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SEAFARERS^LOG
OFFICIAL ORGAN OF THE SEAFARERS INTERN^ATIONAL UNION • ATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT • AFL-CIO
I'Si »
I
MTD Board
Launches Fight
For More Jobs
(See Pages 3, 4)
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MTD Administrator 0. William Moody addresses Board meeting.
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Fight on for 50-50
For U.S. Oil Imports
fSee Pages 2, 18)
�Bethlehem
To Construct
Supertanker
Specifications for the devel
opment of a standard design
for construction of several new
26S,000-deadweight ton tank
ers were made public last
month by Bethlehem Steel
Corp.
More than twice the size of
any tanker previously built in
this country and approximately
40,000-deadweight tons heavier
than any other American-flag
tanker design yet proposed,
each of the new vessels would
be constructed in the huge
shipbuilding basin at the corpo
ration's shipyard at Sparrows
Point, Md.
Overall length of the tankers
will be 1,080 feet with a breath
of 170 feet. Cargo capacity will
be 2,050,000 barrels and 35,000 horsepower engines will
generate an average service
speed of approximately 15Vi
knots. Length between perpen
diculars will be 1,040 feet with
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Pictured above is a model of the SlU-contracted Bethlehem Steel Corporation's proposed supertanker which would be the largest
built for the U.S.-flag fleet. From bow to stern the supertanker would be as long as three-and-one-half football fields.
a depth of 93 feet and a draft
of 72 feet.
Announcement of the new
standard design was made dur
ing a special briefing attended
by, among others, Andrew Gib
son, Assistant Secretary of
Commerce for Maritime Affairs,
Congressman Edward A.
Garmatz (D-Md.), chairman of
the House Merchant Marine
and Fisheries Committee, and
Andrew A. Pettis, president of
the Industrial Union of Marine
and Shipbuilding Workers of
America.
Walter F. Williams, vice
president in charge of ship
building for Bethlehem, called
attention to the fact that one
of the major aims of the Mer
chant Marine Act of 1970 is
the development of an Ameri(Continued on Page 18)
Cargo for Decency and Dignity
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Seafarers are well aware of the total effort being made
by their union to secure more cargo for American-flag
vessels—cargo that is vitally needed if our members are
to have the decency and dignity that go hand-in-hand
with job security.
Your SIU has been in daily conferences with many
other organizations representing labor, management and
the government in our campaign to secure American
cargo for American ships. This combined drive repre
sents the greatest display of unity among the various
segments of the maritime industry in its modem history.
The Merchant Marine Act of 1970 gave us an im
portant mechanism to work with in our straggle to re
vitalize the American-flag fleet. It opened the way to
bring Federal assistance to the construction and operation
of all vessels in the foreign trade, including the bulk
fleet—^much of which is manned by SIU members.
Now we are seeking another important legislative tool.
We are working toward having oil imports covered by
the Cargo Preference Laws in order to guarantee that
the American-flag fleet will receive a substantial portion
of the oil and natural gas cargoes that are mounting
steadily. This is vital to our national security, too.
Legislation introduced in the House of Representatives
by Congressman Edward Garmatz, chairman of the
House Merchant Marine and Fisheries Cbmmittee, would
call for 50 percent of all oil imports to be carried aboard
U.S.-flag tankers.
Adoption of this proposal stands high on our list of
priorities in our battle for additional cargo.
Today our nation is facing two challenges that are
interlocking. One is to increase quickly the availability
of energy fuels, primarily petroleum and natural gas.
The second is to strengthen our American-flag tanker
fleet.
The United States now consumes more oil, gas, coal
and nuclear power than the Soviet Union, Britain, West
Germany and Japan, combined.
Yet our current rate of use is small compared to what
will be demanded by 1985. By then, our nation will be
forced to import 15 million barrels of oil every day to
supplement our dwindling domestic production—even if
the Alaska North Slope fields are being fully tapped.
That is five times the amount now being imported from
overseas sources.
Most of this petroleum will come from the huge re
serves in the Persian Gulf area. And they will come to
our shores by ship. Our challenge is to see to it that the
United States has a sufficient fleet of tankers to keep her
independent of foreign powers in the transportation of
this vital raw material.
We agree completely with a statement by Assistant
Secretary of the Interior Hollis M. Dole who told a
recent Itmcheon sponsored by the AFL-CIO Maritime
Trades Department that:
"There are certain things about a nation's life that are
simply too important to be left to the control of others.
One is ocean transport. Another is energy. These, and
a handful of other truly strategic services constitute the
irreducible minimum of capabilities which the nation
must have under its own control at all times."
The fact is that our United States, even today, has no
choice but to be dependent upon foreign nations for our
supply of oil and natural gas.
But the Garmatz Bill does give us an opportunity to
keep imder our control the transport of that energy
supply to our shores.
Andrew E. Gibson, Assistant Secretary of Commerce
for Maritime Affairs, has estimated that the United
States' energy imports will require by 1985 the services
of a fleet of tankers equal to the entire tanker fleet of
the world today.
This involves hundreds and hundreds of ships, even of
the supertanker class.
By guaranteeing that at least half of our petroleum
imports be carried aboard American-flag vessels, we
would bring both job security and job opportunity to
thousands of skilled American Seafarers.
We do know that in the first six months of 1971,
American-flag ships carried only 3 percent of the oil
imported to the United States. That is not simply a jobrobbing factor for Seafarers, it is an exceedin^y dan
gerous position for our nation to be in if we are to remain
secure.
The SIU is participating in the hearings by providing
all the help it can muster for peuties who see in the
Garmatz bill one way to help in the straggle to save our
fleet and to provide adequate protection for our country
against the dictates of foreign nations who would dom
inate us by dominating our waterborne commerce.
Paul Hall i
Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Avenue, Brooklynf
New York 11232. Published monthly. Second Class postage paid at Washington, D.C.
Page 2
Seafarers Log
�MTD Board Suggests Maritime Solutions
The MTD Executive Board, clared. "France, for example,
meeting Feb. 10 and 11 in Bal requires that two-thirds of all
Harbour, Fla., ,took wide-rang of its petroleum imports be
ing actions aimed at solving carried on French ships. That
many problems confronting the insures cargo for the French
maritime industry in particiilar merchant fleet. Should we do
and the nation in general.
less for our own merchant ma
SIU President Paul Hall, who rine?"
is also president of the MTD, Other Suggesttons
chaired the two-day meeting.
Another proposed change in
Department Administrator O. the cargo preference laws would
William Moody, Jr., told the require that all governmentmeeting that "we will give our generated cargo be carried on
suport in all legislative areas— American-flag ships. The pres
with special emphasis on mari ent requirement is for just 50
time matters—to those bills percent.
which give hope of a reduction
Moody said the Maritime
in unemployment, on those bills Trades Department and its affil
which promote jobs, to those iates strongly support both
bills which advance new tech these and other measures be
nologies and new industrial en cause "they mean jobs—^jobs
terprises and which could help on the ships, in the ports, in
to produce new jobs."
the shipyards and in many
And
In the area of maritime legis maritime-related fields.
lation, Moody pointed out that that^s what we must be primar
the House Merchant Marine ily concerned with—^jqbs for
and Fisheries Committee is American workers."
holding hearings on important
Members of the Board then
proposals regarding the nation's turned to a number of special
cargo preference laws.
reports. A new study of the
One such proposal, he said, nation's economy pointed out
would require that 50 percent that many of the same condi
of all oil imported into the tions which have been eroding
United States be carried on the American economy con
American-flag ships.
tinue to exist.
Specifically, it cited:
"There is adequate precedent
• "The double-edge sword
for such legislation," he de
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Pollock Reports on
Sea Law Dealings
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Howard W. Pollock, deputy
administrator of the Nation^
Oceanic and Atmosphere Ad
ministration, told Executive
Board of the Maritime Trades
Department that the stakes in
the current conflict over the
International Law of the Seas
are jobs.
Mr. Pollock described the
wealth of minerals and other
resources on the ocean floor,
and said "these challenges to
science and technology will
produce a great potential for
employment, an emerging new
labor force."
He added, "All of these nec
essary instances of man's in
evitable move into the oceans
mean work, mean jobs. This
work, these jobs, are your
stakes and challenges for the
future."
The issues involved in the
conflict over the Law of the
Seas, Mr. Pollock contended,
include those of sovereignty.
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Hpward W. Pollock
February 1972
the right of free passage and
access to oceanic resources.
This conflict has led the
United Nations to call an inter
national conference of the Law
of the Seas next year. Mr. Pol
lock said that there was general
agreement among the partici
pating nations on only one,
issue before them—that of ex
tending the territorial limit of
national sovereignty to 12-miles
from the traditional three.
The United States position
favors the extension of the
limit, he said, and calls for a
"trusteeship zone" substantial
ly controlled by the coastal state
to the 200-meter water-depth
line, and an international zone
after that.
He added that the nations
participating in preliminary
talks are attempting to work
out sensible compromises of
their differing, opinions.
But, he cautioned the MTD
Board, "to the extent that we
fail to accommodate both our
own vital needs in the oceans
of the world and those of other
nations, we aggravate the con
flicting parochial interests of
myopic world leaders, imperil
the enormous potential for the
benefit of present and future
generations of mankind.
"Unless the nations of the
world can meet and master the
enormous chalenge of equitably
reordering the traditional Law
of the Sea to accommodate
man's international demands,
the bright promise of peace,
security and rapid economic
expansion will dim," Mr. Pol
lock warned.
An Executive Board Meeting of the MTD In session with MTD Administrator 0. William Moody,
Jr. speaking to the delegates from the podium. MTD President Paul Hall, at his Immediate right,
presides at the session. The meeting, held In Bal Harbour, Fla., dealt with various problems
facing the U.S. maritime Industry, those problems confronting the entire U.S. transportation
Industry, and the economic problems confronting the nation as a whole. Reports were presented
to the board on these problems and possible solutions were offered.
of high unemployment and con
tinued inflation.
• "The paradox of declining
industrial production, increas
ing layoffs and falling working
hours accompanied by increas
ing corporate profits.
• "The closing of American
factories because of an inffux
of lower-priced imports, many
of which are produced by
American firms
which have
run away from the U.S., leaving
joblessness in their wake.
• "The evaporation of the
expected 'peace dividend' from
the 'winding down' of the Viet
nam war.
The report said that the an
swer to alleviating the coun
try's etronomic woes is to secure
jobs for America's working
men and women."
"It is time to turn away from
the economists who are respon
sible for the discredited pro
grams which have led to these
failures. Promises must give
way to action—action designed
to create jobs and purchasing
power for the nation's work
ers," it concluded.
MTD Executive SecretaryTreasurer Peter M. McCavin
presented a repmrt on Depart
ment activities which declared
that the work of the MTD is
reflected in "our deep involve
ment with bringing new life to
the shipbuilding and shipping
industries."
Discussing the various activ
ities of the Department, Mc
Cavin praised the Port Coxmcils and the various affiliates
for their strong support and
efforts in achieving MTD goals.
"The MTD has been an active
and growing department of the
AFL-CIO because of these ef
forts," he declared.
A number of other special
reports were presented during
the meeting. Highlights appear
on page 4.
The Board also took action
on a number of important reso
lutions, including the follow
ing:
Energy—^In light of the pres
ent energy crisis facing the
nation, the Board urged the
government to formulate a
national energy policy to pro
vide both short and long-term
solutions to the problem of
providing Americans with de
sirable fuel at a reasonable cost.
The resolutions called for
Congress and the President to
act favorably on proposed
changes in cargo preference
laws and declared "that because
of the benefits the nation as a
whole and western consumers
in particular would realize"
Congress should take prompt
action on legislation to uphold
the merger of El Paso Natural
Gas and Pacific Northwest
Pipeline Co.
Idle Ships—The lack of em
ployment of U.S.-flag merchant
ships in many sectors, including
government-generated cargoes,
has created a crisis that requires
fast action. Many ships are idle,
the Board said, and without
the use of these ships, "we will
not be able to preserve our
existing nucleus of a viable
merchant fleet."
The Board urged the govern
ment to "take the steps neces
sary to remedy the distressed
condition of this vital segment
of the U.S. Merchant Marine."
Right to Strike—In a strong
ly worded statement, the Board
expressed its total opposition to
any attempt to limit the work
ers' right to strike. The resolu
tion called upon Congress to
eliminate all "national emer
gency" sections of the TaftHartley and Railway Labor
Acts.
In addition, the Board prom
ised to "utilize every resource
at our command to oppose all
legislative actions that would
curtail the rights to strike by
workers in the transportation
industry, as well as every other
industry in our land."
Highlights of other adopted
resolutions appear on page 4.
A visitor to the AFL-CIO Maritime Trades Department Executive
Board meeting In Bal Harbour, Fla. glances at some reports
prepared for the meeting. Discussions centered on problems
confronting maritime In particular and the nation In general.
Page 3
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At MTD Board Meeting
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Be It
Resolved'
Transportation:
America's Challenge
West
The Maritime Trades Department's
Special Committee on National Trans
portation Policy presented its first report
to the MTD Executive Board during the
meeting in Rorida. President Floyd E.
Smith of the International Association
of Machinists and Aerospace Workers,
chairman of the special committee, was
detained and his report was delivered by
JAM Vice President Charles West.
Here is the committee report:
The delegates to the Ninth Constitu
tional Convention of the AFL-CIO Mari
time Trades Department last November
adopted a resolution urging United States
to develop a comprehensive plan to gov
ern the future growth and operation of
all American transport modes.
The resolution also called for the es
tablishment of a National Transporta
tion Policy Committee to undertake a
study of the nation's transport modes in
order to develop guidelines for both a
unified approach to the nation's trans
port problems and as a guide to the best
means of meeting the transport chal
lenges of the years ahead.
We in the Maritime Trades Depart
ment are in a unique position to under
take such a study. Through our affiliates
and their members, this Department is
represented in virtually every facet of
this country's transportation industry.
We have a lot at stake where transporta
tion is concerned.
That is why the delegates to the con
vention adopted a resolution concerning
the industry. That is why this study was
prepared—to provide a statistical and
factual analysis of each segment of our
transportation network. It is essential
that, prior to formulating a policy, we
be aware of the present state of each
mode so as to better understand its prob
lems and to provide adequate solutions.
The people of the United States are
the greatest users of transportation facil
ities in the world. Each year, we travel
more passenger-miles and transport more
tons of freight more miles than in any
preceding year. Transportation, which
accounts for approximately 20 percent
of our Gross National Product, reached
a record $196 billion in 1970.
Yet, these figures can be misleading.
When the transportation industry is
broken down into its component parts,
we see that each segment is faced with
some problems. Until we can surmoimt
these problems, we will not have the
viable national transportation system that
is the goal of the MTD.
Let me cite just a few of the problem
areas:
The great expansion in the number
and use of automobiles has brought with
it the problems of highway congestion,
parking shortages, environmental dam
age, noise and air pollution, safety, and
the loss to other uses of land pre-empted
for urban roadways.
