whaler, Joaquin
Pina, 100, died in the old
whaling industry center. New
Bedford, Mass.
Abner whispered to Whipple, "You feflrf w
prayers, and I'll give the sermon I gave on the other whaler," but
just as the crew began singing, . . . the lookout bellowed, "Thar
she blows!" and the assembly disintegrated, some rushing for the
whaleboats, some for glasses and some up the lower rigging.
Z "CaptcM Captain!" Abner protested. "We're having hymnsP^^
^ ^•Hymnk hettV' Hoxwmh shouied. "Them's whalesr Grabbing
a horn, he shouted directions thai sent the whaleboats far out to ^
sea and watch^ yvith his glass as they closed in upon the mdm^ ' , ]
moth sperm whales ihat wei^ r^^
in a colony of :gi^jl
gantic forms. . .
,
"They're sparrh! i^ I .
Whipple
telescope^ In the gldss John spied the enormous beasts, wdlowing €
in the sea and spouting a mixture of water and compressed aii0^
more than 15 feet into the dr.
"How many whales are there out there?" Whipple asked.
"Th^ty?'' Hoxworth suggested catdously. "We''ll be lucky if
we get one, Sparm's srnart whdes."
, v l.
W
sneak up on d pcatictAeSrl^}^,
huge rhcnster^ .i . Creeping itp io it from the tear and on the
right side, the mate maneuvered his prow deftly info the whale's /
long fldrik, did the harpooner, poised with left teg extended 0
Seafarer Remembers
securely into the bottom of the boat, right cocked precariously
agdnst the gunwales, drew the harpoon back irt his left hand md
It was in 1900 when a ram
flashed it .With incredible might deep into the whale's, resistant ^ bunctious 14-year old Fred
body.:;^.^-[y]:.::^-].
Harvey decided he wanted
'TfttmtdeSObarrebraseamancri^
. ^5 "some adventure" in his life
. .si tid whale plunged dd^
trying to shake off its'i and si^ed on as a "sailor" on
tormentors.
:
the Alice Knowles, a sperm
The rope Whirrring but of the harpoqner's tub, with a sailor
whaler. The ship, plied the
poised reedy With an ax to chop it free—thus losing the whale if [ ^ Pacific and Arctic in search of
trouble developed—and it seemed as if the leviathan must be.)- the whale oils which were con
probing the very bottom of the ocean, so much rope went out. ;
sidered valuable.
The whale surfaced. It came soaring up through the waves,''i
"Whaling was not as roman
twisted, turnedi flapped its gfed flukes, then blew< A tower of j
tic
as it had been pictured," re
red blood spurted high into the air, a monument of bubbling
tells
Harvey, now a SIU pen
death, and poised there for a moment in the sunlight as if it were ',
a pillar of red marble, falling bcwk at last into t.he ssa to make thi^^ sioner. He described his ship
board quarters as not having
waves crimson. Four more times the huge beast spouted its Umgs^
burdeti of blood.
locker space for belongings and
Now came the most tense moment of the fight, for the anguished.' ]^ only a small bunk in a cramped
whale hesitated, ard all knew that if it came out of this pause in '
area which served as a bed,
the wrong direction it might stove the whaleboats, or crush tJmrtt
locker and often dinner table.
in its powerful underslung jaw. . . . This time the whale tmprue,
"We didn't have anything
and at a speed of 30 miles an hour, rushed through the open
|
like
a mess hall aboard ships
oceans dragging the whaleboat along beMnd, Mow the sail was^^
in
those
days. If the weather
furled and the four rowers sd With their bttis doft, while theiiF^
was
good,
all the crew got their
mates . . shouted, "There goes the Nantucket sleigh ride!"
meals
and
went out on deck to
In this way six men in a little rowboat fotight tm enormouS ^ 1
eat.
If
the
weather was foul,
whale to death. The beast dived ard paused, spouted blood and ^
dived again. It ran for the open sea, ard doubled back, but ihe-^'i^^ we all congregated in the berth
harpoon Worked deeper into its flank, and the rope rdnained tatiii M ing area and ate there," he
said.
When the whde moved close to the boat, the oarsmeri worked
feverishly haiiling in rope; but when the beast fled, they played It
Another "unromantic" as
out again; and in this wild red game of takein ard plM od' f^
pect of whaling was the pay,
whale began to sense that it wotdd be the loser.
Harvey explained. For his 11
X:;. i. . and the whale fought on, bleeding profusely and. seeking^
months on the Alice Knowles,
the safer depths; but dways he had to surface, a great bud spernt; i he received $8.65 in cash and
whale in agony, untilfindly, after a last mighty surge through the.,
one barrel of sperm oil as his
red waves, he rolled over and was dead.; percentage for the entire take
iiX^Mboard ship there was much activity. Along the starboard
|l during the trip. Profits were ap
a 'section of rdling was lifted away, ard d smdl platform wdsj
.. lowered six or eight feet above the surface of the sea. Men brougtd^ portioned with the success of
out razor'Sharp blubber knives with 20-foot handles. Others /o- ; . the whaling expedition.
Part of Harvey's job on the
boriously lugged huge iron hooks ... into position for biting intbf
Slthe blubber ard pulling it abotad. Where Abner was to have
whaler was to "wet line"—
preached, the cook ard his helper piled dry wood for firing the
throw water on the rope used
; try-pots in which the whale oil would be. rendered.
to harpoon the whale, keeping
' When the great sperm was lashed to the starboard' jw#e . .V n;
it from severing from the heat
black Brava sailor ,, . nimbly leaped onto the whale's body an^ |.i and friction of the tugs.
. . . tried to cut at the bltdrber so as to attach the gfcptt hookg
"It didn't take me long to
I
i>«ng lowered tp him , i . the whale's great head-—26
earn
a healthy respect for those
•I feet long ard weighing tons-r-had fo be cut away ard fastened lo
beasts
we were hunting, though.
C the after end of the ship ,.. after which Ms rnates . 1 . sawed, ''y,
I
soon
learned that one swipe
faway the mammoth hedd., :
:.-'y
of
that
tail
or fluke could crush
When it drifted clear, they directed their knives to the body o/lr,
a
whaling
boat and even do
the whale, slasMng fhe^ tMck blubbery skin in sloping spirals. ... [
Now the men on the lines leading to heavy hooks began to haul, -;| considerable damage to the
while fftem mother ship," said the old
blanket of blubber unpeeled in a huge spiral md was hauled aloftx^ Seafarer.
Next the gtartt head was cut into tha-ee sections and hptdedS The Whale Specie
abod
riear-tmked meri scooped-out of its vast case more H
The common name "whale"
J than two dozen precious barrels full of spermacetiy which wottd x
; bp cohyeried. into cdndles arid cosmetics.^; i ^ . j
-L • ;
is generally used for any of
the Cetacean order which range _
At dusk, when thejhead sections, npW erhpty d their treasure,,
had been dumped back into the sea . . . Captain Hoxworth
in size from 4' to 100' with an
. shouted,X "Let the try-pot0erd tltetrmlves,Wefl prey.
adult weight between 100
pounds and 150 tons. The blue
—An excerpt from James A. Midieiier's Hawaii
whale or sulphur-bottom whale
'''
s- ;
is the largest animal on earth.