(Continued on Page 17)
Foreign Trade:
Impact of the Multinationals
Feinstein
President Charles Feinstein of the In
ternational Leather Goods, Plastics and
Novelty Workers Union is co-chairman
of the MTD's long-established Commit
tee on Foreign Trade.
During the February meeting of the
MTD Board, Mr. Feinstein delivered the
first in a new series of reports on the
impact of foreign trade. Here is What he
said.
The November convention of the
Maritime Trades Department authorized
our special committee on foreign imports
to become an action committee. As cochairman, then, it is my pleasure to
present the first in what we hope will be
a constructive series of reports on the
effect of foreign imports on the nation's
economy and their impact on the na
tion's workers.
By the end of the series of reports we
plan, we hope that all facets of the grow
ing problem of foreign trade policy will
have been exposed, and that we can
make recommendations for proper solu
tions.
The first report deals with the strangu
lation of the American economy through
the spreading tentacles of multinational
firms.
As the report points out, American
businesses are increasingly making huge
investments overseas—setting up fac
tories and production facilities abroad
and shipping products back to the U.S.
for sale.
The price of this overseas investment
has been thousands of jobs and in some
cases the loss of entire industries as
plants shut down in favor of overseas
production facilities.
All of that is the result of the nature
of the multinational firm, headed by
men who have no allegiance to any na
tion. They owe their allegiance only to
the quest for profit. The report documents
cases where the multinational firms have
moved into an area, buUt up the economy
and then just as quickly moved out to
places where production comes even
cheaper. If political or economic pres-
sures are brought against these ^ant
firms, they simply move to less restricted
ground, leaving economic chaos behind
them.
The firms are able to move freely
throughout the world because of tax and
foreign trade policies which the report
says has encouraged multinational de
velopment, to the detriment of the na
tion's capability to produce its own deifense systems to to ever solve the prob
lems of unemployment.
And, in the face of restrictions on
American trade in nearly every other
land, the multinationals stand as a road
block to constructive policy change be
cause they have invested billions of dol
lars on the basis of present regulations.
Just from this brief outline, I think
you can see the depth of the problem
explored in this report on multinational
firms. In coming months the committee
will be studying other facets of our na
tional foreign trade picture and we will
be reporting to you regularly as our in
vestigation continues.
National Maritime Council:
Functions and Activities
Groton
Page Groton of the International
Brotherhood of Boilermakers, Iron, Ship
Builders, Blacksmiths, Forgers and Help
ers, is a member of the Executive Com
mittee of the National Maritime Council.
Here is the report he submitted to the
MTD Board on the functions and activ
ities of the Council:
As mentioned in the Shipbuilding
Committee Report at the Ninth Con
stitutional Convention of the MTD, the
Page 4
National Maritime Council began func
tioning last fall. The impetus for the
formation of the council was provided
by Andrew E. Gibson, Assistant Secre
tary of Commerce for Maritime Affairs.
Since then, the council has been step
ping up its dual missions of developing a
strong, efficient, privately owned merchant
marine, and promoting more cargo for
American-flag ships.
The scope of the council is nationwide,
and the composition shows the high
degree of unity we have achieved in the
maritime industry. Business, labor and
government are working together to
achieve the vital goal of generating more
cargo for U.S.-ffag ships.
In our deliberations, we have found
that all elemnts have something to con
tribute toward this effort. So you can
see that overlying the council's policy(Continued on Page 17)
Here are highlights of some
of the resolutions adopted by
the MTD Executive Board dur
ing the recent meeting.
Price Watchdog Units—Call
ed for the MTD, Port Councils
and all affiliates to support the
AFL-CIO price-monitoring pro
gram.
Public Health Service Hos
pitals—Asked for legislation to
specifically order the Health,
Education and Welfare depart
ment to permanently maintain
the ei^t PHS hospitals as a
vital segment of America's
health care system.
Jones Act—Affirmed the De
partment's continued support
for the Jones Act and urged
action by Congress to close all
loopholes in the Act. "We be
lieve that the President should
take immediate executive action
to place the Virgin Islands with
in the purview of the Jones
Act," the resolution declared.
Shipbuilding—Urged all seg
ments of the maritime industry
to unite in redoubling efforts to
bring about "the successful revitalizations" of the American
Merchant Marine through con
struction of 30 merchant ships
per year as promised in the
Merchant Marine Act of 1970.
The resolution called upon the
federal government to under
take a long-term commitment
to modernize and expand the
American Navy so that "it will
be prepared to fully defend the
people of the United States in
any future crisis."
Safely Glazing—Placed the
Department on record in favor
of Safety Glazing legislation.
The resolution, submitted by
the International Brotherhood
of Painters and Allied Trades,
pointed out that increasing in
juries, disfigurements and deaths
resulting from unsafe glass
doors, shower doors, sliding
glass doors and storm doors
makes this legislation vital to
the safety and well being of
millions of Americans.
Memorials—The Board also
adopted memorial tributes hon
oring the late A1 Kerr, secre
tary-treasurer of the SIU; Har
old A. Schneider, a founder and
secretary-treasurer of the
American Federation of Grain
Millers; Wayne E. Strader, who
died less than a month after
succeeding Mr. Schneider as
secretary-treasurer of the Grain
Millers; and J. Pat Daniels,
secretary-treasurer of the In
dustrial Union of Marine and
Shipbuilding Workers of Amer
ica.
Randolph Is
Murray-Green
Award Winner
A. Philip Randolph has
been chosen to receive the
AFL-CIO's coveted MurrayGreen award for outstanding
humanitarian service.
Randolph, dean of the na
tion's labor leaders, is president
emeritus of the Sleeping Car
Porters. The award is named
for Philip Murray, late presi
dent of the CIO and William
Green, late president of the
AF of L.
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AFL-CIO Executive Council in session at the midwinter conference in Bal Harbour, Fla.
AFL-CIO Council Acts on National Issues
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Beginning its concentration
on the 1972 elections, the
AFL-CIO Executive Council
discussed a host of issues in
both domestic and foreign pol
icy fields at its midwinter meet
ing in Bal Harbour, Fla.
High on the council agenda
was a resolution urging work
ing men and women to "elect
progressive, liberal men and
women" at all levels of govern
ment.
The council urged full co
operation with the federation's
political education arm, COPE,
to meet "the most serious chal
lenge the trade union move
ment has ever faced."
The council also voiced its
support for a proposed national
voter registration system which
it said would remove artificial
barriers to voting that exist in
many states.
The depth of the challenge
the council cited is reflected in
the broad range of positions it
took on issues facing America.
The council was particularly
critical of the Administration's
economic controls program
which it said displayed "flagrant
favoritism" toward moneyed in
terests and put the burden of
controls on workers and the
poor.
"Tp the worker at the bot
tom of the economic ladder the
control program means his
wages are strictly regulated but
the rent he pays and the price
tag on most of what he must
buy is free to rise," the council
declared.
The council resolution urged
support of legal efforts to chal
lenge the inequity of the con
trols program; support of work
ers "forced to strike against
the regulations and restudy by
the Congress of the laws passed
permitting economic controls.
The council also adopted a
February 1972
number of resolutions in the
field of social insurance. One
of them called for direct gov
ernment payment of social
security funds through taxes
rather than through employeremploye contribution.
The council said it was con
cerned that social security de
ductions would rise in the next
few years thus placing "too
heavy a tax burden on low and
middle income workers."
In the same field, the council
called for reform of the unem
ployment compensation laws
to make them uniform so that
workers would know the bene
fits to which they are entitled,
and it renewed its call for
passage of national health
security legislation.
The council urged an in
crease in the minimum wage,
declaring that the current mini
mum of $1.60 an hour "no
longer even approaches the
federally defined poverty level
for a family of four."
Action on the minimum wage
is needed immediately, the
council declared. On another
kind of insurance, the council
Council Adopts Maritime Goals
The AFL-CIO Executive Council, at its
midwinter meeting in Bal Harbour, Fla.,
adopted the joint legislative program of the
Federation's maritime unions.
That joint program calls for:
• Opposition to compulsory arbitration
or any form of government interference in
any manner in collective bargaining.
• Support of H.R. 12324, a bill to require
that at least 50 percent of all U.S. oil and
natural gas imported be carried in U.S.-flag
ships, and suport of S. 2404, a bill to preserve
the merger of El Paso Natural Gas and
Pacific Northwest Pipeline Co. as a means of
assuring the development of U.S. technology
in this highly specialized shipbuilding field
and to assure maximum U.S.-flag participa
tion in the transportation of liquid natural
gas which will have an increasingly vital role
in meeting America's energy requirements.
• Support of H.R. 10923, a bill which
would require government-financed cargo to
be carried 100 percent on American-flag
ships, provided freight rates are equal to
those charged by foreign flags.
• Support of all legislative efforts to
modernize and preserve the existing U.S.
Public Health Service Hospitals and prevent
efforts of the Department of Health, Educa
tion and Welfare to close these essential
health care facilities.
• The AFL-CIO to include key issues
affecting maritime workers among those
issues upon which COPE makes its deter
mination of a legislator's performance in
Congress.
The report of the maritime unions also
pointed out the need for industry stability as
a key factor for insuring job security and
employment opportunities for maritime
workers.
The maritime unions declared that such
industry stability can be achieved through
programs designed to encourage U.S. ship
pers to ship cargoes on U.S.-flag ships.
The report was prepared at meetings im
mediately prior to the Council sessions. The
unions said they would continue their joint
meetings, giving priority in future talks to
areas of collective bargaining negotiations
and contract dates.
Unions and their representatives partici
pating in these meetings were:
International Longshoremen's Association,
ThomasW. Gleason, President, and Thomas
O'Callaghan, president of the Masters, Mates
and Pilots Marine Division of the ILA.
Marine Engineers' Beneficial Association,
Jesse M. Calhoon, President.
National Maritime Union, Joseph Curran,
President.
Seafarers International Union of North
America, Paul Hall, President.
United Steel workers of America, Local
500 Great Lakes Division, Stephen Nowalski,
President.
American Radio Association, William R.
Steinberg, President.
urged passage of a "no-fault"
auto insurance bill that would
provide compensation to a
driver from his own insurance
company without lengthy and
costly court procedures.
The council also spoke to
one of the burning issues of
the day, school busing, and de
livered a call for busing "of
children when it will improve
the educational opportunities
of the children."
The busing statement also
deplored those candidates seek
ing to use busing as a divisive
issue and expressed opposition
to revising the constitution to
prohibit busing "because it
would do a disservice to qual
ity, integrated education."
The council gave its support
to the proposed space shuttle
program, saying it would create
jobs in an industry badly rav
aged by funding cutbacks in
recent years.
"International relations today
involve space," the council de
clared. "We can no more ignore
space than we can ignore the
oceans or the' continents. We
would not have the free world
without ships, without aircraft
or without land mobility. We
cannot envision a secure tech
nologically advanced Western
world without technologies that
allow us freedom of space as
well."
In the field of foreign rela
tions, the council sounded a
cautionary note on the visit of
President Nixon to the People's
Republic of China.
"Cultivating friendships and
relations with democratic Japan
and India in the interest of
world peace, freedom and hu
man well-being is a far more
reasonable policy than relying
on an accommodation with
Communist China," the council
declared.
Page 5
�Stans Sees Bright
Maritime Future
Outgoing Secretary of Com
merce Maurice H. Stans told a
National Maritime Council din
ner in New York that the Amer
ican merchant marine "can
look forward to the best health
it has had in many years."
Stans said that "the progress
that has been scored by and for
your industry is among our
proudest achievements in these
first three years of the Nixon
Administratis."
He cited a number of stand
ards by which to measure the
amount of maritime industry
progress under the Merchant
Marine Act of 1970. Among
them he listed;
• Contracts for ship con
struction amounting to $390
million signed in 1971, "the
largest amount of commercial
shipbuilding in the nation's
history."
• A total of 55 merchant
ships on order or in construc
tion, "the largest backlog of
commercial toimage in 14
years."
• New policies that are more
responsive to the needs of
American-flag ships on the
Great Lakes.
• Creation of the National
Maritime Council.
• Holding the line on costs
to the shipper of goods.
The secretary, who resigned
from office in late February to
take a position in the Nixon re
election campaign, said, "be
yond all this the potentials for
your industry are perhaps as
good as they are for any in
dustry in America."
He said he based that con
clusion on a number of factors
including future construction
of the Trans-Alaska pipeline,
export expansion and improve
ment in East-West Trade rela
tions.
Makes Predictions
He also predicted importa
tion of liquified natural gas
Meany Will
Receive Award
Honoring Labor
AFL-CIO President
George Meany will receive a
special award honoring
American organized labor at
the 75th anniversary celebra
tion of the Jewish Daily For
ward. A special edition fo
cusing on the achievements
of organized labor and its
contribution to the progress
and well-being of the Ameri
can people in the past 75
years will be published by
the Jewish Daily Forward
on the occasion. The Jewish
Daily Forward is the only
labor daily newspaper in the
United States.
The presentation will be
made to President Meany at
the Forward Diamond Ju
bilee Celebration on May 21,
at the Philharmonic Hall,-in
the Lincoln Center, New
York.
Page 6
'I
V 'I
from the Soviet Union and
added, "when the time cmnes
and political circumstances are
right, there cotild be massive
use of American-built, Ameri
can-flag LNG tankers for this
purpose."
He also said there was hope
that unfair tariff barriers to
trade will be brought down.
"We need to meet these
changes with several reactions,'
the secretary said. "First, Amer
ican business must re-shape its
own competitive tools and put
its great technological abilities
to work faster and more produc
tively than ever before.
"Second, American labor
must be given the tools and the
technology to increase its
productivity, and we must re
move the artificial barriers to
greater productivity that have
cut into our competitive abil
ities.
"Third, we must persuade
our trading partners to remove
or modify their non-tariff bar
riers to commerce and reverse
the rising tide of discrimina
tions. We must reaffirm our
commitment to fair and open
trade, and ask for the same af
firmation with others."
Potential Unlimited
Stans said the American
merchant marine and shippers
stand to be the prime bene
ficiaries of efforts to promote
lowering of trade barriers and
increased trade understanding
among nations.
"Your potential will have no
limits," if those goals can be
achieved, Stans said.
But said Stans, the various
elements of the merchant
marine "can no longer afford
to take aim at each other across
barricades."
He said that the National
Maritime Council dinner was
an important step because it
signified "the beginning of the
end of chronic problems and
internal strife" for the industry.
That theme was echoed by
the labor speaker at the dinner,
Thomas W. Gleason, president
of the International Longshore
men's Association.
He praised the National
Maritime Council and called
it "an organization in which
labor and management, to
gether with the support of the
federal government, is deter
mined to stand shoulder-toshoulder to meet our common
commitment—the development
of a strong American-flag mer
chant fleet.
He told the shippers in the
audience, "what we urgentlv
need now is a vote of confi
dence from you." He suggested
that by allocating more cargo
to U.S.-flag ships, shippers
would benefit "from the fact
that for the first time in history
the maritime industry is work
ing as one in the fundamental
purpose of building our nation's
merchant marine."
•I
SlU member Kenneth Strausser, right, gives his brother Danny a ride in their hometown of
Jackson, Minn. Seafarer Strausser donated one of his kidneys to Danny who had his removed
iast year.
Young Seafarer Finds True
Meaning of Brotherhood'
To 20-year-old Seafarer Ken
neth Strausser, "brotherhood"
became more ffian just a word
last year. For, if it had not been
for this Great Lakes sailor, an
18-year-old boy might be dead.
The boy is Danny Strausser,
Kenneth's yotmger brother who
was stricken with kidney trouble
over the Christmas holidays of
1970.
Since his kidneys had not
properly matured, it was neces
sary to remove them on Mar.
10, 1971. Eight days later,
Danny's twin brother David
was on an operating table be
side him ready to donate one of
his kidneys.
But as surgery began, doc
tors discovered an abnormality
on David's kidneys and so dis
continued the operation.
As the search went on for
another donor, Danny, whose
family lives in Jackson, Minn.,
was treated twice a week on a
kidney dialysis machine.
Two other brothers had been
eliminated as donors when
Keimeth took a leave from his
job aboard the Nicollet to be
tested as a possible donor. He
was accepted by the doctors
and on the morning of Jime
16, 1971 both he and his
brother were prepared for sur
gery.
The operation took seven
hours and when it was through.
#
Kenneth and Danny Strausser
shared a little bit more than
the same parents.
The operation was very suc
cessful and two months later,
Kenneth was able to go back
to work as a deckhand on Lake
Michigan. Danny is doing so
well that his visits to the doc
tor have been reduced to a
check-up every two months.
Seafarer Strausser began
sailing in August of 1970 and
as he puts it, "I dig sailing."
One of the ^st parts of the
work is that he "can save a lot
of bread." To Strausser this is
especially important since he is
saving his money to attend col
lege.
Rep. Garmatz, Head of Merchant
Marine Committee, to Retire
Rep. Edward A; Garmatz
Rep. Edward A. Garmatz (D-Md.), powerful chairman
of the House Merchant Marine and Fisheries Committee
since 1965, announced in February that he would not
seek re-election.
Rep. Garmatz said health and personal reasons drove
him to his decision to leave the House after 25 years of
service. Rep. Leonor K. Sullivan (D-Mo.), ranking Dem
ocrat on the Merchant Marine and Fisheries panel will
apparently succeed Garmatz as chairman next year.
Garmatz, a member of the Electrical Workers, began
his working career earning 37
cents an hour as an
electrician at the American Brewing Co. plant in Balti
more.
As he was fond of telling friends, the road to his
career as a congressman was not an easy one.
A Friend of die Workers
His early struggles brought "close to my heart" the lot
of working people, Garmatz said. And he still carries his
electrician's union card.
His first elective office was a seat on the Baltimore
Police Magistrate's bench, a position to which he was
elected in 1944.
Three years later, Thomas J. D'Alesandro, Jr. stepped
down from his congressional seat to become mayor of
Baltimore and chose Garmatz as his successor.
From that time on he was a formidable vote-getter
and was unopposed in five primaries—1954, 1956, 1958,
1968 and 1970—and unopposed in the general election
four times—1962, 1964, 1966 and 1970.
The milestone of his legislative career came with
passage of the Merchant Marine Act of 1970. Garmatz
was responsible for moving the bill through his commit
tee to a nearly unanimous vote of both houses of Con
gress.
In announcing his retirement. Rep. Garmatz said he
was proud to have been on the side of workers, veterans
and other "little people" during his career.
Seafarers Log
1
4»
_
--ID
0
�Jeff Davis, Soviet Ship
Collide Off N.J. Coast
it'!
r
i
•'
i ' V
The SlU-contracted Jeff Davis night, McGowan pointed out
became involved in its own ver that it was a "very clear" night.
sion of the famous Flying Refuses Help
Dutchman legend while beAfter the Russian ship
^ning a run to India.
backed off, McGowan said,
The vessel was only 30 miles her spotlight was turned on and
off the coast of New Jersey someone on the bridge asked
when she was rammed by a for identification. "Jeff Davis,
Soviet fishing trawler.
out of the Port of New York,"
Able Seaman Harvey Shero the Captain answered, accord
was on deck when the crash ing to McGowan, and then the
occurred at about 9:30 p.m. trawler cut her light and left
"I saw the ship coming at a without identifying herself.
right angle and it just plowed
According to news reports
into us," he said.
the Russian trawler was the
The Russian ship had a Auiadag and Coast Guard
sharp bow, Shero said, and he spokesman said the vessel re
also observed that she looked ported "severe damage below
like "a ghost ship" with no one the waterline," but did not
visible on the bridge.
want-any help.
Seafarer Robert Miller, who
There were no injuries
was on the wheel at the time, dboard the Jeff Davis and none
didn't "think there was a look reported on board the trawler.
out on the Russian ship."
The Jeff Davis was taking
When the ship hit. Miller on water fast, according to
said, "we were turning and McGowan, when she headed
they were turning at the same back to port and was picked
time, so the trawler jumped off up by a salvage tug. The ship
after hitting us."
was put up on a sand bar and
Boatswain Blanton
Mc- the water piimped out 6f her.
Gowan, who was asleep when
Some of the general cargo
the vessels collided, was awak being carried by the Jeff Davis
ened by the crash and came on was damaged by the salt water.
The ship imderwent repairs
deck within a few minutes to
find the Jeff Davis listing about at the Todd Shipyards in
Brooklyn, N.Y. before sailing
"20 degrees."
When asked if it was a foggy again for India.
[M
The grain cargo carried by the Jeff Davis is unloaded in Brooklyn, N.Y. while the ship awaits
repairs. Salt water drenched part of the grain cargo causing it to expand.
Review Panel Rejects Proposed
Penalties Under Job Safety Act
!"
'' »
1^
If.
The Jeff Davis awaits repairs at the Todd Shipyards in Brook-^
lyn, N.Y. Owned by Waterman Steamship Company, the ship
and a Russian trawler collided 30 miles off the New Jersey
coast.
m
The Occupational Safety and
Health Review Commission
has rejected the Labor Depart
ment's controversial formula
for assessing penalties under
the job safety and health act.
Commission Chairman Rob
ert Moran termed the so-called
formula "totally vmacceptable."
Under the Labor Depart
ment's formula, the Commis
sion foimd, the minimum pen
alty is too often the ceiling
despite the seriousness of the
violation.
The Commission's decision
upholds a hearing examiner's
earlier finding that Nacirema
Operating Company violated
the Act while unloading a shipat Dundalk Marine Terming
in Baltimore, but reduces his
$800 penalty to $350.
The three-member quasijudicial panel, appointed by
President Nixon, said the per
centage formula which it found
unacceptable is an attempt by
the Labor Department to make
penalties as uniform as pos
sible while following the four
criteria set forth in the law.
The law requires that in as
sessing penalties against viola
tors, consideration must be
given to:
• The size of the business or
employer being charged;
• The gravity of the viola
tion;
• The good faith of the em
ployer;
• The employer's history of
previous violations.
While giving the Labor Sec
retary credit for. good inten
tions, the Commission said the
achievement of a just result in
each individual case is the
standard which must guide the
panel's deliberations, not a
fixed formula.
The Labor Department's
formula has the effect of estab
lishing a de facto minimum
penalty of $500.
"Clearly the law specifies no
such minimum, only a maxi
mum," Moran said.
Furthermore, the formula
could have the effect, if every
employer were given the maxi
mum credit for good faith, size
of business and history of previ
ous violations, of reducing all
serious violations to the same
level.
In Moran's opinion, as well
as that of the rest of tJie Com
mission, this fails to follow the
law's requirement that the
gravity of the violation must
be considered in assessing pen
alties.
At any rate, the Labor De
partment's formula has no
binding affect on the Commis
sion, Moran stressed. It can re
ject any or all of the Labor
Department's proposed pen
alties and recommendations re
lating to the assessment of pen
alties.
Eating Habits
Of Fish Not
Quite Normal
Scientists in Freeport, Ba
hamas found that fish in a coral
reef off there are choosy eaters.
Living in an underwater
house set on the edge of a
coral reef 50 feet beneath the
surface, three scientists spent
five days and night observing
the creatures of the area.
They found that the fish not
only seemed to prefer night
time eating to dining during
the day but that they also
"would pass up what looked
like exceptionally good morsels
in favor of something that didn't
look too appetizing."
Page 7
�Adm. Chase, Head of MSG
Cites Need for U.S. Ships
The construction of new
U.S.-flag merchant ships that
can effectively compete for a
larger share of world trade and
the retraining of the American
labor force to handle advanced
maritime equipment and sys
tems are necessary if the U.S.
is to maintain its dcaninant
position on the seas, according
to Admiral John D. Chase,
Commander, Military Sealift
Command ^SQ.
He said, the "only alterna
tive to success in those areas is
to abdicate our dominance of
the seas." This would then
force the U.S. to depend "upon
foreign ships and crews to pro
tect and project our national
interests throughout the world
community," he added.
"Our ability to project pow
er and exert our influence any
where ?broad depends upon
our maritime muscle. It is nec
essary for our very survival,"
Adm. Chase told a meeting of
the National Defense Trans
portation Assn., Trafl&c Qub
of New York and the Propeller
Club of the United States in
New York.
Exploring the various inte
gral elements of the nation's seapower, Adm. Chase said, "We
must have a Navy to keep the
sea lanes open ... to project
our military strength . . . serve
national interests and help im
plement national policy, mili
tary, economic and diplomatic
policy."
However, he continued, sur
vival is not assured "if we lack
sufficient cargo ships to carry
our commerce" to other coun
tries of the world. He added he
felt that the merchant marine
was both a necessary economic
and military force.
"Most important of all," he
explained "are the skilled and
dedicated people who go to sea
in the naval and merchant
marine ships and those who
build and maintain them. We
needed trained men who build
ships, who operate port facil
ities and han^e our ships and
Rep. Hathaway Says
Many Jobless As
Shipbuilding Lags
Thousands of men are unemployed as an "obvious result
of the under-utilization of the American shipyards," claimed
Rep. William D. Hathaway (D-Me.). He said that these
specially skilled men who "contribute to the nation's ^owth
. . . are deprived of their chance to work because ships are
not being built."
The congressman extolled the provisions of the Merchant
Marine Act of 1970 which called for 30 ships to be built a
year. However, he said, "I am not completely satisfied that
the full implementation ... is being reached as quickly as
it might." If these needed levels of new construction are not
begun, Hathaway said "the goal will never be reached."
This nation has too long neglected shipbuilding, the
Maine congressman told the audience of labor, management
and government representatives at a luncheon in Washington
sponsored by the eight million member AFL-CIO Maritime
Trades Department. "There were 1,008 commercial ships
afloat in 1960 compared with 542 vessels now," he noted.
"Obviously we simply haven't been building enough ships,
and as a result we have crippled an entire industry."
Ships Contribute
Military and commercial ships make important contribu
tions to the country's economy and even "before it is ready
to sail it is responsible for thousands of jobs," the congress
man said.
He added that regardless of advances in land and air
transport systems, nations rely on the "bridges" (the merchant
ships) which transverse the ^obe; "there simply is no other
way to move mass amounts of materials across the seas."
According to the latest edition of Jane's Fighting Ships,
the United States is considered a "second-rate naval power,"
which is "unacceptable," Hathaway said. He added that the
nation is "the worse for having let naval construction slip."
Rep. Hathaway reviewed overall shipyard figures that
show shipyards operating at 65 percent of capacity; the
North Atlantic yards reaching their lowest level since 1955;
Pacific Coast yards the lowest point since 1965; and naval
shipyard construction far below its average for the 1960s.
Despite the Act's provision for "tax-deferred construction
reserve funds, money is still a problem," he said. More
than $100 million has been invested in modernization and
expansion of shipyards, he added. Hathaway called for
justifiable spending, "through the intelligent geographical
placement of the new shipbuilding contracts, both com
mercial and naval."
"We must renew our commitment as expressed in the
Merchant Marine Act of 1970—to get the American flag
back in its place of honor among the maritime nations of
the world," concluded Hathaway.
cargo, and the union and man
agement officials who integrate
all of these resources by effec
tive management and dedicated
leadership."
Idand Nations*
This country's "absolute de
pendence upon seaborne com
merce to maintain our present
economic status" has turned us
into an "island nation," Adm,
Chase said.
"Our gross energy require
ments are growing much faster
than are new U.S. discoveries
of oil, or developments of addi
tional sources of power," thus
creating a reliance upon other
countries for raw materials, ac
cording to Chase.
He stated that the U.S. could
ill afford to depend upon these
nations to also deliver the
goods to American shores, but
that she might be forced into
that position in view of the
current status of the U.S. mari
time industry:
• "Our merchant fleet of al
most 3,500 vessels (some 25
years old) is now less than 600
active ships which transport
less than five percent of our
country's trade.
• "The U.S. has inadequate
port facilities to handle 100,000 ton tankers while more
than 50 ports in foreign nations
can support such ships; and 50
percent of these are capable of
handling 200,000 ton tankers.
Much capital investment is nec
essary to make our ports
technologically compatible with
the kinds of ships and ship sys
tems that will be operating by
the end of the century.- The
development of ships and sys
tems that can operate in foreign
undeveloped ports or over the
beach is also needed for the
combatant Navy.
• "Our shipbuilding capa
bility—yards, equipment and
manpower—operated at 60 per
cent in 1971. Orders for new
ships have not been sufficient
to generate earnings to finance
modernization or expansion of
our ship construction base.
• "Today there are slightly
more than 26,000 American
seagoing jobs compared with
56,000 a few years ago. Con
tinually rising costs and tech
nological revolutions have cre
ated this situation in both the
Navy and the merchant
marine."
Future Plans
While none of the "varied
elements of seapower are as
healthy as they ought to be . . .
much is being done," CJhase
said. "Oil-bulk-ore carriers,
LASH ships and tankers orders
have been made which could
mean ship construction as high
as $11.8 billion for 1972."
The MSG, the Navy, the
Maritime Administration and
maritime industry "must work
together for a common goal
... to develop designs and con
struct ships which are econom
ically viable and responsive to
specific military requirements,"
he added.
Page 8
• . ...
,
v.;. ^
•
•—T- j..,, ' .-Tl
,
-i.,
A:. ^ ^ 4.
' t
. .
dr
"51
Unlucky 13
Although these 13 Seafarers were fortunate to attend the
various SIU Educational Ctniferences at the Harry Lundeberg School at ^iney Point, they are unlucky because they
did not receive their personalized photo albums.