The killer whale or grampus is
really a big dolphin and is con
mm
sidered the world's fiercest ani
mal. Larger whales flee from
the killer's path because of its
reputation of attacking and rip
ping to pieces other warm
blooded animals, including
man.
It is the blubber, which com
pletely covers the whale, that is
the prime target for the whalers.
Blubber is used either as food
or oil or both. Although the
outermost layer of the whale's
skin is paper-thin, as each
layer progresses deeper, an im
mense thickness of white, rub
bery, tough, fat cells and fi
brous tissues is found. On
smaller species, the blubber is
only about an inch thick, while
greater whales may have any
where from 14 to 20 inches of
the much sought after material.
Being warm-blooded ani
mals, whales need to keep
their body temperature up. This
has led to the development of
an oil-filled tissue under the
skin which retains heat. The
mammal's temperature is al
ways higher than the water in
which he lives. It also acts as a
food source and reserve for the
whale.
sperm, beaked, white, dolphin
and porpoises are members of
the toothed whale family. Dol
phins have demonstrated a
high order of intelligence and
proven to be trainable. Scien
tific studies show the existence
of a language by which the dol
phins communicate.
Ancient Stories
The mammal whales go back
with time as stories from writers
of antiquity ^d the Bible tell,
of ships stranded upon sleep
ing whales or sailors landing
on a whale they'd mistaken for
an island, and the most famous
tale—^Jonah and his travels in
a whde. Dolphins have also
been the subject of legends
from Aristotle's day to the pres
ent. They were depicted as
friends of boys and men and
often followed alongside ships
and let boys ride their backs.
The first important whaling
development was in the lOth
century as French and Spanish
Basques ships left the shores of
the Bay of Biscay searching for
the Biscayan or North Atlantic
right whde. By 1400 they had
followed the Biscayan whale to
• Newfoundland and Iceland.
Characteristic Blow
There they later found Ice
Because the whale's structure landers and Norwegians en
does not allow him to breath in gaged in whaling. During the
water, he rises to the surface Biscayan whdes far northern
every five or 10 minutes. The voyages, they fell in with the
characteristic blowing geyser Greenland or Arctic right whale
like stream from the whale is which eventually supported
the expelling of used air which northern whale .fishery. The
is emitted by one or two nos most profitable whaling regions
trils, depending upon the were in the north.
whale's variety.
A Basque sea-captdn, Fran
The Cetacea family is divided cois Sopite Zaburu, invented a
into the baleen or whalebone "floating factory" aboard ship
whales and the toothed whales. that was made of brick ^d
The baleen type, with its huge stone. It altered the whole
bucket-like mouth feeds on course of whaling in the 1600s.
mollusks or little fish
and This invention enabled whalers
microscopic sealife. Right to stay at sea longer by ex
whales (the black, Arctic and tracting oil and bdeen while at
pygmy), rorquals (blue and sea instead of returning to shore
firmer), humpbacks and gray to cook the blubber. As sea
whales belong to the baleen voyagers then became longer,
family.
other parts of the north and
The toothed whales generally North American continent were
live on cuttlefish, squid, oc charted. The Basques were the
topuses, and other fish. The great whalers of the 15th and
These men knew what to expect from the whales and the
weather as they prepare for an expedition to the Artie waters
In the 1880s.
�. . . Of Whaling is No More
centimes until.tjjgDutch
and British took over me lead.
Porpoises were the main tar• get for North American Indians
I' ! , who ventured from shore in
their flimsy canoes. Only oc• casionally did they drive their
stone- and bone-pointed har' poons into the great whales that
wandered by chance near the
shores. Such whales had to be
It > towed by hand or drug by
, "paddle power." One of the
main problems then was to
• keep the whale afloat so it
. could be towed ashore where
the Indians systematically strip' ped its blubber and tongue,
which was also as much of a
prize as its meat.
The early white settlers
, learned from the Indians. A
whale fishery on the western
. side of the North Atlantic was
started by the colonials before
1645. They looked for the
bright whales which flourished
until the 1800s.
The Americans pursued the
. same black right whales which
had first tempted the Basques.
^ These right whales migrated
south each fall along the east' ern American seaboard in a
. similar way they did along the
western European coast.
•«
Sperm Whaling
^ American sperm whale fishwing did not begin until around
1712 when a shore whaler was
^ blown off the coast during a
^ storm and successfully fastened
? a sperm whale and safely
^ brought it home. They found
the sperm whale's oil superior
' to that of the whalebone (right)
•" whales. The open sea offered
" more extensive areas for whal, ing and other whalers followed
suit.
As the American whaling in
dustry developed, centers grew
up around the great northern
ports of New Bedford and Nan
tucket. These ports later became
world-famous whaling centers.
A monopoly in world-wide
whaling industry was also devel
oping in the United States.
Young and old seafarers left
the whaling capitals of New
England to "whale out in the
deep for sperm whales." They
traveled from the Azores, down
[[•' the coast of Brazil and over to
the Indian Ocean and even the
Pacific waterways. Whatever
untold dangers prevailed, whal
ers continued to be lured to
the promising adventures of
the sea, much in the same way
that the California gold rush
sparked men's imagination.
The commercial products of
the hunted whales were mani
fold. Baleen or whalebone from
the mammals was used in build
ing frames for houses, and in
the days of fashionable hooped
skirts, it was in much demand
for its stiffening quality. The
coveted oil formed superior illuminants that lit many an
early home. It was also used in
soapmaking. The highly prized
blubber was put to use for
dietary and medical purposes.
A v^uable substance, amergris, was used in making per-
fumes, and, spermaceti, an oil
found in the whale's l&ad produced the finest wax'SCrcaaules.
It was also used in the manu
facturing of ointments. The skin
of some species of the whale
family made fine leather items,
as many whalers discovered.
The Rise and Fall
Approximately 729 whalers
were registered in 1846, the
peak year of American whal
ing. These Yankee whaleships
then started a slow decline due
to several reasons, including
the discovery of petroleum in
Pennsylvania in 1859. Late in
the 19th century, mineral oil
replaced whale oil as an illuminant and lubricant.
At the same time, other inventions refined wh^ing techniques, such as the harpoon
gun that revolutionized and
placed impetus in the industry
for awhile. A Norwegian seal
ing captain, Svend Foyn de
signed the gun in 1860.
Mounted in" the bow of the
steam vessel, it helped hunt
whales that swam too fast for
pursuit in open boats. The
specially designed gun has a
long trigger rod attached to the
harpoon. When this trigger rod
enters the whale, a cartridge is
triggered in a small cylindrical
bomb or grenade on the end of
the harpoon and explodes in
the whale. The gun propelled
Norway into the whaling in
dustry where that country
proved a worthy competitor for
the English and Dutch.
A growing scarcity of whales
and le^slation hostile to steam
whalers that was designed to
protect Norwegian cod fisher
men forced the industry to look
to Antarctic around the turn of
the century. Expeditions between 1892 and 1904 reported
yVith a harpoon firmly implanted in the whale's blubber, the six crewmen move in on their target. However, whales did not wait for their captors and often would "run for hours" pulling the
boat with them. Whalers referred to such a "sailing venture" as "the Nantucket sleigh ride.
abundant rorquals. The whal
ing heyday lasted from 1906
through 1927 in the Antarctic
waters.