The SIU is unable to send these Seafarers their albums
because of insufficient mailing addresses. The following un
lucky 13 who have albums unclaimed can receive them by
sending correct addresses to the Seafarers International Un
ion, Seafarers Log, 675 Fourth Ave., Brooklyn, New York,
11232:
Cosme Argiz
Leonard Steinhardt
Charles Furedi
J. Stringer
James Lee Roy Jackson
Charles Svenson
George Paul John
Felix G. (Juinonez
S. L. McCormick
John W. Young
John F. Minnahan
Hayward Wilson
Heriberto Rodriguez
Rep. Thompson Charges
Budget Priorities Wrong
Rep Frank Thompson, Jr.,
(D-N.J.), has charged that
imder the "priority given edu
cation in the Administration's
proposed budget . . . jobs in
this field will not be forthcom
ing."
There also should be, he
added, additional job opportu
nities in the construction and
furnishing phases of the edu
cational facilities, visual arts
field and teaching and adminis
trating areas. Only $400 mil
lion was appropriated for new
funds for education in the
Administration's new budget,
he noted.
"I think the Congress is go
ing to have to find a way to
improve that item," Thompson
told labor, management and
government leaders attending a
luncheon sponsored by the
eight-million member AFL-CIO
Maritime Trades Department
in Washington, D.C.
Formula Needed
• Both the House and Senate
agreed that by giving "general
purpose grants to colleges and
universities" the national inter
est will be served and jobs will
be forthcoming but, Thompson
said, a formula has not been
found to award such grants.
According to the New Jersey
representative, a Senate version
for giving the grants would be
based on the number of fed
erally assisted students attend
ing the college. The House ver
sion calls for grants based on
a per capita or the number of
degrees awarded by the educa
tional institute.
Realizing that these legisla
tive differences can be resolved
in committee. Rep. Thompson
said that a "monkey wrench"
had been thrown in by the
Administration's budget makers
who did not include "any allo
cation for general assistance
grants to colleges."
Thompson cited several in
equities in the budget. Among
them Jie questioned:
• The cutting to the bone
federal monies for the construc
tion of new educational facil
ities when statisticians predict
the college population to
double again by the year 2000.
• The encouraging of col
leges and universities to accept
disadvantaged students and
forcing them to squeeze into
existing facilities.
• The addition of $5 million
for scholarships at the same
time the budget for new facil
ities are cut.
January Jobless Figures
'Essentially Unchanged'
Seasonally adjusted Janu
ary unemployment rate of 5.9
percent was "essentially imchanged" from December, ac
cording to the U.S. Labor
Department,
The December rate was a
revised six percent, but a
change of one-tenth of a point
is considered insignificant by
the Bureau of Labor Statistics.
Senator William Proxmire
(D-Wisc.), chairman of the
Joint Economic Committee,
voiced the concern of labor
leaders and many economists
when he pointed out the rate
is "tragically high" and unem
ployment "is the number one
problem facing the country."
BLS Commissioner Geoffrey
Moore said that total unemploy
ment and the rate would ^
considerably higher if the BLS
statistical comp'.:tations includ
ed persons who have become
"discouraged" and given up jobhimting.
'Discouraged* Figure Grows
Moore unveiled statistics
that showed the "discouraged"
figure has grown steadily in the
last three years: from 574,000
in the first quarter of 1969 to
638,000 in 1970 and 788,000
in 1971.
The number of unemployed
in January was 5.4 million, an
increase of 700,000 from De
cember. The average duration
of joblessness rose to 11.8
weeks in January after declin
ing in the two previous months.
BLS figures show that this fig
ure has been steadily increas
ing in recent years. The aver
age duration of unemployment
was 7.9 weeks in 1969, 8.8
weeks in 1970 and 11.4 weeks
in 1971.
<'•
''Vrl
- t\
�Don't be the
The sea is a stem taskmaster, sometimes quicl never yidding,
always waiting..
Man
Overboard
Cdr. R. V. Hirstein, USN
Naval Safety Center
This article is based on a review of the 26 most recent manoverboard reports received by the Surface Ship Directorate of the
Naval Safety Center. The conclusions are not encouraging: 12 of
the 26 men were drowned, nine at night; 20 of the instances in
volved non-rated men; only four of the 14 survivors were wearing
flotation gear. By ship type, carriers experienced nine of the
men overboard, destroyer types seven, fleet oilers three, tank
landing ships two, with one each being experienced by a CLG,
ASR, AG, AS, and PER. In eight of the cases the ship involved
was at anchor, and five of the 12 deaths were from anchored or
moored ships.
The following article is reprinted from the fcdl, 1970
issue of Fathom magazine^ a Naval Safety Center
Publication. Because of the emphasis the SIU and its
members place on safety—on the job, or in training
at the Harry Lundeberg School—it is recommended
reading for all Seafarers..
I
The accompanying drawing is the way your ship
might appear to you just after you have fallen over
board during daylight hours. Hopefully you were
seen either falling or in the water. If you were seen,
prepare to keep yourself afloat for 8 to 14 minutes
(an average spread based on our cases and Fleet
Training Group requirements). Hopefully you have
a lifejacket on. If you are not wearing floatation gear,
then hopefully you are a strong swimmer and in good
condition to enable you to last until your rescuers
arrive. If it is dark, your chances for survival are
reduced considerably. But perhaps most important,
if all other factors are in your favor, you hopefully
are familiar with rescue procedures—^how you can
help when that helo, boat or ship reaches you.
Understanding The Dangers
Perhaps the most striking fact to be garnered from
these statistics is that 20 of the men who fell over
board were non-rated; an actuality which points out
a vital responsibility of division officers and petty
officers. New men in particular must be indoctrinated
in the dangers of living and working in a ship. Those
new to sea life unfortunately tend to underestimate
the dangers of being at sea. What is worse than an
FA swept over the side while trying to dump trash
from the destroyer fantail on the midwatch? ... or
the SA who at 0100 finishes a turn as helmsman and
proceeds on his way to relieve as after lookout and is
never seen again? ... or the SN working outside of
life lines with no lifejacket on? ... or the airman
blown from a carrier's flight deck after being hit by
the wash of a jet aircraft? All these are documented
cases in the list of 26.
Lack of attention or carelessness on the part of
the individual was determined to be a major factor
in 14 instances. Such an excuse, however, does not
allow a supervisor to evade the responsibility of
ensuring that his men understand the dangers of being
aboard a ship at sea. Unfortunately, all the indoc
trination in the world sometimes has little value in
saving a life. Four of the men overboard were
apparently intentional actions. In each, mental de-
presion was indicated. Drunkenness accounts for two
of these possible suicides and drug use is inferred in
another.
As previously mentioned, darkness complicates
the man-overboard problem. Available information
indicates that none of the nine who were lost at night
were either seen or heard. (It is interesting to note
that all nine of the drowned men were in an off-duty
status when they fell or jumped into the water.) Only
those with experience at sea can appreciate and
respect the noisy combination of wind, sea and ship
on a dark night. The following accident narrative
bears witness to this. "The clouds were scattered and
there was no moon. There were stars visible. The
position from which the man probably fell would
have carried him under the overhang so that it was
Unlikely that anyone could have seen him until he
passed by the fantail. The fantail watch did not spot
him probably because of the darkness of the night
and the possibility that he was stunned by the fall
and unable to take action to attract attention."
The ability to swim, tread water or otherwise keep
afloat is greatly dependent upon the physical condi
tion of the man involved. Flotation gear, of course,
makes the stay in the water considerably less exhaust
ing, but we need only recall that four out of 14
survivors in the study were wearing lifejackets or
similar gear to point out the need for conserving
energy and stren^h. It doesn't take long to become
exhausted in choppy waters. Here is a quote from a
report submitted by a rescue helo pilot. "The man
was about 300 yards upwind of the smoke (float).
I established the helo into a hover and the swimmer
went into the water. The man was assisted into the
sling and brought into the helo. He appeared to be
totally exhausted but otherwise in good condition. We
returned to the ship . . ." In another accident report
a rescue helo pilot said. "The horse collar was low
ered for the man as he appeared to be in good condi
tion even though he was without any flotation gear.
He had trouble swimming to the sling so a swimmer
was lowered to assist. After the man had been helped
into a mae west he appeared to lose consciousness
and had to be manually positioned in the horse collar
by the swimmer." The physical condition of these
men was not reported, but both were obviously in
good enough shape to last the minimum time for
survival (both were in the water at least eight minutes).
In the second case the sea state was reported as "very
Lifesaving Hints
Here are several basic rules to help you avoid falling overboard, or if you should be so unfortunate,
to help you stay alive until rescue:
• Do not sit or lean on lifelines.
• Do not go out on weather decks at night or during heavy weather unless required to do so. If
you must go out, wear a lifejacket and perhaps a lifeline, and be ^ert for course and speed changes which
might increase the ship's roll and catise the sea to sweep the deck.
• Do not sleep topside.
• Know how to swim, tread wat^r and float on your back expending the least amount of effort
possible.
• Keep yourself physically fit.
• Do not dump trash at unauthorized times and places. Not only are you taking the chance of falling
overboard with no witnesses, but you are increasing the possibility of a false man-overboard situation.
Garbage and trash can look surprisingly like a man when floating down the side of a ship on a dark night.
• Obey the basic rules of seamanship:
Never stand in the bight of a line.
Never stand outboard of a line to another ship during an unrep.
Temporary lifelines must always be rigged where permanent lines are lowered.
Men working over the side or outside of lifelines must wear lifejackets, lifelines and be tended.
February 1972
ill!
rough," and the man was recovered over two miles
from his ship.
As mentioned earlier, eight of the 26 cases studied
were men overboard from moored or anchored ships.
Five of the eight men drowned. The problem seem^
to be different in port. Two of the five men drowned
while intoxicated and after returning from liberty.
Another was suspected of using drugs, one man's fall
over the side could not be explained and one man
was lost in a swift river current. The incidence of
men returning aboard ship drunk and falling or jump
ing overboard (or falling off the pier near the ship)
occurs frequently enough to warrant consideration.
Probably the best way to combat this problem is to
encourage the buddy system while on liberty. The
fact that a man is accompanied by a shipmate can
usually prevent serious accidents. A buddy should
see that his shipmate gets aboard and to his bunk
safely. An efficient duty section will also see that once
a man is in sight he is "monitored" to his bunk. This
includes coming aboard, crossing over, and arrival
in his berthing compartment.
Once it has been brought to the attention of the
officer of the deck on the bridge that a man has been
sighted overboard, the ship will be maneuvered with
rudder and perhaps engines to, first, avoid hitting the
man, and then to recover him or return close by to
await the return of the rescue helo or boat. Anyone
sighting a man in the water must immediately shout
in his loudest voice, "Man Overboard—Port/Star
board Side," and then either repeat the call as many
times as is necessary or take other measures until
it is obvious that the conning officer is taking the
necessary action or indicates in some manner that he
has received the word. A lifering will be thrown over
by the faintail watch and at least six short blasts will
be sounded on the ship's whistle to indicate the
emergency.
What The Man In The Water Should Do
The first concern of the man-overboard should be
to rapidly swim clear of the ship until there is no
longer any danger of being sucked under or struck
by the ship's screws. If uninjured and not wearing
flotation gear, he should immediately begin looking
for a lifeline thrown from the ship. If flotation gear
is not in sight, trouser inflation will provide effective
water wing support. Strength and energy must be
conserved! If it is questionable whether or not a lifering being blown away can be retrieved, it should be
remembered that an exhausting chase may consume
more strength and energy than can afford to be lost.
If the man-overboard is wearing a lifejacket and
finds that his swimming ability is impaired, he should
forget about his mobility. Flotation gear is the biggest
single factor in favor of survival at sea.
Attempting to keep his ship in sight is another way
for the man in the water to waste valuable strength.
By and large, a ship maneuvering to return to a
victim may well disappear several times in the
process. Staying in the immediate area of water
entry. will usually enhance chances for recovery,
particularly if smoke floats or dye markers were
thrown nearby.
Failing overboard has always been one of the
worst perils of the sea. Fortunately, the chances of
a successful recovery in a man-overboard situation
are probably better than ever. It is far too frequent
that an act of skylarking or lack of attention sets
the stage for having a man in the water. Don't let
that man be you.
Page 9
�to the
fff:
Time to Act Is Now
During the November Convention of the
Maritime Trades Department, no issue
evoked more concern among the delegates
than a report on foreign trade.
A resolution adopted unanimously de
scribed the serious imemployment problems
at home being created by the lack of a
realistic government policy toward foreign
imports and international corporations.
At the recent meeting of the MTD Exec
utive Board, another foreign trade report
was presented—this one on multinational
corporations.
Ilie multinational corporation is some
thing new. Like heart transplants and
miracle drugs, it is a product of the post
war technology explosion that has developed
totally new products and iastitutions. And
they continue to increase while their useful
ness over the long run is subject to a great
many doubts in the minds of the experts,
the leaders and the people.
Multinational corporations are as much
a political as an economic issue. National
tax laws, foreign investment inducements
and restrictions and trade barriers must
weigh heavily in a corporation's internation
al decisions.
It is clear, however, that the United States
has not reformed its international economic
policies in the light of this significant trend.
As a nation, we have yet to even formulate
decisive gotds and objectives in terms of our
national interest and the impact of the
multinational corporations.*
Another thing also is clear. Multinational
corporations are heavily responsible for the
export of American jobs, for the export of
American technolosr and for the import of
products manufactured by low-paid foreign
workers.
And these imports are, in turn, heavily
responsible for the nation's current unem
ployment problems.
The MTD report on the Impact <rf the
Multinationals must have made some points.
Shortly after it was made public, the
august U.S. Chamber of Commerce, in a
ponderous statement, declared that such
corporations really are a boon and really
are helping American workers.
The facts belie that statement but it is
exactly what could be expected from an
organization supported by corporations—
and multinational corporations, at that.
There is a bill pending in Congressthe Foreign Trade and Investment Act. It is
designed to put some controls on the export
of U.S. technology, capital and jobs. The
MTD strongly supports this bill. The SIU
strongly supports this bill. So does the entire
labor movement.
We sincerely hope Congress vnll take up a
full-scale discussion of the measure soon.
Too many American workers are still being
left on the docks. It is time to act.
Salute to A Friend
Around the U.S. Capitol where some men
gain reputations for their weaknesses. Rep.
Edward A. Garmatz was an exceptional
man. His was a reputation for decency and
quiet efficiency backed by strength of
character.
Now, Rep. Garmatz, whose friendship for
seamen was proved time and time again in
his 25 years in the House, and more particu
larly in his six years as chairman of the
Merchant Marine and Fisheries Committee,
has declared his intention to leave office at
the end of this year.
He will be missed.
For he was a strong friend of all work
ing men and women and conscientiously
voted on their side. His was a voice for
fairness and decency in the treatment of
veterans.
Page 10
Furthermore he was tireless in his desire
to see a rebuilt merchant marine sailing
under this nation's flag, and he performed
yeoman's service in the legislative battle to
obtain passage of the Merchant Marine Act
of 1970.
One of his trademarks was the little
Black-eyed Susan he wore pinned to his
left lapel. And its absence from the House
of Representatives next year, will mean the
absence of a good and decent man who
never forgot his upbringing as a 37Vi-centan-hour-electrician, nor did he forget the
people he knew at the bottom of the eco
nomic ladder.