Meanwhile, new steam whal
ing in the 1900s was conducted
from many stations along the
North Atlantic and Arctic
coasts. Whalers then ventured
to Japan, Korea, British Colum
bia and after 1908 to the coast
of the southern continents.
The building of the first real
factory ship by Capt. Carl An
ton Larsen in the mid-1920s
led to the beginning of the
great age of pelagic or open
sea whalingv The steamship
Lancing was fitted with a slip
way in the stern in 1925. This
made it easy to haul the dead
whales on deck.
Many tankers rapidly con
verted to the stent slipways and
were able to operate wherever
whale catchers found whales.
During the 1930-31 season, 41
I
January 1972
After the whale Is killed, the whalebone is jaked out by bits
which are attached to the factory ship and hoisted onboard
and into the waiting cooking pots.
factory ships operated to pro
duce 3,500,000 bbl. of oil.
Steel claws heave the whale
aboard the ship to the afterdeck where the blubber is re
moved in three enormous
strips. The flensed carcass is
hauled to the foredeck and
there dismembered and the
meat stripped. The blubber,
meat and bone are stuffed into
separate cookers. It takes a
little more than 45 minutes to
dispose of a blue whale, weigh
ing 100 tons or more.
The oil is extracted from the
blubber by means of steam
pressure cookers aboard the
factory ships. The whale ma
terial is cooked in a perforated
drum rotating within the hori
zontal pressure casing of the
machine.
Changing Times
During World War II, a
number of whales were depthcharged because they were
thought to be enemy subs. It
was necessary to alert sonar
operators to the seasonal fluc
tuations of the whales. Most
whales are spotted in the spring
as they chum up the Atlantic
coast from their breeding
grounds near the Bahamas to
the cooler, northem waters.
The whaler's lookout at the
masthead is often aided by an
echo-whale finder that was de
veloped from a wartime sonar
device. A whale sonar is
another sonar method. It fright
ens the whales with ultrasonic
vibrations, forcing them to swim
faster and blow more often,
thereby becoming easier to
spot.
Helicopters proved to be
most effective in helping in the
search for whales during the
1950s. To prevent the whale
from sinking, it is inflated and
flags, radio buoys or radar re
flectors mark the floating whale.
Modem whaling exploits the
great rorquals among the whale
bone whales and the sperm
whale among the toothed va
riety. Whalebone whales yield
oil that is a mixture of true
fats and is edible, whereas
sperm oil is chemically distinct.
It is a mixture of waxes, inedi
ble having industrial uses only.
By the mid-20th century
most of the oil was converted
and hardened into making
margarine. The liver oil is rich
in vitamin A. The chief prod
uct, meat meal is used for cattle
cakes and poultry food. Other
bone meal and guano is used
for fertilizers. Whalebone offers
bristles for industrial brushes.
Frozen whalemeat for human
and animal foods are also uses
of the mammoth whale.
Commission Formed
As whales became scarcer
through the years, an Intemational Whaling Commission was
formed in 1946. Most of the
whaling nations joined. The
Commission defines the mini
mum lengths for caught whales;
duration of the whaling seasons
for separate species; tells of
areas outside Antarctic where
factory ships can operate; pro
tects nursing whales and calves,
right whales and gray whales
entirely; specifies areas in Ant
arctic open or closed to whal
ing; protects against waste by
insisting meat and bone lie
processed as well as blubber;
and provides for inspection
aboard ships to see that these
regulations are carried out.
The 1953 catch limit was
16,000 blue whale units. A
blue whale unit equals one blue
or two finbacks, or two and
half humpbacks or six sei
whales (rorquals). By 1965,
this catch level was reduced to
4,500 blue whale units.
Today, there is little else of
the whaling art remaining on
the North American continent.
No longer will the breath
taking "Nantucket sleigh ride,"
end with a captured whale
to be minced for its prized
blubber. Now, these mammoths
can freely spout notice of their
aquatic existence. Protected by
law, the once-endangered spe
cies will survive. Although the
wonderful world of whaling
has vanished and there will be
no more exciting seamen's
shouts of "Thar she blows!",
as long as Seafarers remeinber,
whaling lives and its stories will
always be told.
(Accompanying photos cour
tesy of Smhhsrnian Institute).
Page 27
�ANNUAL REPORT
For the fiscal year ended April 30, 1971
UNITED INDUSTRIAL WORKERS OF NORTH AMERICA
WELFARE FUND
275 20th Street, Brooklyn, New York 11215
to the
SUPERINTENDENT OF INSURANCE
of the
STATE OF NEW YORK
The data contained herein is for the purpose of providing general information as
to the condition and affairs (ff the fund. The presentation is necessarily abbreviated.
For a mpre comprehensive treatment, refer to the Annual Statement, copies of
which may be inspected at flie office of tbe fund, or at ttie New York State Insur
ance Department, 55 Jobn Street, New Ym-k, New York 10038.
STATEMENT OF CHANGES IN FUND BALANCE
(RESERVE FOR FUTURE BENEFITS)
ADDITIONS TO FUND BALANCE '
Item
1. Contributions: (Exclude amoimts entered in
Item 2)
(a) Employer (Schedule 1)
Employee
(c) Other (Specify)
(d) Total Contributions
2. Dividends and Experience Rating Refunds from
Insurance Companies
3. Investment Income:
(a) Interest
^) Dividends
(c) Rents
(d) Other (Specify)
(e) Total Income from Investments
4. Profit on disposal of investments
5. Increase by adjustment in asset values of invest
ments
6. Other Additions: (Itemize)
(a) Reimbursement of Field Audit Expenses ....
(b) Interest income from delinquent contributors
(c) Total Other Additions
7. Total Additions
$
960,229.36
Page 28
•
.
.
-
$ 960,229.36
4.
5.
58,424.29
6.
58,424.29
663.12
7.
8.
7,214.00
11,680.66
18,894.66
$1,038,211.43
9.
10.
11.
12.
13.
14.
15.
e. Subsidiary organizations (See Instructions)..
(Identify and indicate percentage of owner
ship by this Plan in the subsidiary)
Real estate loans and mortgages
Loans and Notes Receivable: (Other than real
estate)
a. Secured
b. Unsecured
Real Estate:
a. Operated
b. Other real estate
Other Assets:
a. Accrued income
b. Prepaid expenses
c. Other (Specify) Accrued Interest Receivable..
Total Assets
$ 766,262.00
$ 681,687.13
LIABILmES
Insurance and annuity premiums payable
Unpaid claims (Not covered by insurance)
Accounts payable
Accrued expenses
Other liabilities (Specify) Due to other funds ..
Reserve for future benefits
Total Liabilities and Reserves
122.80
681,564.33 •
$ 684,687.13
596.82
765,665.18
$ 766,262.00
»The assets listed In this statement must be valued on the basis regularly used In valulna
Investments held In the fund and reported to the U.S. Treasury Department, or shall be valued
at their argregrate cost or present value, whichever Is lower, If such a statement is not so re-.
quired to be filed with the U.S. Treasury Department.
$ 800,221.72
47,568.65
$ 100,887.97
13,66K37
4,939.15
18,598.86
8,794.65
333.94
18.00
127,287.97
274,521.91
$1,122,312.28
Empiovcr tnistee:
^
$ 765.665.18
$1,038,211.43
1,122,312.28
84,100.85
$ 681,564.33
'
UNITED INDUSTRIAL WORKERS OF NORTH AMERICA WELFARE FUND .
ATTACHMENT TO THE ANNUAL STATEMENT
TO THE SUPERINTENDENT OF INSURANCE OF THE
STATE OF NEW YORK
FOR THE YEAR ENDED APRIL 30,1971
Deductions from Fund Balance
Item 12 (h)—Other Administrative Expenses
Contribution to pension plan
$ 1,441.10
Postage, express and freight
2,740.46
Telephone and telegraph
3,166.28
Equipment rental
5,176.41
Miscellaneous expense
960.59 *
Repairs and maintenance
256.41
Dues and subscriptions
10,332.20
Stationery, supplies and printing
59,717.62 •
Employee benefits
38,385.27
Microfilming
554.86 •
Outside temporary oflRce help
549.38
Miscellaneous Trustees' meeting expenses
26.00 "
New Jersey and New York Disability Insurance expense
1,437.22 ,
Furniture and equipment
1,271.26
Office improvements
1,272.91 •
$127,287.97 .
RECONCILEMENT OF FUND BALANCE
17. Fund Balance (Reserve for Future Benefits at
Beginning of Year)
18. Total Additions During Year (Item 7)
19. Total Deductions During Year (Item 16)
20. Total Net Increase (Decrease)
21. Fimd Balance (Reserve for Future Benefits) at
end of Year (Item 14, Statement of Assets
and Liabilities)
-
(1) adentify)
(2) adentify)
DEDUCTIONS FROM FUND BALANCE
8. Insurance and Annuity Premiums to Insurance
Carriers and to Service Organizations (In
cluding Prepaid Medical Plans)
9. Benefits Provided Directly by the Trust or Sepa
rately Maintained Fund
10. Payments to an Organization Maintained by the
Plan for the Purpose of Providing Benefits
to Participants (Attach latest operating state
ment of the Organization showing detail of
administrative expenses, supplies, fees, etc.)
11. Payments or Contract Fees Paid to Independent
Organizations or Individuals Providing Plan
Benefits (Clinics, Hospitals, Doctors, etc.) ....
12. Administrative Expenses:
(a) Salaries (Schedule 2)
(b) Allowances, Expenses, etc. (Schedule 2) ....
(c) Taxes
(d) Fees and Commissions (Schedule 3)
(e) Rent
(f) Insurance Premiums
(g) Fidelity Bond Premiums
(h) Other Administrative Expenses
(Specify) See attachment
Total Administrative Expenses
13. Loss on disposal of investments
14. Decrease by adjustment in asset values of in
vestments
15. Other Deductions: (Itemize)
(a)
(b)
(c) Total Other Deductions
16. Total Deductions
Part IV
Part IV data for trust or oflier separately maintained fond are to be completed for a
plan involving a trust or other separately maintained fund. It also is to be completed
for a plan which: (1) Has incurred expenses other than: (a) Payments for unfunded
benefits or (b) Insurance or annuity premiums or subscription charges paid to an insur
ance carrier or service or other organization; or (2) Has assets other than: (a) Insurance
or annuity contracts or (b) Contributions in the process of payment or coUection.
Part rv—Section A
Statement of Assets and Liabilities
United Industrial Workers of North Americn Welfare Fund
File No. WP 20688
As of April 30,1971
ASSETS ^
End of
End
Item
Prior Year
Reporting Year
1. Cash
$ 75,125.57
$ 116,942.60
2. Receivables:
a. Contributions: (See Item 18)
(1) Employer
(2) Other (Specify)
b. Dividends or experience rating refunds
c. Other (Specify)
254.05
1,743.89
3. Investments: (Other than real estate)
a. Bank deposits at interest and deposits or
shares in savings and loan associations ....
300,000.00
100,000.00
b. Stocks:
(1) Preferred
(2) Common
c. Bonds and debentures:
(1) Government obligations:
(a) Federal
55,017.52
55,000.64
(b) State and municipal
(2) Foreign government obligations
(3) Nongovernment obligations
335,864.86
408,000.00
d. Common Trusts:
1,.^
Employee tiwtoe:
- -V .
�Thomas G. Lyons, 62, was an
SIU pensioner who passed away Nov.
3, 1971 of heart disease in Ely
Township, Mich. A native of Ishpeming, Mich., Brother Lyons was a
resident there when he died. He
joined the union in 1943 in the Port
of New York and sailed in the deck
department. Among his survivors is
his sister, Bernadette R. Swisler of
Seattle, Wash. Burial was in Ishpeming Cemetery.
William H. Thompson, 69, was an
SIU pensioner who passed away Oct.
25, 1971 of heart disease in New
Orleans, La. A native of Saxton, Pa.,
Brother Thompson was a resident of
New Orleans when he died. He
joined the union in 1944 in the Port
of New York and sailed in the stew
ard department. Seafarer Thompson
had been sailing 27 years when he
retired in 1969. Burial was in Garden
of Memories Cemetery in Jefferson
Parish, La.
Alfonso M. Fehres, 40, passed
away Nov. 23, 1971 of illness in the
USPHS Hospital in Staten Island,
N.Y. A native of Puerto Rico,
Brother Febres was a resident of
Brooklyn, N.Y. when he died. He
joined the union in 1961 in the Port
of New York and graduated in 1962
from the Andrew Furuseth Training
School. Brother Febres sailed in the
deck department. In 1962 he was is
sued a picket duty card during the
Moore McCormack-Robin Line beef.
Among his survivors is his wife, Ada.
Burial was in Cypress Hills Cemetery
in Brooklyn.
'I *
»''•
i*'
Joseph Tucker, 53, passed away
Sept. 13, 1971 of heart disease in
Alta Mar, P.R. A native of East
Palatka, Fla., Brother Tucker was a
resident there when he died. He
joined the union in 1967 in the Port
of New York and sailed in the deck
department. A veteran of World War
II, Seafarer Tucker served in the
Army from 1942 to 1964. Among
his survivors is his wife, Reba" Louise.
Burial was in Florida.
Ideifonso N. Perez, 53, passed
away March 22, 1971 while serving
as a crewmember aboard the Mobilian. A native of Hormiguero, P.R.,
Brother Perez was a resident of Balti
more, Md. when he died. He joined
the union in 1947 in the Port of Balti
more and sailed in the steward de
partment. Among his survivors is his
wife, Irene.
F»-
Claire G. Webster, 44, passed
away Nov. 5, 1971 of heart disease
in Venice Cay County, N.Y. Brother
Webster joined the union in 1967 in
the Port of Norfolk and sailed in the
steward department. A native of
Auburn, N.Y., Brother Webster was
a resident of Venice Cay County,
N.Y. when he died. A veteran of
I World War II, Seafarer Webster
served in the Navy from 1944 to
1966. Among his survivors is his
wife, Evelyn. Burial was in Ever
green Cemetery in New York.