_
The maritime industry and maritime la
bor owe him much and will remember him
with warmth and affection in his retirement
years.
Assistance
To the EditoR
My friend Seafarer Charles Hamflton passed away in
my home cm October 7 and I ncv^ed John Dwyer of the
Seafarers Welfare Plan.
Mr. Dwyer made all of the arrangements fcxr burial and
it was as dignified as any burial could be.
The Seafarers Welfare Plan and Mr. Dwyer have my
thanks along with the tha^ of my faniily for the^ way
everything was handled.i« ' J
liminAB H. Ck»i^
Imig Uaiid
Future Secure
To the Editor:
,^
I want to express my tqypredaticm to both the Seafarers'
V and die Great Lakes Tug and Dredge Pension Plans for
their thoughtfulni^ in sending my Jami^ pension cl^ks
in time for the past holiday season.
You have no idea how secure it is to know that my
; ; future income can be counted cm each and every mcmth.
I Hiank you for every ccmsideraitioa.
Gabriel Oisen
Chicago, m.
SIU the Best m
To die Edttmn
; Being a past rnmuber ai the SIU and now m the hotel
land tavern business, of which all of my employees belcmg
r|to the union, I want to thank the members and officers of,
%ffie SIU for having the best unicm in the country. I found
it the best of any that I have belonged to.
I also want to thank you for the Log which I read and •••rin
ithen pass it on to a fdlow SIU member here in Erie.
r ^ ^" ^
'v •: . :
Tony Miuiiaiegfan
' :•
'""r ii;-/'
Velum* XXXIV. No. 2
Fabruary, IT72
SEAFARKKS^LOO
Official Publication of the Seafarers International Union
of North America, Atlantic, Gulf, Lakes and Inland Waters District,
AFL-CIO
Executive Board
Paul Hall, PresidiHl
Cal Tanner, Execmive Vice-PreiiJent
Earl Shepard, Vitt-PresidtMl
AI Kerr, Secrelarj/'Treasurtr
Lindsey Williams, Virt-Prejidml
AI Tanner, Vice-Prisidtnl
Robert Matth^s, Vict-Presidmt
Published monthly at 810 Rhode Island Avenue N.E., Washington, D.C.
20018 by Seafarers International Union, Atlantic, Gulf, Lakes and In
land Waters District, AFL-CiO, 675 Fourth Avenue, Brooklyn, N.Y.
11232. Tel. 499-6600. Second class postage paid at Washington, D.C.
Seafarers Log
•
�AFL-CIO Tells Congress
Export Bill Is 'Unworkable
In testimony before a Senate
subcommittee on foreign trade,
AFL-CIO Legislative Director
Andrew J. Biemiller said that
legislation now before Con
gress that seeks to stimulate
American exports is well intentioned, but is misdirected.
The rise of multinational
firms, managed economies, nontariif barriers and high speed
international transportation and
communications have made the
proposed legislation "unwork
able," BiemUler said.
"Unfortunately," Biemiller
said, "during the past decade
the major exports of the United
States have been America's
technology, capital, production
and jobs . . . major industries
of the United States are now
located in virtually every
country on earth."
U.S. vs. U.S.
U.S. companies, according
to Biemiller, are now competing
from abroad with American
exports at home, and on top
C.| .
^ Taxation of U.S. corpprtations' overseas op
erations so that they more
closely relate to the tax domes
tically.
^ Regulation of the tor
rent of imports that have
smothered U.S. production and
cost hundreds of thousands of
U.S. jobs.
^ Regulation of the out
flow of American cap BARBER EQUIPMENT—
ital.
Wahl Qipper Corp., pro
^ Collection of more data
ducers of home barber sets.
on foreign trade and
(Int'l. Assoc. of Machinists
labeling procedures to make
and Aerospace Workers)
sure the proper identification
CIGARETTES—R. J. Reyn
of foreign-made components.
olds Tobacco Co.—Camels,
^ Changes in the Tariff
Winston, Salem, Tempo,
Code to prevent U.S.
Brandon, Doral, and Cava
companies from assembling
lier.
(Tobacco Workers Un
products in foreign countries
ion)
and then labeling them "Made
in U.S." and paying only mini CLOTHING—Reidbord Bros.,
Co., Siegal (H. I. S. brahd)
mum duty on them.
suits and sports jackets, Kayy Establishment of a new
nee boyswear, Richmond
Foreign Trade and In
Brothers
men's clothing, Sevestment Commission to handle
well
suits.
Wing shirts, Met
new American trade policies
ro
Pants
Co.,
and Diplomat
and legislation.
Pajamas by Fortex Mfg. Co.
(Amalgamated C1 o t h i-n g,
Judy Bond Blouses—(Inter
national Ladies Garment
Workers Union)
CONTACT LENSES AND
OPTICAL FRAME S—DalTex Optical Co. Dal-Tex
1968-1971 agreement," recog
owns a firm
known as
nition of cost of living in
Terminal-Hudson. They op
creases.
erate stores or dispense to
consumers through Missouri
This means, UAW President
State Optical Co.; Goldblatt
Leonard Woodcock said, that
Optical Services; King Op
only 17 cents an hour was
tical; Douglas Optical, and
put before the Pay Board for
Mesa
Optical; Lee Optical
approval the first year and
Co.; and Capitol Opticsd Co.
within the guidelines of 5.5 per
cent, the amount justified would DINNERWARE—M e t a 1 o x
have been 26 cents an hour.
Manufacturing Co. (Int'l.
Brotherhood of Pottery and
"Yet" Woodcock said, "that
Allied Workers)
17 cents they rejected and de
ferred until the second year of FILTERS, HUMIDIFIERS—
the agreement. We say that this
Research Products Corp.
is clearly beyond their statutory
(Int'l. Assoc. of Machinists
authority."
and Aerospace Workers)
The UAW contends, also, FURNITURE—^James Sterling
that the 5.5 percent guidelines
Corp., White Furniture Co.,
are being applied inconsistent
Brown Furniture Co., (Unit
ly and cites the approval of
ed Furniture Workers)
contracts in railroads and coal
to support their contention.
The UAW is also charging
^ That there was a "denial
of due process" required
by the law, including the lack
of public hearings, denial of a
The AFL-CIO Building and
transcript and faulty proce
Construction Trades Depart
dures.
^ That the Pay Board is ment has undertaken a restruc
without authority to re turing program designed to give
ject the aerospace contracts be the department more flexibility
cause no proper regulations
and strength during the decade
governing interest rates and fi
nance charges have been issued of the '7()s.
The Executive Coxmcil of
as required by the recent
amendment to the law.
the Department, at its meeting
^ That it did not support in Bal Harbour, Fla., said mo
its disapproval by sub tivation for the new program
stantial evidence and made its sprang from increasing "new
decision for administrative and challenges and opportunities of
political convenience and not this period."
Among the new challenges
on facts, and
^ That the aerospace in- presently facing the building
^ dustry is in a "tandem and construction unions has
relationship" with the auto in been the Nixon Administration
dustry and the new agreements efforts to weaken the protec
completely reflect that relation tions of the Davis-Bacon Act
ship.
and to set up apprenticeship
Pay Board Chairman Boldt
Defendant in UAW Action
Judge George H. Boldt has
been named as defendant in a
suit filed in U.S. District Court
in Washington, D.C., by the
United Auto Workers against a
ruling of the Pay Board which
denied aerospace workers gains
negotiated in their 1971 con
tracts.
The suit was filed against
Boldt, both as chairman of the
Pay Board and as an indi
vidual.
This is the first of two such
suits. The second will be filed
by the International Associa
tion of Machinists. The two
suits will cover almost 200,000
workers.
'•
of that "these same foreignbased U.S.-owned plants abroad
are now pouring an everincreasing stream of those
manufactured goods into the
United States. How long can
we preserve our factories at
home to supply our domestic
markets, much less produce for
export?"
Biemiller declared that for
eign countries are only too
happy to seek U.S. capital and
U.S. production facilities, "thus
making unnecessary the im
portation of goods from the
U.S."
In the face of this situation,
the United States cannot de
pend on "salesmanship" to
boost exports and cut down on
imports to assure a trade bal
ance. What is needed, he delared, is correction of the im
balance that is growing stead
ily with devastating effects on
American jobs and American
productive capacity.
Among the possible rem
edies, Biemiller suggested:
The UAW is asking for a
"declaratory judgment" that
the aerospace industry contracts
are legal and that the amounts
negotiated should be paid, that
the Pay Board and others acted
unlawfully in denying the pay
increase.
In addition, the union is
seeking an injunction against
"preventing the payments of
these contracts."
Details of SuU
The complaint divides itself
into five counts. The first is
that of the 51 cents new wage
money neogtiated in 1971, the
union says that 34 cents of this
total is "the product of the
Meany Terms Exemption
Ruling As 'Outrageous
AFL-CIO President George
Meany called "outrageous" a
decision of the Cost of Living
Council to exempt from eco
nomic controls only wages be
low $1.90 an hour because the
decision "unfairly penalizes
American workers at the lowest
stage of the economic ladder—
the working poor."
He said that the AFL-CIO
"will not accept this decision
as final" and added, "we must
—and we will—^find a means
for overturning it.
lUE Joins Fight
"The Congress specifically
demanded wage control exemp
tion for the working poor and
the Administration deliberately
flouted that Congressional man
date," Meany said.
Meanwhile, the International
Union of Electrical Workers
has filed suit in Federal Dis-
February 1972
tnct Court in Washington,
D.C., to overturn what it called
"let 'em eat cake" exemption
level.
The exemption should apply
to workers paid up to $3.35 an
hour, the lUE said. This would
mean an estimated 20 million
additional workers could re
ceive pay increases not sub
ject to the limitations set by
the U.S. Pay Board.
"Restricting exemption to
$1.90 or below is a deliberate
attempt to violate the intent of
Congress. Since this action was
taken by the Cost of Living
Council, made up of Cabinet
members and other high Ad
ministration officials, it must be
laid at the door of President
Nixon himself," lUE Presi
dent Paul Jennings said.
Unfiiir
to
Labor Do Not
Buy
LIQUORS—Stitzel-Weller Dis
tilleries products—Old Fitz
gerald, Cabin Still, Old Elk,
W. L. Weller. (DistUlery
Workers)
MEAT PRODUCTS—Poultry
Packers, Inc. (Blue Star
label products). (Amalga
mated Meat Cutters and
Butcher Workmen)
Holly Farms Poultry Indus
tries, Inc.; Blue Star Label
products (Amalgamated
Meat Cutters and Butcher
Workmen)
PRINTING—Kingsport Press
"World Book," "Childcraft."
(Printing Pressmen, Typog
raphers, Bookbinders, Ma
chinists, Stereotypers, and
Electrotypers)
NEWSPAPERS—Los Angeles
Herald-Examiner. (10 imions
involved covering 2,000
workers)
Britannica Junior Encyclo
pedia (Int'l. Allied Printing
Trades Assn.)
RANGES—Magic C h e f. Pan
Pacific Division. (Stove, Fur
nace and Allied Appliance
Workers)
SHOES—Genesco Shoe Mfg.
Co—work shoes; Sentry,
Cedar Chest and Statler,
men's shoes; Jarman, John
son & Murphy, Crestworth
(Boot and Shoe Workers)
SPECIAL—All West Virginia
camping and vacation spots,
(Laborers)
TOYS—Fisher-Price toys (Doll
& Toy Workers Union)
Building Trades initiate
Restructuring Program
quotas and goals causing prob
lems to the industry.
A seccoid challenge is the
growth of non-union contract
ing, which has caused hundreds
of millions of dollars in lost
work for union building and
construction trades members.
The meeting of the Executive
Council was chiefly concerned
with discussions on productiv
ity, hours and working condi
tions as well as greater efficiency
on the part of contractors to
make union labor more com
petitive with non-union labor.
One of the major decisions
already taken by the Executive
Council was to call off the De
partment's national legislative
conference this year.
Page 11
�-••-jj •'
Seafarers
Receive
Full Books
" - •• ""'-'Y
' •' ."•
SlU President Paul Hall (center) and Vice President Earl
Shepard (third, right) offer their personal best wishes for
smooth sailing to each of the members of the first class of
full book upgraders to graduate in 1972 in the Port of New
York. From left are: P. Kraemer, E. Witte, M. Casey, J. Meyers,
Hall, M. OToole, H. Jackson, Shepard, G. Hamilton, and E.
Donovan.
Seafarer Lou Cirignano Coord'mates
Successful NJ. Election Campaign
Seafarer Louis Cirignano has campaign coordinator in the
put into practice organized la successful election bid of Her
bor's well-publicized theory that bert G. Klein for a seat in the
union members should be ac New Jersey State Assembly.
tive in politics on all levels.
Klein, a Democrat, will repre
During the 1971 elections sent the district of Passaic,
Cirignano served as overall Clifton and Little Falls.
During the 1971 campaign Seafarer Louis Cirignano (right)
looks over a piece of literature with Herbert C. Klein (left),
successful candidate for the State Assembly in New Jersey, and
Joseph Hirkala, assemblyman, running tor state senator.
NEW YORKER (Sea-Land),
Aug. 22—Chairman 1. Cox; Secre
tary V. Sanchez; Deck Delegate G.
Sexton; Engine Delegate S. Serio,
Steward Delegate J. Robinson. No
beefs were reported. Brother C.
Martinusson briefed crew on edu
cational conference. Vote of thanks
to the steward department for a
job well done.
MT. VERNON VICTORY (Vic
tory Carriers), Sept. 31—Chairman
V. G. Grima; Secretary W. Stark;
Deck Delegate J. K. Wilson; Engine
Delegate J. H. Johnson. Everything
is rurming smoothly. Ship in good
condition. Good crew and officers.
Special vote of thanks to steward
department for a job well done.
SL 181 (Sea-Land), July 22—
Chairman Anthony J. Palino; Sec
retary G. Walter, Deck Delegate
H. B. Gaskell; Engine Delegate Van
Whitney; Steward Delegate S. Jack
son. Repair list was turned in. Some
disputed OT in engine department.
Vote of thanks was extended to the
steward department for a job well
done.
COLUMBIA (U.S. Steel), Aug.
20—Chairman Chester lannoli;
Secretary M. Sospina; Dele Dele
gate James S. Rogers; Engine Dele
Page 12
gate W. B. Addison; Steward Dele
gate Edward F. Castin. The entire
crew get along fine, and everything
is running smoothly, with no beefs.
Vote of thanks was extended to the
chief steward for cooking popcorn
on movie night.
TRANSIDAHO (Hudson Water
ways), Aug. 29—Chairman Frank
Gaspar, Secretary Aussie Shrimpton; Deck Delegate Charles M.
Hill. $112 in ship's fund. Every
thing running smoothly. Some dis
puted OT in deck department.
BRADFORD ISLAND (Steuart
Tankers), Sept. 5—Chairman F. R.