Joseph E. Prischell, 64, passed
away April 24, 1970 when he acci
dentally drowned in Buffalo, N.Y. A
native of South Dayton, N.Y.,
Brother Prischell was a resident of
Hamburg, N.Y. when he died. He
joined the union in the Port of
Buffalo and sailed on the Great
Lakes in the deck department.
Among his survivors is his sister,
Hildegarde F. Mahn of Hamburg.
Burial was in Holy Cross Cemetery
in Gowanda, N.Y.
1^ January 1972
John W. Morris, 63, passed away
Nov. 7, 1971 after an illness of some
years in the USPHS Hospital in New
Orleans, La. A native of North
Dakota, Brother Morris was a resi
dent of Canoga Park, Calif, when he
died. He joined the union in 1947
in the Port of New York and sailed
in the engine department. Brother
Morris had been sailing 42 years
when he died. Among his survivors is
his sister, Mrs. Celia Larson of
Canoga Park. Burial was in St. Ber
nard Memorial Gardens in Chalmette. La.
Tomas Concepclon, 65, was an
SIU pensioner who passed away Sept.
8, 1971 after an illness of some years
in the USPHS Hospital in San Fran
cisco, Calif. He joined the union in
1948 in the Port of New York and
sailed in the steward department.
Brother Concepclon retired in 1968.
A native of the Philippine Islands,
Seafarer Concepclon was a resident
of San Francisco when he died.
Among his survivors is his brother,
Salvador Concepclon of San Fran
cisco. Burial was in Holy Cross
Cemetery in Colma, Calif.
Michael Lesko, 55, passed away
Nov. 4, 1971 of natural causes in
Veterans Administration Hospital,
Brooklyn, N.Y. He joined the union
in 1952 in the Port of New York
and sailed in the engine department.
Brother Lesko was issued a picket
duty card in 1961. In 1969 Seafarer
Lesko attended the School of Marine
Engineering and received his en
dorsement as electrician. A native of
McKeesport, Pa., Seafarer Lesko was
a resident of Union City, N.J. when
he died. He was an Air Force veteran
of World War II. Among his survivors
is his wife, Marion. Burial was in
Weehawken Cemetery, North Bergen,
N.J.
Gc<»ge Ray Peteusiiy, 18, passed
away Oct. 30, 1971 in Ben Taub
General Hospital, Houston, Tex. as a
result of injuries received in a motor
vehicle accident. Brother Peteusky
joined the union in 1969 and gradu
ated that same year from the Harry
Lundeberg School of Seamanship. He
sailed in the steward department. A
native of San Francisco, Calif., Sea
farer Peteusky was a resident of
Houston when he died. Among his
survivors is his mother, Frances M.
Peteusky of Houston. Cremation was
in Brookside Crematory in Houston.
Ernest G. Anderson, 77, was an
SIU pensioner who passed away Oct.
28, 1971 of illness in Touro In
firmary in New Orleans, La. He
joined the union in 1950 in the Port
of New Orleans and sailed in the
deck department. Brother Anderson
had been sailing 58 years when he
retired in 1963. A native of Sweden,
Seafarer Anderson was a resident of
New Orleans when he died. Among
his survivors is his niece, Mrs. Jean
Valery of Alexander, La. Burial was
in St. Bernard Memorial Gardens,
Chalmette, La.
William J. Groenveld, 79, was an
SIU pensioner who passed away Sept.
30, 1971 of heart disease in the
USPHS Hospital in New Orleans,
La. A native of Rotterdam, Holland,
Brother Groenveld was a resident of
Marrero, La. when he died. He was
one of the first members of the un
ion having joined in 1939 in the
Port of New Orleans. Seafarer Groen
veld sailed in the steward depart
ment. Brother Groenveld had been
sailing over 55 years when he retired.
Burial was in Westlawn Memorial
Park, Jefferson Parish, La.
Edward R. Crelan, 61, was an SIU pensioner
who passed away Jan. 20, 1971 after an illness of
five years in the USPHS Hospital in Boston, Mass.
A native of New York, Brother Crelan was a res
ident of Wethersfield, Conn, when he died. He
joined the union in 1944 in the Port of New York
and sailed in the deck department. He had been
sailing 34 years when he retired in 1968. Among
his survivors is his daughter, Phyllis C. Fields of
Wethersfield, Conn. Burial was in St. Patrick's
Cemetery in Chicopee, Mass.
Henry L. Horton, 75, was an SIU pensioner
who passed away Dec. 12, 1970 of illness in the
USPHS Hospital in Norfolk, Va. He joined the
union in the Port of New York in 1952 and sailed
in the engine department. Brother Horton retired
in 1968. A native of Roper, N.C., Brother Horton
was a resident of Plymouth, N.C. when he died.
He was a veteran of World War I. Among his
survivors is his son, Henry L. Horton, Jr. of
Raleigh, N.C. Burial was in Grace Episcopal
Church Cemetery in Chesapeake, Va.
Ramon Vila, 56, was an SIU pensioner who
passed away May 13, 1971 of natural causes in
the USPHS Hospital in Staten Island, N.Y. A
native of Puerto Rico, Seafarer Vila was a resi
dent of Bronx, N.Y. when he died. He joined the
union in 1947 in the Port of New York and
sailed in the engine department. Brother Vila
served as department delegate while sailing. In
1961 he was issued a picket duty card during the
Greater New York Harbour strike. He was issued
another picket duty card in 1962 during the
Moore McCormack-Robin Line Beef. Vila retired
in 1968. Among his survivors is is wife, Magdalena. Burial was in St. Raymond's Cemetery in
the Bronx, N.Y.
John A. Moloney, 72, was an SIU pensioner
who passed away Mar. 18 after an illness of many
years in Central Baptist Hospital in Lexington,
Ky. An early member of the union. Brother Mo
loney joined in 1938 in the Port of Mobile and
sailed in the deck department. He retired in 1964.
A native of Kentucky, Moloney was a resident of
Lexington, Ky. when he died. He was a Navy
veteran of both World War I and World War U.
Among his survivors is his sister, Mary M. Moore
of Versailles, Ky.
Leslie A. Dean, 71, was an SIU pensioner who
passed away Dec. 16, 1970 of illness in the USPHS
Hospital in Galveston, Tex. A native of Texas,
Brother Dean was a resident of Houston,^ Tex.
when he died. He joined the union in 1947 in the
Port of Galveston and sailed in the engine de
partment. Dean retired in 1966. Among his sur
vivors is his daughter, Mrs. Billie D. Bracewell
of Pasadena, Tex. Brother Dean's body was re
moved to Allphin Cemetery in Madisonville, Tex.
Leslie J. Johnson, 43, passed away April 14 of
heart disease in Superior, Wis. Brother Johnson
joined the union in 1955 in the Port of Duluth and
sailed in the deck department on the Great Lakes.
He had been sailing 21 years when he died. A
native of Superior, Wis., Johnson was a resident
there when he passed away. He served in the
Army from 1946 to 1947. Among his survivors
is his brother, Edwin C. Johnson of Superior,
Wis. Burial was in Greenwood Cemetery in Su
perior.
Robert R. Ferguson, 44, passed away Sept. 20,
1970 of heart disease in Ossineke Township, Mich.
A native of Ossineke, Mich. Brother Ferguson was
a resident there when he died. He was a Navy
veteran of World War II. Ferguson joined the
union in 1968 in the Port of Alpena and sailed in
the engine department on the Great Lakes. Among
his survivors is his mother, Mrs. Erie Ferguson
of Hubbard Lake, Mich. Burial was in St. Cath
erine Cemetery in Ossineke, Mich.
William C. Simmons, 66, was an SIU pension
er who passed away Apr. 11 of illness in the
USPHS Hospital in Baltimore, Md. He joined the
union in the Port of New York in 1957 and
sailed in the engine department. Seafarer Simmons
retired in 1971. He was very active in the Ameri
can Coal beef of 1957. A native of Virginia,
Brother Simmons was a resident of Baltimore when
he died. Among his survivors is his son, Floyd L.
Simmons of Portsmouth, Va. Brother Simmons'
body was removed to Beechwood Cemetery in
Boykins, Va.
Page 29
" iiiili<ifnTiilWtii 11 i 11 ' I ir III' • III' Iifit) '-'ii I'm II
�DlSPATCNMil R EPORT
Membership
Meetings'
Schedule
SIU-AGLIWD Meetings
New OrleansPeb. 15—2:30 p.m.
Mobile
Feb. 16—2:30 p.m.
WiImington..Feb. 21—2:30 p.m.
San. Fran. ...Feb. 23—2:30 p.m.
Seattle
Feb. 25—2:30 p.m.
New York...Peb. 7—2:30 p.m.
Philadelphia. Feb. 8—2:30 p.m.
Baltimore Feb. 9—2:30 p.m.
Detroit
Feb. 18- -2:30 p.m.
{Houston Feb. 14- -2:30 p.m.
United Industrial Workers
New OrleansFeb. 15—7:00 p.m.
Mobile
Feb. 16—7:00 p.m.
New York....Feb. 7—7:00 p.m.
Philadelphia.Feb. 8—7:00 p.m.
Baltimore Feb. 9—7:00 p.m.
Houston
Feb. 14—7:00 p.m.
Great Lakes SIU Meetings
Detroit
Feb. 7—2:00 p.m.
Buffalo
Feb. 7—7:00 p.m.
Alpena
Feb. 7—7:00 p.m.
Chicago
Feb. 7—7:00 p.m.
Duluth
Feb. 7—7:00 p.m.
Frankfort Feb. 7—7:30 p.m.
Great Lakes Tug and
Dredge Section
Chicago
Feb. 15—7:30 p.m.
tSault
Ste Marie Feb. 17—7:30 p.m.
Buffalo
Feb.
Duluth
Feb.
Cleveland Feb.
Toledo
Feb.
Detroit
Feb.
Milwaukee....Feb.
16—7:30
18—7:30
18—7:30
18—7:30
14—7:30
14—7:30
W
p.m.
p.m.
p.m.
p.m.
p.m.
p.m.
SIU Inland Boatmen's Union
New Orleans.Feb. 15—5:00 p.m.
Mobile
Feb. 16—5:00 p.m.
Philadelphia.Feb. 8—5:00 p.m.
Baltimore (li
censed and
unlicensed Feb. 9—^5:00 p.m.
Norfolk
Feb. 10—5:00 p.m.
Houston
Feb. 14—5:00 p.m.
Railway Marine Region
Philadelphia.Feb. 15—10 a.m. &
8 p.m.
Baltimore
Feb. 16—10 a.m. &
8 p.m.
•Norfolk
Feb. 17—10 a.m. &
8 p.'m.
Jersey City.. Feb. 14—10 a.m. &
8 p.m.
{Meeting held at Galveston
wharves.
{Meeting held in Labor Tem
ple, Sault Ste. Marie, Mich.
•Meeting held in Labor Tem
ple, Newport News.
Directory
Of Union Hails
SIU Atlantic, Gulf, Lakes
& Inland Waters
Inland Boatmen's Union
United Industrial
Workers
PRESIDENT
Paul Hall
EXECUTIVE VICE PRESIDENT
Cal Tanner
VICE PRESIDENTS
Earl Shepard
A1 Tanner
Lindsay Williams
Robert Matthews
SECRETARY-TREASURER
A1 Kerr
HEADOUABTEBS ....675 4th Ave., BUjn.
11232
(212) HV 8-6600
ALPENA, MIeh
800 N. Beeoad Ave.
49707
(617) EL 4-3616
BALTmoBE, Hd. ..1216 E. Baltimoie St.
21202
(301) EA 7-4900
BOSTON, Masa
216 Basex St.
02111
(617) 482-4716
BUFFALO, N.Y
290 Fnuiklln St.
14202
SIU (716) TL 3-92S9
IBU (716) TL 3-9259
CHICAGO, ni
9383 Ewintr Ave.
60617
SIU (312) SA 1-0733
IBU (312) ES 5-9670
CLEVELAND, 0
1420 W. 26th St.
44113
(216) MA 1-6450
DETROIT, MIeh. 10226 W. Jefferaon Ave.
48218
(313) VI 3-4741
DULUTH, Mlmi
2014 W. 3d St.
(218) RA 2-4110
66806
FBANKFOKT, MIeh
P.O. Bos 287
415 Main St.
49636
(616) EL 7-2441
HOUSTON, Tex
5804 Canal St.
77011
(713) WA 8-3207
JACKSONVILLE, Fla.
JSOOS Pearl St.
32233
(904) EL 3-0987
JERSEY CITY, HJ. ..99 MontKomeiY St.
07302
(201) HE 6-9424
MOBILE, Ala
1 Sooth Lawrence St.
36602
(206) HE 2-1764
NEW ORLEANS, La
630 Jackson Ave.
70130
(604) 529-7546
NORFOLK, Va
115 3d St.
23610
(703) 622-1892
PHILADELPHIA, Pa
2604 S. 4th St.
19148
(215) DE 6-3818
PORT ARTHUR, Tea
A34 Ninth Ave.
77640
(713) 983-1679
SAN FRANCISCO, CaUf. 1321 Mlsaloa St.
94103
(415) 626-6793
SANTURCE, P.R. ..1313 Femaadec Joncos
Stop 20
00908
724-2848
SEATTLE, Wash
2605 First Ave.
98121
(206) MA 3-4334
ST. LOUIS, Mo
4577 0»VOIB Ave.
63116
(314) 762-6600
TAMPA, Fta
312 Harrison St.
33602
(813) 229-2788
TOLEDO, 0
936 Sommlt St.
43604
(410) 248-3691
WU.MINGTM)N, CaUf. ....450 Seaside Ave.
Terminal Island, CaUf.
90744
(213) 832-7286
YOKOHAMA, Japan
Iseya Bldg.,
Room 810
1-2 Kalsan-Dnrl-Nakaku
2014971 Ext. 281
HLSS Museum Seeks Donors
The Harry Lundeberg Mu
seum, Inc., located at the Harry
Lundeberg School of Seaman
ship in Piney Point, Md., is
seeking memorabilia of the sea
for its permanent collection.