Chameco; Secretary T. Savage;
Deck Delegate David C. LaFrance;
Engine Delegate John Ryan; Stew
ard Delegate Ronald B. Shaw, Sr.
$23 in ship's fund. Some disputed
OT in engine department.
MT. WASHINGTON (Victory
Carriers), July 25—Chairman D.
Robbins; Secretary O. P. Oakley;
Deck Delegate E. F. O'Brien. Dis
puted OT in each department. Mo
tion made to have a letter written
and signed by each crewmember
concerning the closing of U.S. Pub
lic Health Service Hospitals as a
protest to his congressman and sen
ator.
In addition to participating
in local politics, Cirignano has
ben active in the SIU's beefs
and organizing drives and has
served as department delegate
aboard ship. He is also the
SIU's delegate to the Passaic
County AFL-CIO Labor
Council.
At present he is also a mem
ber of the Passaic Board of
the Advisory Committee of the
Passaic County Vocational
Handicapped School.
Cirignano is director of the
Summer Youth Program at the
SIU's Harry Lundeberg School
of Seamanship in Piney Point,
Md.
He received his B.A. degree
at Montclair State College and
his Master's degree at Paterson
State College. Brother Cirig
nano specialized in the teach
ing of handicapped children.
Seafarer Cirignano is a vet
eran of World War II and the
Korean War. He is a life mem
ber of the Disabled American
Veterans Chapter I in Passaic,
N.J.
DEL ORO (Delta), Sept. 26—
Chairman Antoine Kerageorgiou;
Secretary James Sumpter; Deck
Delegate Jerry M. McLean; Engine
Delegate Josepha G. Arch; Steward
Delegate Gasper Nole. Few hours
disputed OT in deck and steward
departments. Everything else is run
ning smoothly. Brother Victor Palombo reported on the benefits of
going to Piney Point to learn the
history of the SIU and the role it
is playing in shaping up the future
of the martime industry.
HASTINGS (Waterman), , Aug.
15—Chairman J. Kennedy; Secre
tary G. Trosclair, Deck Delegate
Norman L. Bergeron, Sr.; Engine
Delegate John M. Burk. This has
been a smooth trip again. All re
pairs have been taken care of ex
cept for freeing porthole dogs which
should be done before next crossing.
Few hours disputed OT in deck and
engine department.
TRANSIDAHO (Hudson Water
ways), July 17—Chairman Frank
Gaspard; Secretary Aussie Shrimpton; Engine Delegate Charles M.
Hill. $113 in ship's fund. Everything
is running smoothly with no beefs.
Motion sent to headquarters re
garding pension plan.
Bennle Kasky
Mrs. Esther Kasky asks that
you write to her and Stanley
Kasky-at 801 Grand, Benton,
III. 62812 or call 618-438-3471.
James Luther Byrd
Your step-mother, Mrs. Clara
Byrd asks that you - contact her
as soon as possible on some im
portant matters. Her address is
924 Garden Dr., Baltimore, Md.
21221, telephone No. 686-0717.
Rueben Patrick East
Your mother, Mrs. Harry K.
East, is very concerned about you
and asks that you contact her
immediately at RL 1, Box 85,
Midland City, Ala. 36350 or
telephone cdlect at 205-795-3564.
Michael Casaie, Jr.
Please contact your sister, Miss
Pat Casaie as soon as possible at
22 Bartlett St., Beverly, Mass.
09115.
Roheit Grayson
Joan O'Kray asks that you
contact her in regards to an
urgent matter at 4075-19th St.,
San Francisco, Calif. Telephone:
415-431-3700.
Noble Dubadaway
A check from Seatrain Lines is
bein gheld for you at Union
Headquarters, 675 Fourth Ave.,
Brooklyn, N.Y. 11232.
Joseph C. Caver
Your sister, Winnie Allen,
would like to hear from you in
care of Joanne McCowan, 6229
Almeda, Genoa Road #16,
Houston, Tex.
Joseph McDougal
Heniy Richardson
Vem Bradley asks that you
contact him at 2578 Table Rock
Road, Medford, Ore. 97501.
Fernando MaUonado
Your wife, Edna, would like
to hear from you as soon as
possible at 4934 Walton Ave.,
Philadelphia, Pa. 19134.
Irvin Sprdll
Your son, Irvin Sinclair
Curtchlow, would like to hear
from you. Please contact him
through the SIU hall at 115
STEEL DESIGNER (Isthmian),
Aug. 8—Chairman Joseph Kalata;
Secretary Angel Seda; Deck Dele
gate J. C. Arnold; Engine Delegate
F. Lee; Steward Delegate Herman
White, Jr. $6 in ship's fund. No
beefs. Everything is running smooth
ly. Vote of thanks to the steward
department for a job well done.
TRANSIDAHO (Hudson Water
ways), Aug. 15—Chairman Frank
Gaspar; Secretary Aussie Shrimpton. $112 in ship's fund. No beefs
weer reported. Everyhting is running
smoothly. Suggestion made that the
company install movie equipment
aboard ship.
NEWARK (Sea-Land), Aug. 15—
Chairman D. Dammerer; Secretary
Jack Utz. $16 in ship's fund. No
beefs were reported. Brother C. Be
dell discussed the highlights of what
is being done at Piney Point. Broth
er Dammerer read the report from
Piney Point concerning guarantees
of the SIU contract. Discussion held
regarding transportation from ship
to gate should be improved in Port
Elizabeth, N.J.
SEATTLE (Sea-Land), Sept. 5—
Chairman Raul Iglesias; S^retary
W. Hand; Deck Delegate Vincent
Genco; Engine Delegate M. Nettes.
Third St., Norfolk, Va. 23510.
Telephone 703-622-1892.
Robert Morris
Please write to J. Cook at
2170 E. Jefferson Ave., Detroit,
Mich. 48207.
Jack E. Gervais
Your mother would like to
hear from you at Rt. 1, Box
252, Boomer, N.C.
Robert Colanti
Please contact E. Burke at
5014 Los Cayotes, Apt. 3,
Long Beach, Calif.
Tony Pacunas
Please contact Joseph Wilaszak at the USPHS hospital in
San Francisco.
MARAD Strives
For Better Ships
The Maritime Administra
tion (MARAD) has undertaken
a multi-facet project to gather
and interpret data on ocean
waves with a view toward bet
ter ship construction.
"Improved merchant ship de
signs, particularly for vessels
transiting the North Pacific in
the Far East and Alaska
trades," will be the end project
of this research said MARAD
Assistant Secretary of Com
merce A. E. Gibson.
An award of a $282,000
two-year contract by the agen
cy to the Sea Use Council, a
group formed by Alaska, Wash
ington, Oregon and Hawaii to
coordinate the regional oceangraphic studies, marked the
beginning of the project, Gib
son explained. Sea Use Council
will oversee the entire project.
This study will also provide
essential data for use in design
ing open-sea offshore platforms
and routing ships in the North
Pacific and Alaska trades.
Disputed OT in deck and engine de
partments. Vote of thanks to the
steward department for a job well
done.
SL 181 (Sea-Land), Sept. 5—
Chairman Anthony J. Palino; Sec
retary G. Walter; Deck Delegate
Horace B. Gaskill; Engine Delegate
Van Whitney; Steward Delegate
Stonewall Jackson. $ 11 in ship's
fund. Some disputed OT in engine
department, everything else running
smoothly.
SEATRAIN CAROLINA (Hud
son Waterways), Aug. 29—Chair
man Richard Whitney; Secretary
T. Ulisse; Deck Delegate B. A.
Granberg; Engine Delegate C. L.
Raulerson; Steward Delegate J,
Bennett. $19 in ship's fund. No
beefs were reported. Vote of thanks
to the steward department for a
job well done.
SAN FRANCISCO (Sea-Land).
Aug. 1—Chairman Malcolm
Woods; Secretary Henry A. Galicki;
Steward Delegate E. M. Cullerton.
No beefs were reported. $706 was
collected for the widow of Brother
Hendricks, 3rd cook, who passed
away at sea last trip. Vote of
thanks to the steward department
for a job well done.
irers Log
i
�HLS Marifime Musuem
Adds Parsons to Fleet
Much in the same way that
the American bald eagle, the
whooping crane and the West
ern wild horse are slowly be
coming extinct, so too are
many of the uniquely designed
commercial sailing crafts such
as the long canoe, bugeye,
pungy-schooner, skipjack and
ram.
The Harry Lundeberg School,
a merchant marine training
facility, wants to do all it can
to preserve these disappearing
vessels of bygone days. TTirough
this philosophy, a living mari
time museum has been estab
lished at the school's Piney
Point, Md., location on the
banks of the Chesapeake Bay.
The latest addition to the
school's historic fleet is the bug
eye, Dorothy A. Parsons. "She's
the last of the Mohicans, so to
speak. A few more- years and
we won't see any more of these
old boats on the Bay," said a
school ofiicial. The bugeye used
to be the best known of all
Bay-type crafts. Today, only
two of these renowned work
horses are believed to be in
existence. The other is at the
Chesapeake Bay Maritime Mu
seum, also in Maryland.
With the development and
growth of the log canoe, the
bugeye emerged in the early
1860s. Log canoes were used
by the American Indians long
before the first white settlers
arrived on the Chesapeake
Bay.
Scottish Origin
M. V. Brewington, the author
of Chesapeake Bay Log Canoes
and Bugeyes, believes the term
"bugeye" was Anglicized from
two Scottish words, "bucklar,"
the name of an 18th century
smuggling boat and "buckie"
the Scottish word meaning
oyster shell.
"Immigration from Scotland
brought a large number of per
sons to Maryland, and it is pos
sible the similarity in appear
ance of the hull and its profile
of the Scottish boat may have
brought about comparisons
which resulted in the American
name," Brewington wrote.
The bugeye seldom ventured
beyond the Chesapeake waters,
where it was mainly used to
dredge oysters. Watermen pre
ferred it over other types of
dredging crafts. Its smart ap
pearance, speed and seaworth
iness helped the boat gain an
international reputation. The
bugeye reached its peak of con
struction during the middle of
the 1880s. However, with the
appearance of the skipjack, a
cheaper-built craft, the demand
for the bugeye steadily de
creased.
Some yachtsmen converted
the obsolete bugeye into a
pleasure craft. It proved to be
notably worthy with its simple
rig which required only a few
hands to operate and sailed
well under any two of its three
sails.
The Dorothy A. Parsons was
built in 1901 by B. P. Miles of
Oriole, Md., and Home-ported
at Cape Charles, Va. Although
used in the coasting trade and
for mackerel fishing, the 82foot long boat was used pri
marily as a "buy boat" in the
oyster industry. During the off
season, she freighted fruit and
farm produce to Baltimore.
"Not only do they (the ships)
set the right nautical tone for
our school . . . they represent
an ancient art of building that
is part of our Chesapeake Bay
heritage," a school official ex
plained.
Thus, the Dorothy A. Par
sons joins the school's living
tribute to the great sailing ships
of the past.
NEWARK (Sea-Land), Sept. 12— terways), Sept. 26—Chiarman W.
Chairman D. Dammerer, Secretary Wallace; Secretary N. F. Hatfield.
J. Utz. $16 in ship's fund. No beefs. Disputed OT in deck and engine de
Everything is running smoothly. partments.
ANCHORAGE (Sea-Land), Sept.
Ship's delegate read the report of
workshop from Piney Point con 5—Chairman Bobby Gallain; Secre
cerning SIU contract and education. tary J. Roberts. $26 in ship's fund.
All hands voted to concur with re No beefs. Everything is running
smoothly.
ports.
MAIDEN CREEK (Sea-Land).
OVERSEAS ALASKA (Mari
Aug. 22—Chairman O. C. Cain; time Overseas), Sept. 5—Chairman
Secretary Joseph E. Hannon; Deck T. Trainor; Secretary D. Gardner.
Delegate W. E. Reeves; Steward Disputed OT in deck department.
Vote of thanks to the steward de
Delegate Walker Wilson. Every
thing is okay. Vote of thanks to partment for a job well done.
the steward department for a job
CITIES SERVICE MIAMI (Cit
ies Service), Sept. 12—Chairman
well done.
OVERSEAS PROGRESS (Mari Alphonse Fruge! Secretary Robert
time Overseas), Sept. 19—Chairman
E. Fowlkes; Deck Delegate Robert
John Logan; Secretary James Prest- Lambert; Engine Delegate Theo
wood; Deck Delegate D. Harrison; dore R. Marting; Steward Delegate
Steward Delegate James Perryman. Emanuel Lowe. $80 in ship's fund.
Some disputed OT in deck depart Some dispute OT in deck depart
ment. Vote of thanks to the stew ment.
ard department for a job well done.
MISSOURI (Ogden Marine),
INGER (Reynolds Metal), Sept. Aug. 29—Chairman J. Skinner;
5—Chairman Marion E. Beeching; Secretary W. Miles; Deck Delegate
Secretary D. Martinez; Deck Dele William R. Dawson; Engine Dele
gate J. Bennett; Engine Delegate J. gate J. M. Demouy; Steward Dele
Laningham. $21 jn ship's fund. No gate R. H. Taylor, Jr. $22 in ship's
beefs and no disputed OT. Every fund. No beefs were reported.
thing is running smoothly.
DEL ORO (Delta), Aug. 22—
TRANSOREGON (Hudson Wa Chairman Antoinne Kcrageogiau;
February 1972
The top photo shows the Dorothy A. Parsons, the former oyster dredging boat and pleasure
craft, awaiting repairs and restoration on the docks of the Lundeberg School. The bottom photo
Is the Parsons as she appeared In 1951 sailing Virginia's Rappahannock River. The HLS Museum
plans to restore the vessel to her former beauty and preserve as a living reminder of days
gone by.
Secretary James Sumpter; Deck
Delegate Joseph D. McPhee; Engine
Delegate Joseph G. Arch; Steward
Delegate Robert V. Kennedy. $7 in
ship's fund. All beefs were taken
care of by boarding patrolman. Re
pairs have also been taken care of.
OGDEN WABASH (Ogden Ma
rine), Aug. 29—Chairman Walter
W. LeClair; Secretary F. Mithcell;
Deck Delegate John Matkoski; En
gine Delegate John Wallack; Stew
ard Delegate Edward Laberrere.
$10 in ship's fund. No beefs were
reported.
TRANSHAWAII (Hudson Wa
terways), Sept. 26—Chairman Ed
ward F. Wallace; Secretary W.
Seltzer; Deck Delegate D. C. Gatewood; Engine Delegate Pedro Marcial; Steward Delegate E. Pappas.
No beefs, everything is running
smoothly except for some disputed
OT in deck and engine departments.
LA SALLE (Waterman), Sept.
19—Chairman W. J. Taylor; Sec
retary F. Fletcher; Deck Delegate
James W. Galloway; Engine Dele
gate Joseph C. Cyr; Steward Dele
gate F. Fletcher. $25 in ship's fund.
No beefs were reported. Vote of
thanks to the steward department
for a job well done.