The museum, founded in
1969, is hoping to acquire
"articles of lasting interest and
great historical value," in order
to keep the American merchant
marine tradition alive.
Among the items sought are
ship models of all periods.
shipboard implements and in
struments and other related
maritime articles
Donations to the museum
are tax deductible. Seafarers
with historical items interested
in having them permanently
displayed at the Harry Lunde
berg Museum should write for
full information to Charles
Mollard,. chairman Museum
Acquisition Committee, Suite
403, 2000 L St. N.W., Wash
ington, D.C; 20036.
Page 30
ArioatiCi Golf A IRICRKI Watan Dtstrfet
0«ennbw 1.1971 to DRCRmbRT II, ^
DfCk DCPARTMIHT
REGISTERED
TOTAX SHIPPED RKGlSflBIBBD ON
AOGroBps
ClauA CLMSR
-"Port ;
Boston
8
2 58
New York ..........
74
27
Philadelphia ........
19
BaltinKwre ...........
34
20
Norfolk
^
23
9
Jacksoavllle ........
17
10
Tampa ........M.M.....
33
21
^flobile
,
37
0
New Orleans
62
55
86
Jlbiiston
63
r Wilmington
26
20
San Francls(K} ......
115
93
Seattle
28
20
Totals
570
390
AUGroiijM
^ 4
87
11
38
17
19
•5.
17
108
99
9
96
31
541
.•
2
37
7
16
3
14
8
3
30
57
8
62
23
270
AilGlroiiM
CbwA CtasiB
20
6
265
38
17
148
81
f
73
51
55
41
33
9
0
115
10
3
?
218 . 128
• • 5 Zm
130
118
04 . 130
0 '^--1
0
1 175
185
0
39..
20
10
1389 1053
iaaiC
0
0
0
2
0
0
»IGiNE DIPARTMEIIT
TOTAL l^ISTERED
TOTAL SHIPPED
••1
•-
REGISTERED ON BEAi
All Groops
AB Groups
All GroHpi
Si
Port
~
Cbu» A dassB
ClassA OBSBB Class C
Qass A QassB • ""4^
Boston '
4
2
4
0
0
9
10
New York ...........
62
88
67
0
214
242
Philadelphia
^15
16
7
0
• 23 * 16
Baltimore
26
17
' ;
28
18
2
103
64
Norfolk
v:;
4
9
11
0
38
46
Jacksonville
11 s 20
12: :•
21
0
,\
33
63
Tampa
16
21
.7, - 6.:,
0
16 ^
4• •
Mobile
38
21
0 V •/
• 32
110
45
New Orleans
55
43
145
158 ;
Houston
87
80 ' ,
' 86
53 ••••••••
133
145
Wilmington
..
7 - T7 V- 2
6 : •• 0
41
83
San Francisco
57
95
65 '^•r--7l' 98
219
Seattle • •
29
O-'-V-i;
19
35
20
Totals ................
399
454
397
335
6
983 1130
•
;.o
-"Si
REGISTERED ON BEACH
STEWARD DffARTMlMr
fPTAL REGISTERED
TOTAL SaiPPED
AirGnM^
CkusA C^ R
0
1
JB<»ton .i..
52
63
New York
14
10
Philadelphia
22
10
^Baltimore
15
Norfolk
9
Jacksonville
14 : 26
'ampa
15
13
obile
10
26
ew Orleans
26
buston
75
55
jWilmingtbh
,
10
13
San Franckco ......
49
63
Seattle
10 m'S
v344
456
iifotala .......
AllGroiqtti
OMSA Cl^B Cl^C
'ffirt .
t-
"
AUGf^
!B!SA CiassB-
.'.v
'
mm:-.:
DELTA URUGUAY (Delta),
Sept. 12—Chairman Reidus Lam
bert; Secretary W. Kaiser, $203 in
ship's fund and $427 in movie fund.
No beefs and no disputed OT.
IBERVILLE (Waterman), Sept.
12—Chairman N. D. Giliikin; Sec
retary W. McNeely; Deck Delegate
Donald Pose; Engine Delegate
Charles E. Perdue; Steward Dele
gate Edwin Mitchel. $19 in ship's
fund. Everything is running smooth
lyPENN LEADER (Penn), Aug.
22—Chairman John Pierce; Secre
tary Nicholas Hatgimisios. Most of
the repairs were done on ship. No
beefs were reported. Everything is
running smoothly. Vote of thanks
to the steward department for a
job well done.
TRANSIDAHO (Hudson Water
ways), Sept. 26—Chiarman Frank
Caspar; Secretary Aussie Shrimpton; Deck Delegate Charles Hill;
Engine Delegate P. Macinowski;
Steward Delegate Frank Rahas.
$112 in ship's fund. No beefs. Ev
erything is running smoothly.
Brother Zarchowski gave a lengthy
report on' his recent visit to Piney
Point, stressing the facilities that
existed for the benefit of the mem
bership of the union. He consid
ered it to be a thorough and most
enlightening program for the edu
cation of the membership. His ad
dress was well received and also en
dorsed by other members who had
visited Piney Point.
SEATRAIN PUERTO RICO
(Seatrain), J uly 11—C h a i r m a n
George H. Ruf; Secretary J. McPhaul; Deck Delegate M. F. Kra
mer; Steward Delegate Harold McAteer. Everything is running
smoothly with no beefs.
JEFF DAVIS (Waterman), Aug.
29—Chairman, L. D. Richardson;
Secretary A. R. Rudnicki; Deck
Delegate Earl R. Smith; Engine
Delegate R. McNutt; Steward Dele
gate Ernest R. Huitt, Jr. $39 in
ship's fund. Few hours disputed OT
in deck department.
WESTERN PLANET (Western
Tankers), Aug. 29—Chairman L. J.
Olblantz; Secretary J. B. Harris;
Engine Delegate Johnny Caldwell;
Steward Delegate Russell A. Celik.
No beefs were reported by depart
ment delegates. Vote of thanks was
extended'to the steward department
for a job well done.
OVERSEAS ALICE (Maritime
Overseas), Sept. 5—Chairman Cris
Christenbury; Secretary Duke* Hall;
Deck Delegate Virgil Dowd; Stew
ard Delegate Jim Bartlett. No beefs
were reported. Vote of thanks to
the steward department for a job
well done.
OVERSEAS TRAVELER (Mari
time Overseas), Aug. 22—Chair
man J. M. Dalton; Secretary F. D.
Ballard; Deck Delegate Henry Banta; Engine Delegate Albert W.
Dykes; Steward Delegate Malcolm
Stevens. $20 in ship's fund. No
beefs. Everything is running
smoothly.
OVERSEAS TRAVELER (Mari
time Overseas), Aug. 22—Chairman
J. M. Dalton; Secretary I. D. Bal
lard; Deck Delegate Henry Banta; Engine Delegate Albert W.
Dykes; Steward Delegate Malcolm
Stevens. Everything is running
smoothly with no beefs.
BRADFORD ISLAND (Steuart
Tankers), Aug. 29—Chairman F. R.