YORKMAR (Calmar), Aug. 12—
Chairman I. S. Moen; Secretary S.
Gamer; Deck Delegate N. Kneckman; Engine Delegate J. H. Mc
Donald; Steward Delegate L. Gadson. Everything is running smoothly
with no beefs. Vote of thanks was
extended to the bosun and entire
steward department for a job well
done.
DETROIT (Sea-Land), Aug. 15
—Chairman J. Bekiaris; Secretary
B. B. Henderson; Deck Delegate J.
McLaughlin; Engine Delegate J.
Jones; Steward Delegate R. L. Sav
ior $1 in ship's fund. No beefs
were reported.
STEEL TRAVELER (Isthmian),
July 4—Chairman Cecil Diltz; Sec
retary I. R. Llenos. $12 in ship's
fund. No beefs were reported. Ev
erything is running smoothly.
TRANSPACIFIC (Hudson Water
ways), Sept. 19 — Chairman F.
Gosse; Secretary M. Bugawan;
Deck Delegate Charles F. Mann;
Engine Delegate J. R. Brown;
Steward Delegate James Armstrong.
No beefs were reported. Vote of
thanks to the steward department
for a job well done.
YELLOWSTONE (Ogden Ma
rine). Sept. 12—Chairman D. Mer
rill; Secretary George Luke; Deck
Delegate Joe Cane; Steward Dele
gate William Gonzalez. No beefs
and no disputed OT. Everything is
running smoothly. Vote of thanks
to the steward department for a
job well done.
OVERSEAS ARCTIC (Maritime
Overseas), Oct. 3—Chairman Bob
Pope; Secretary Stanley F. Schuyler;
Deck Delegate George Baker; En
gine Delegate Dominick Orsini;
Steward Delegate Richard Volkerts.
$67 in ship's fund. No beefs. Everythine is running smoothly.
COLUMBIA (Ogden Marine),
Aug. 29—Chairman Chester lannali; Secretary M. S. Sospina; Deck
Delegate James S. Rogers; Engine
Delegate William B. Addison; Stew
ard Delegate Edward F. Costen.
No beefs. Everything running
smoothly. Good crew on board.
WARRIOR (Sea-Land), Sept. 19
—Chairman B. E. Swearingen; Sec
retary Eloris B. Tart; Deck Dele
gate W. Miller: Engine Delegate
Robert Miller; Steward D.legate
I. Garcia. Some disputed OT in
deck and engine departments. The
members aboard ship were glad to
have the union officials tell them
what the score is at Piney Point.
Page 13
�Look Who Runs the Labor Department
The following story on the
hierarchy of the U.S. Depart
ment of Labor was researched
and reported by Harry Conn of
Press Associates Inc., a Wash
ington-based news service that
specializes in the labor news
field.
The U.S. Department of La
bor, created in 1913 to protect
the interests of working people,
. has rarely been imder as much
fire for teing pro-business and
pro-management as it is today.
A survey of the key policy
makers of the Department pro
vides a logical explanation; it
reads like a "Who's Who in
Business."
Almost all of the top De
partment ofiScials come from
Big Business, only a handful
are career government officials
and those with trade imion
background are almost singular
exceptions.
Secretary of Labor James
Day Hodgson came to Wash
ington to join the Nixon Ad
ministration with a background
of 28 years as an executive of
the Lockheed Corporation. He
was vice-president in charge of
industrial relations at the time
he was named Under Secretary
of Labor by President Nixon.
Hodgson reached right into
Lockheed for one of his top
assistants. Prior to joining the
Department in 1970, William
H. Schmidt, Jr., served as cor
porate information director for
Lockheed.
E. Carl Uehlein, executive as
sistant to Hodgson, was with a
Massachusetts law firm where
he specialized in labor law,
largely with management clients.
The Special Assistant to the
Secretary for Legislative Affairs,
Frederick L. Webber, held a
legislative liaison post with the
National Forests Products As
sociation, the trade organization
of the lumber industry.
Under Secretary of Labor
Laurence H. Silberman prac
ticed law in Honolulu, special
izing in labor law. He won his
corporate credentials since his
practice was heavily weighted
toward management and busi
ness.
Silberman's executive as
sistant, Richard J. Wise, was
assistant director of industrial
relations for the John Han
cock Life Insurance Company
with offices in Boston.
One Labor Man
The line-up of Assistant jSecretaries of Labor could reason
ably be expected to hold posts
with the Department of Com
merce. But Labor? The only
exception is W. J. Usery, Jr.,
Assistant Secretary for LaborManagement Relations, who
was Grand Lodge Representa
tive of the International Associ
ation of Machinists.
Frank G. Zarb, Assistant
Secretary for Administration,
has a background of invest
ment banking houses including
CBWL-Hayden, Stone, Inc.,
where he was executive vicepresident; C o g a n, Berlind,
Weill & Levitt, Inc., as senior
vice-president, and with Good-
Page 14
body & Co. For five years he
was with the industrial relations
department of Cities Service
Oil Company.
Assistant Secretary for Oc
cupational Safety and Health
George C. Guenther was presi
dent of the John H. Guenther
Hosiery Co., in Reading, Pa.,
where he was successful in
keeping the American Federa
tion of Hosiery Workers from
organizing his employees.
Malcolm Lovell, Assistant
Secretary for Manpower, lists
among his credentials 12 years
in management capacities with
the Ford Motor Co., and man
ager of employee services for
American Motors Corporation.
Impressive Credentials
Hodgson recently reassigned^
Assistant Secretary Richard J.
Grunewald to head Employ
ment Standards. He served
from 1956 to 1971 with the
Olin Corporation in New
Haven, Conn., the last six years
as vice-president for adminis
tration.
Former Assistant Secretary
Jerome M. Rosow was with
Standard Oil of New Jersey for
16 years prior to being named
to head policy, evaluation and
research. He recently returned
to Standard Oil.
One of the most important
posts in the Department is that
of Solicitor. It is currently be
ing filled by Richard F. Schu
bert. He joined Bethlehem
Steel Corp., in 1961, was
promoted to assistant manager
of labor relations in 1966,
where he served until he joined
the Nixon Administration.
Donald M. Irwin, who was
Deputy Under Secretary for In
ternational Affairs until his re
cent appointment as Chicago
regional director for the De
partment, held top offices with
Chrysler, Deere & Co., and
Hawaiian Airlines.
John Wilks, director of the
Office of Contract Compliance,
operated his own public rela
tions firm in the San FranciscoOakland area where he had
such clients as Standard Oil of
California, Chrysler, Safeway
Stores and F. W. Woolworth.
John L. Blake, director of
the Job Corps, came to the De
partment from his post as as
sistant secretary for the Marine
Midland Trust Company of
Rochester, N.Y.
In addition to Usery, only
two other higher Labor De
partment officials have trade
union backgrounds: Deputy
Assistant Secretary of Labor
for Manpower Paul J. Fasser,
Jr., from the Steelworkers, and
Assistant Manpower Admin
istrator Robert J. Brown, who
held posts with the United
Auto Workers and the Min
nesota CIO in 1952-53.
These are the men who de
termine policy for the Depart
ment of Labor, which was
created "to advance the public
interest by promoting the wel
fare of the wage earners of the
United States, improving their
working conditions, and ad
vancing their opportunities for
profitable employment."
Hodgson Forecasts End Of
Free Collective Bargaining
In the lead story on this page Secretary of
Labor James D. Hodgson is described as being
"business oriented."
In a recent address delivered in Washington,
D.C. Hodgson said much to verify this point.
He brought his proverbial crystal ball out
to see what the world
work would be 20
years from now and reported his findings to the
White House Conference on the Industrial
World Ahead.
Free collective bargaining, as we have known
it, is not in the future, Hodgson told the in
dustrialists attending the conference.
He predicted that the right to strike will be
sharply curtailed, especially what he calls "the
big, crippling strike." He declined to draw a
line separating the "big, crippling strike" and
the not so-big crippling strike, but predicted
that, either by legislation or the parties them
selves, changes will be made.
He added fuel to the Administration's con
tention that large wage settlements are the
primary reason for inflation. And he predicted
that these "inflation-inducing" wage settlements
will be outlawed.
Questions Ri^t to a Job
Hodgson then posed this question: "What
shall be an American's right to have work?"
In an Administration that has succeeded in
doubling the number of unemployed, the secre
tary should be placed on the spot by his own
question. However, not with this answer:
"Today some are suggesting a guarantee of
jobs for all. But while nearly all accept the
desirability of expanded employment opportu
nity, the disincentive and cost features of guar
anteeing a job is still questioned by many of us.
"Though much of the rhetoric in this sphere
still centers on rights, most of the responsive
action centers on existing opportunity. Certainly
the federal government is pursuing an ever more
active role in economic affairs with employment
stimulation as one of its main goals."
"Keeping employment levels high is surely
becoming an ever higher priority issue in the
national consciousness."
Hodgson also sidestepped another questitm
he raised on the "obligation to work."
He answered that "the controversy may center
less on whether to adopt it in principle than
on how to make it work in practice. And that,
it must be said, will be far from simple."
Entire Conference Disputed
The whole makeup of the White House con
ference was brought into question by Sen. Fred
Harris (D-Okla.).
More than 1500 attended the conference at
the invitation of the White House, but Harris
protested in a letter to Hodgson that missing
from the list were union leaders, environmental
experts, consumer activists, minority group
spokesmen and public interest group members.
"Without these men and women, the con
ference stands as a platform for advocates for
the industrial status quo—one disturbing to
more and more Americans." He called it a
serious imbalance.
Labor Unions Approach
'72 Elections Optimistically
Organized labor is looking
optimistically-to the 1972 elec
tions. Whatever the outcome
of the presidential race, the
odds are greatly in favor of
the 93rd Congress being more
Democratic—and more prolabor.
Such a prospect is in direct
contrast with the 1970 election
when it was feared the GOP
would take over Congress, es
pecially the Senate.
With a 57 to 43 Democratic
edge, the Republicans needed
to pick up eight seats. They
picked up a net of two and
President Nixon was forced to
claim that he had won an
"ideological majority", a con
tention which the Democrats
rejected.
'72 Ontiook Bright
In weighing prospects for the
the 1972 elections, both the
domestic economy and the in
ternational situations are' ex
pected to be vital factors. But
there are two new elements
which could be decisive—fhe
farm revolt and the 18-year-old
vote.
Most observers have con
firmed that there is bitter feel
ing in the Midwest farm belt
toward the Administration be
cause of dropping farm prices.
This is one of the reasons that
Nixon pushed for a more ag
gressive Secretary of /Agricul
ture. However, the fact that
Earl Butz, the new Secretary,
is tied up so closely with the
agri-business community is not
expected to help.
The 18-to-21-year-old vote
has dimensions which could re
shuffle the entire political pic
ture. There are 25 million
young people in this group.
Congressional Quarterly reports
that polls and the census indi
cate that about 65 percent are
expected to register and about
42 percent of the 25 million
will actually vote.
Registration figures
as of
November, 1971, indicate that
those young people who de
clare their political allegiance
are going Democratic by 2 to 1.
Organized labor and the Dem
ocrats are expected to push
heavy registration drives.
Up For Grabs
The most obvious Senate
targets of the Democrats in
1972 are three Repiiblican va
cancies. Senators Karl Mundt
of South Dakota, John Sher
man Cooper of Kentucky and
Len Jordan of Idaho are not
expected to seek re-election.
Only Cooper, of the trio, has
had labor support.
Democratic Senator Clinton
P. Anderson of New Mexico is
retiring. Strong Democrats—
Attorney General David Norvell, former governor Jack
Campbell and Jack Daniels—
are expected to vie for the
Democratic nomination. Also
not seeking re-election is Sena
tor Fred Harris of Oklahoma.
Rep. Ed Edmondson is consid
ered the most likely Democratic
nominee, but he faces opposi
tion in the primary.
All is Not Rosy
Four other Republican Sen
ate seats are rated as "possible"
and are held by opponents of
organized labor. They are Carl
Curtis of Nebraska, James
Pearson of Kansas, Robert P.
Griffin of Michigan and Jack
Miller of Iowa.
Two other Republicans must
also be listed as prime targets.
Senator John Tower of Texas
could be opposed by former
Senator Ralph Yarborough and
Senator Strom Thurmond of
South Carolina may well find
a strong opponent in former
governor Robert McNair.
If all this looks too good for
Democrats and organized la
bor, there is another side of
the coin. Some friends of labor
are in trouble. They include
Senator Claiborne Pell (D-R.I.)
and Senator Thomas J. Mclntyre (D-N.H.).
The House is far harder to
gauge in the 1972 elections.
Americans for Democratic Ac
tion estimates that 40 conserv
atives can be defeated.
Seafarers Log
'' III
�I
A Stout Defender
Returns to America
Like many of her sister SlU-contracted ships, the
Mohawk (Ogden Marine, Inc.), is a vital link in the
chain of civilian American-flag vessels servicing farflung U.S. military outposts around the world.
Built in 1945, the Mohawk is a converted C-4 freightship—one of 106 commercial U.S.-flag vessels currently
under charter to the U.S. Navy's Military Sealift Com
mand. This fleet of ships—dry cargo vessels, tankers,
and vessels used to support oceanographic research—^is
part of our country's active "fourth arm of defense."
More than 94 percent of the total outbound military
cargo leaving from U.S. ports last year was transported
on ships of the U.S. merchant marine.
The Mohawk is a proud ship performing an important
task and when she dropped anchor after a recent four
month voyage throughout the Far East at the Military
Ocean Terminal in Bayonne, New Jersey all hands re
ceived another "job well done."
Early In her sailing career the Mohawk's ladder gate leading below to the engine room was
decorated with the hand rolled and welded letters "SlU" by a metal craftsman who sailed as a
member of one of her first crews. The handiwork is a unique trademark for a fine ship.
Mohawk cook L. Dekens (left) and utilityman J. Fernandas take
short break in galley now that noontime meal has been served.
G Bradley (left, standing) and S. Hewitt talk with SlU Rep
resentative Bill Hall. Both men are recent graduates of the
SlU's Harry Lundeberg School, and Brother Hewitt has just
completed his first trip.
SlU Headquarters Representative Bill Hall (standing, right) discusses maritime problems dur
ing shipboard meeting aboard the Mohawk.
Page 15
�National Geographic
Story Features HLS
Known for its colorful and in-depth informative features.
National Geographic magazine in its February, 1972 issue
presents a special article, "Maryland On The Half Shell"
which is of interest to Se^arers.
In this 41-page expository, particular mention is given to
the Harry Lundeberg School. Below is an excerpt:
"Near Piney Point on the Potomac, not far from St. Mary's
City, where English colonists established Maryland's first
capital in 1634, a small forest of masts symbolizes the re
gion's seafaring tradition. The masts rose above the Harry
Lundeberg School, run by the Seafarers International Union
and the shipping companies with which it has contracts. Ad
ministrator Ken Conldin explained the school's mission: To
guide and encourage those seeking careers at sea, and to
help those already in the profession to gain greater skills.'