Chameco, Secretary T. Savage;
Deck Delegate D. C. LaPrance; En
gine Delegate John A. Ryan. $23
in ship's fund. Some disputed OT in
deck and engine departments.
VANTAGE HORIZON (Vancor),
Aug. 15—Chairman J. W. Alstatt;
Secretary S. T. Arales; Deck Dele
gate James J. Connors; Engine
Delegate William Bowles; Steward
Delegate Theodore Harris. $1 in
ship's fund. No beefs were reported.
NOONDAY (Waterman), Sept.
26—Chairman John W. Kelsoe;
Secretary W. Alvaro. Some disputed
OT in deck department, otherwise
everything is running smoothly.
Seafarers Log
mm
�[ *
Narcotics: The 'Grim Reaper
•1.
" •
>•
'i'".
•j
When it comes to problems that affect the American people
and their society, it's quite obvious that this nation's No. I con
cern is with the question of narcotics.
That word "narcotics" covers the entire range of drugs. It In
cludes everything from marijuana to heroin. It includes barbitu
rates and amphetamines—the so-called "uppers" and "downers"
—and everything in between.
The government has mounted a full-scale campaign against
narcotics. In this fight, it has enlisted the press, radio and televi
sion, the medical profession, the churches, the schools—every
body.
The attack is based on three key points:
• The use of narcotics is illegal.
• The use of narcotics is dangerous to the health—even the
life—of the user.
• The use of narcotics involves a serious "moral issue."
These are legitimate points. But for the Seafarer, the question
of narcotics comes down to an even more basic issue:
Any Seafarer using narcotics—ashore or asea—loses his sea
man's papers forever! A man who gets "busted" once on a nar
cotics charge gets busted economically, too—because he loses
his right to go to sea—not just for awhile, but for the rest of his
life!
That's a tough rap—losing your passport to life—but that's the
way it is. A single "stick" of marijuana . .. just a couple of grains
of the hard stuff... and a man is through in the maritime industry!
It's almost as tough on the shipmates of the man who uses—or
even possesses—narcotics.
Any Seafarer caught with narcotics in his possession makes his
ship—and his shipmates—"hot." It subjects the men and their
vessel to constant surveillance by narcotics agents in this country
and abroad.
And, of course, any Seafarer who is an addict—who uses any
drug that affects his mind and his ability to function normally—
endangers the lives of his shipmates. The possibility of an emer
gency is always present aboard ship—and only alert minds can
react to an emergency.
Talk to Seafarers about the "grim reaper" and they'll tell you
about accidents or storms at sea ... or about the hazards of com
bat service.
They should put narcotics at the top of the list—because it can
claim more lives, or it can threaten more livelihoods, than any
other peril.
Narcotics. The "grim reaper." It's sure something to think about.
#
li'
January 1972
%
Page 31
•' ~i-. •
•,i:v
,
�SEAFA«EBS»LOO
OFFICIAL ORGAN OF THE SEAFARERS INTERNATIONAL UNION • ATLANTIC, GULF. LAKES AND INLAND WATERS DISTRICT • AFL-CIO
J
250.97
Welfare, Pension and Vacation Benefits
Make Seafarers Lives a Little Better
In 1970 the existing SlU pension plan was broadened to malce
it possible for Seafarers to retire at 55 years of age with 20 years
of seatime. A number of Seafarers joined the pension roll under
this new provision during 1971.
Providing for the many other needs of the Seafarer, $47,112,153.25 has been paid out in Welfare benefits. Among the monies
included in this amount are $11,814,875.12 in death benefits;
$13,046,530.01 in dependent benefits; $8,440,142.32 in hospital
benefits, and $337,896.67 for scholarships.
These scholarships are awarded annually to Seafarers and
their dependents and in 1971 the amount given each successful
candidate was raised from $6,000 to $ 10,000.
V
Even though the total amount of benefits paid adds up to more
When the year 1972 closed, the Seafarers Welfare, Pension
and Vacation Plans soared to a record high of $162,004,250.97
in benefits paid since the inception of the various programs.
^
The greatest part of this impressive figure was $88,732,841.22
paid in vacation benefits so that Seafarers and their families
could enjoy some leisure time together each year.
In order that the Seafarer can feel secure during his years as
a senior citizen, the Pension Plan paid out $26,159,256.50 since
it began in the early I950's. These monies insure that Seafarers
do not have to fear that they will be without adequate funds in
their retirement years.
than $162 million, this figure does not reflect other benefits af
forded Seafarers such as upgrading and training facilities.
All together, these figures are evidence of the SlU's continuing
concern for its members and their families.
For this is the kind of benefits program that is there when it
counts. In time of illness, when vacation time rolls around, as the
kids are ready to go to college, and in life's golden years, the
SlU benefits program is there.
V :-it;: -
Although the amount of money spent is impressive, the real
payoff can't be described in terms of dollars. The real payoff is
that the union is hard at work getting a share of the good life
for its members. That is the union's highest duty and its best
service.
�
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Seafarers Log Issues 1970-1979
Description
An account of the resource
Volumes XXXII-XLI of the Seafarers Log
Source
A related resource from which the described resource is derived
Paul Hall Maritime Library Microfilm 1939-1993
Publisher
An entity responsible for making the resource available
Seafarers International Union of North America
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
January 1972
Description
An account of the resource
Headlines:
KEEL IS LAID FOR DELTA MAR; DELIVERY SET FOR EARLY '73
NOMINATIONS SOUGHT FOR '72 SEAMANSHIP TROPHY
AL KERR DIES AT AGE 51; SIU LOSES A GOOD FRIEND
U.S. FISHING VESSELS REMAIN 'HELPLESS PREY'
ORGANIZED LABOR, MEMBERS OF CONGRESS INTENSIFY EFFORTS TO SAVE PHS HOSPITALS
HOUSE MINORITY LEADER FORD REVIEWS MARITIME PROGRESS
REP. TIERNAN TAKES ISSUE WITH HEW PLAN
GARMATZ' BILL REQUIRES 50% OF OIL IMPORTS BE CARRIED ON U.S. SHIPS
ILA SIGNS PACT SUBJECT TO PAY BOARD APPROVAL
GRALLA RETIRES AS MSC HEAD
PROMOTIONAL CAMPAIGN LAUNCHED BY NATIONAL MARITIME COUNCIL
INTERIOR, COMMERCE OFFICIALS EXPRESS VIEWS ON MERCHANT MARINE
BLINDFOLDS, GAGS AND EAR PLUGS
'A LITTLE BIT OF SUGAR'
AFL-CIO FORMS VOLUNTEER STAFF TO CHECK ON PRICES
CONSUMERS FACE FURTHER RISE IN LIVING COSTS
CHRISTMAS WITH THE SIU
THE FUTURE IS NOW
A NEW PROGRAM FOR ALL SEAFARERS
YOUNG SEAFARERS PLAN RETURN TO HLSS
SIU MEMBERS JOIN PENSION ROLLS
HONG KONG 'RATES' WITH SEAFARERS
THE WONDERFUL WORLD OF WHALING IS NO MORE
HLSS MUSEUM SEEKS DONORS
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
1/1972
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 XXXIV, No. 1
1972
Periodicals
Seafarers Log