"Each year, Mr. Conklin said, more than 1,000 young
men graduate from Lundeberg. To train its students, the
school has assembled an impressive fleet of vessels. Largest
is the 258-foot steam yacht Dauntless, the former Delphine,
commissioned by automobile maker Horace Dodge, who died
without ever seeing it. At the Lundeberg piers I also saw the
yawl Manitou, often sailed by President John F. Kennedy,
and many other craft, some fitted out as floating schoolhouses."
Congressman Louis Stokes (D-Ohio) greets students from the Harry Lundeberg School at a
luncheon In Washington, D.C. sponsored by the' Maritime Trades Department, AFL-CIO. From
the left: James Oliver, Ricky Vienna, Stokes, Alexander KlaneskI, and Jason Parker.
Stokes Cites Need to Keep
Lakes Operating Year-Round
The need for technology to
keep ports open and working
year-round on the Great Lakes
is of grave importance to the
rebuilding of the American-flag
fleet there, said Rep. Louis
Stokes (D-Ohio).
"We will have to do some
thing about the winter closing
of ports and canals. We are
close to finding the right ways
to do it," he said.
The benefits of a year-round
port operation would be two
fold, the congressman explained.
First, with longer months for
shipping, companies would re
ceive a greater return on original
investments. Secondly, the back
log of commodities that wait
on the docks for the break in
the season or to be sent by rail
or truck around the ice-clogged
lakes would be reduced.
"There are unexplored po
tentials, untapped markets in
the Great Lakes and we need
some dedicated application to
attracting them to U,.S.-flag
shipping if we are again to see
a healthy Great Lakes fleet left
under the American flag," Rep.
Stokes said.
New Technology Needed
New technology, "perhaps in
the form of new barges" is
needed, he said, with reference
to the "aged and decrepit" ships
that now sail the Lakes under
the American flag.
Rep. 'Stokes also called for
new subsidy legislation that
Fire Fighters Call for
National Fire Academy
The International Association of Fire Fighters, AFL-CIO, has
called upon the federal government to sponsor a National Fire
Academy to "help rectify a tragic case of neglect, in which lives
and property are sacrificed needlessly to fire."
"takes into account the special
The union, whose more than 156,000 members include most of
nature and special problems of the professional fire fighters in the nation, said in testimony pre
our Fourth Seacoast."
pared for delivery before the National Commission on Fire Pre
He added that
million vention and Control, which is holding hearings on the state of
tons of cargo sailed from the U.S. firefighting and prevention services:
Lakes to Europe during 1971,
"We are constantly appalled by the contrast between federal
and "not a single pound traveled government assistance, through the Department of Justice and the
under the U.S. flag."
Federal Bureau of Investigation, to local law enforcement agencies,
"It is proof that we have not and the lack of any on-going programs of assistance, financial or
put the Merchant Marine Act programmatic, to local fire departments. It is a tragic case of
of 1970 to work in the Great neglect, in which lives and property are sacrificed needlessly to
Lakes area, and I feel it is time fire."
for us to begin to correct that
At present, the imion charged, "there is no national leadership,
oversight," Stokes said.
no re^ clearinghouse, no central focus for providing suggested
Failure to conect this situa minimum standards, or uniform training methods, or recom
tion would cause a "worsening mendations for administrative improvements, or guidance to com
of all the problems with which munities on getting more for their money in fire fighting equip
U.S.-flag shipping on the Lakes ment.
is aflflicted," he said.
"All these things are urgently needed—not sometime, but now.
Also, the rates of the rail- The creation of an adequately-financed National Fire Academy is
(Continued on Page 18)
the best way of achieving them."
The proposed academy, the union suggested, should be mod
eled on the FBI Academy, which gives police officers short, inten
sive training courses and encourages the trainees to teach in their
own police forces.
Coaiifion Formed to Block Proposed
Cutback in Nation's Railroad Service
Members of railroad labor. trustees also want to lay off
Congress and a state govern nearly 10,000 PC employees.
ment have formed a coalition
In its order, ICC proposed a
to stem a mounting threat of new "short form" whereby
drastic new cuts in rail service railroads can drop lines almost
all across the nation.
immediately when "no serious
The coalition was formed public opposition is seen." A
as the result of two develop second "modified" form would
ments which are seen as omi let carriers discontinue service
nous signs for the future of that annually averages 34 cars
economy.
or less of freight per a mile.
The first was the announce Abandonment would be imme
ment by the Interstate Com diate unless opponents could
merce Commission back in quickly produce "substantial"
mid-January that it has adopt countering evidence.
ed new procedures to make it Restraining Order Issued
possible for railroads to aban
Donald S. Beattie, executive
don freight operations more secretary of the Congress of
easily.
Railway Unions, warns that the
The second development new procedures "could lead to
was the filing of a report by abandonment of more than 20
the trustees of the bankrupt percent of existing U.S. rail
Penn Central calling for a 45 lines."
percent slash Ln its giant 20,Attorney William P. Ma000-mile system, which en honey for the CRU, composed
compasses about two-fifths of of six rail unions, and the
all U.S. rail mileage. The State of Pennsylvania have so
Page 16
far succeeded in holding up the
procedures by obtaining a re
straining order from U.S. Dis
trict Court Judge Michael H.
Sheridan in Harrisburg, Pa.
Their suit against the ICC
will now go to a special threejudge federal panel in Penn
sylvania, with Sheridan as one
of the judges. Three other
states—Kansas, Nebraska and
Illinois—have petitioned to in
tervene in support of the plain
tiffs when the case is tried on
its merits.
Mahoney and the Pennsyl
vania Public Utilities Commis
sion sought the restraining or
der on grounds the ICC's ac
tion was "illegal" because pro
cedures were announced with
out allowing a hearing as re
quired by the Administrative
Procedures Act. In the trial
they will charge the agency il
legally is "trying to rewrite the
Interstate Commerce Act."
Scholarship Plan Info
i
Beginning June 1, 1972, the Seafarers International Un- ^
ion will undertake a new scholarship program designed to |
give professional Seafarers who missed an education an
opportunity to earn a high school diploma.
Developed by Miss Hazel Brown, Harry Limdeberg
School Director of Education, and her professional staff,
the scholarship plan will be available to all Seafarers. In
terested 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.
For further information on this innovative program, clip
the coupon below and mail it to Miss Brown.
Miss Hazel Brown
Director of Eihicatloa
The Harry Lundeberg School
Piney Point, Md. 20674
Please send me more information about the H^ School Scholarship
Program.
Name ..
Address
City
State
Zip Code
�I
It
%i.r
Hearings are in progress now in the House Merchant Marine
and Fisheries Committee on H.R. 12324, which would require
that 50 percent of all oil imports be shipped in American-flag
ships, and which SIU supports.
Members of the House Merchant Marine and Fisheries
expressed displeasure with testimony given Feb, 24 by Ralph
Snyder, Acting Director of the Office of Oil and Gas, U.S.
Department of Interior. Mr. Snyder opposed H.R. 12324 on
the grounds that it would be contrary to the U.S. policy of inter
national free trade and that it would increase the cost of oil to
the American consumer.
However, when questioned by committee members, Mr. Snyder
admitted that the Department had not done studies to substantiate
the claim.
50-50 Oil Bin
Rep. John D. Dingell (D.-Mich.) pointed out that we have
750,000 deadweight tons in tanker lay-up. He went on to say
that Japan, France, Sweden and Great Britain impose a 50 per
cent shipping requirement on imports. The committee has spent
nearly a year considering ways to increase use of U.S.-flag ships
for cargo as a step toward improving the national economy and
in the interest of national defense.
The hearings on this important bill are continuing. A report
on the hearings appears in this issue.
The SIU is currently following with great interest the Foreign
Trade and Investment Act of 1972, S. 2592, introduced jointly
by Sen. Vance Hartke (D-Ind.) and Rep. James Biurke (DMass.).
S. 2592 deals with the growing crisis in international trade,
a crisis that has a direct impact on the livelihood of the American
Seafarer and the future of the martime industry. It has as its goal
the restoration of America's economic health and of a favorable
balance in international trade and investment.
It would stem the rising tide of imports, which adversely affect
the U.S., and would control the activities of multinational
corporations, which contribute greatly to the export of American
jobs and technology. S 2592 has been referred to the House
Ways and Means Committee.
The SIU also supports a bill introduced by Rep. Garmatz (DMd.), and Rep. Thomas Pelly (R-Wash.), H.R. 12886, to amend
the Merchant Marine Act of 1920 (The Jones Act) to include the
Virgin Islands.
The Jones Act, designed to protect domestic shipping in our
domestic waters, excluded the Virgin Islands, but the President
was given executive authority to include the Islands in the future.
No President has ever chosen to do that.
Thus, this Virgin Islands loophole remains one major breach
in the law and could be used, for example, as an excuse for
shipping Alaskan oil in foreign-flag tankers. The oil could be
moved from Alaska to the Virgin Islands on foreign flag tankers,
refined, then moved to the mainland of the United States again
on foreign tankers.
H.R. 12886 has been referred to the Merchant Marine and
Fisheries Committee. No hearings have been scheduled yet.
Route of a Bill
Seafarers should know that in one session of Congress, more
than 1,000 bills will be introduced in the House of Representa
tives. About one-fourth of that number will be introduced in the
Senate, After it is introduced, a bill is numbered, referred to the
appropriate committee for consideration, labeled with the spon
sor's name and sent to the Government Printing Office so that
copies can be made for study and action. Many bills each session
are killed at some step in the legislative process, simply because
no action is taken.
The first committee action on a bill usually is a request for
comment by interested agencies of government. It may be con
sidered by the full committee or the chairman may assign it to
a subcommittee. Hearings may be public, closed (executive
session) or a mixture of both. The subcommittee considers the bill
and reports to the full committee its recommendations and any
proposed amendments. The full committee votes on the recom
mendations.
Once the bill is reported out by the committee, it goes to the
floor of the House or Senate, where it is discussed and voted on.
If there are conflicting provisions in the House and Senate
versions, a conference committee of interested senior members of
both houses meets to resolve the differences. The conference
committee version is voted on by each of the houses and is sent
to the President for signature.
At any point in Congressional deliberations a negative majority
vote can cause the bill to die, and many more die than are passed.
(Continued from Page 4)
making functicm is a determinaticn thai
the Amoican Merchant Marine will
speak with cote voice on this important
issue. The proUem is so great that indi
vidual effcMTt cannot solve it, and the
council is a symbol the determination
of all the mmnbens that the proUem be
solved through joint actltm.
The Board Governors, which is the
' policy-making body
the National
Maritime Council, holds meetings
quarterly in Washingtmi to coordinate
and develop programs for the council.
The Board of Governors is comprised of
the presidents of 13 U.S.-flag shipping
lines, 14 shipbuilding companies and six
maritime labor unitms—shipyard, seago
ing and shoreside. The government is
represented by Secretary Gibson^
The 12-man Executive Committee, <rf
which President Hall and!are members,
meets bi-mcmthly, although in the last
few months, we have b^ meeting at
least monthly in order to get everyfliing
functicHung as quickly as possiUe.
The Executive Committee advises die
Board of Govenu^ and has the re^iopsibility to ensure the execution of ail
m I policies and directives.
In addition to the nationwide promo
tional activities, the National Maritime
(Council has set up Re^onal Action
Groups in four regions df the Unit^
States—-Esist C^toast, Gtilf Coast, West
Coast and the Midwest. These groups will
establish and maintain close contact with
exporters, importers and freight for
warders to acquaint them with Americanflag services and enlist their support to
promote the use of these services.
Each cA the regicHis is actively pursu
ing these objectives. They have begun
by sponsoring local activitieis where
shippers, both importers^'and exporters,
get together with company and unicm
representatives for an evenmg. The most
recent of these activities was a dinner
sponsored by the East Coast group oa
February 2, 1972. Secretary of Com
merce Maurice Stans was the principal
speaker at this kickoff affair in New York.
Each cA the other regicxis has held, or is
planning to hold similar affairs.
In addition to group meetings, the Re
gional Action Groups are planning "Task
Force" visits. On these visits a member
of management and a union representa
tive will visit shipping executives for a
face-to-face meeting to encourage use of
U.S.-flag shi{». The four consistent
themes of these task force visits are:
First, sending cargo in U.S.-flag ships
protects our commerce from dominance
by foreign nations.
Second, shipping American is good
business since it contributes "Wi ffie fa-
(Continued from Page 4)
The arrival of the jumbq jets M some
cases hias intensified the already existing
problems of airport congestion and of
tradsportatm to and from aiiporte*
Ixmg^^^^
rail passenger tfansportatioh has all but been eliminated by
the car and plane, forcing many lines
into bankruptcy. In the area of freight
transportation, the situation is much the
same.
The trucking industry is faced with
inconsistent state regulations on sizes and
weights which hamper the industry's
efficiency.
Environmental and displacement con
troversies are blocking the construction
of roadways and pipelines.
I U.S.-flag ships' ^are of forei^^^j^
vorable side of the balance-of-trade and
balance-iff-payments jscture.
Third, U.S. shi^ provide good and de
pendable service.
And fourth, a strong Ammican Mer
chant Marine provides an invaluable
service to the national defense.
Although the major thrust cA the
council's efforts will be through this kind
of personal relationship with ffie men who
send cargo around the worid, the coun
cil will also ctmduct puUic relations and
advertising programs.
A national Public Relations and Ad
vertising Committee, headed by Presi
dent Hall, has been formed to deveipp
and execute a coordinated program. The
theme of the campaign wfll be, "It Costs
No More" to ship by the U.S.-flag lines.
Billboards promoting the ship-Ameru»n
theme have been ^la(»d in cities around
the natkm as a be^nning for this cainpaiga. •
The Mmitime Admihistrationhas dedi
cated its staff to promote and support
the Natkmal Maritime Coundl. The
Maritime Administration's Office of
Market Develtpment swtively promotes
the U.S.-flag fleet <m a full-time basis.
The Market Develq^mient group has field
offices in seven major cities in the
United States, The field represoitarives
make persomd calls to major shippers
and serve'as liaison men for the Ameri
can-flag shipping ctnnpaniK.
The Washington office has developed
statistical reports showing cargo flow,
commodity by commodity, over all the
principal trade routes. These reports and :;
other data generated by the Market De- ^
velopment people have been analyzed by
the Executive Committee of the National
Maritime Council. It is shocking when
you see, in black and white, figures that
prove U.S.-flag ships cany only 5 per
cent of the cargo moving in and out oi
our country.
By studying this data, we will be aide
to identify proUem areas for the U.S.flag fleet and target further promcffiional
campaigns in these areas. Through these
yaried efforts we are develc^ing a mean
ingful program that should pay off in
more cargo and new markets for Ameri
can ships.
I ur^ the AFL-CIO Maritime Trades
Department to pledge its continued suj^
port of the National Maritime Council
and aid in its campaign to promote a
greater share of cargo for carriage by
American-flag ships, Further, I urge that
the Port Councils actively assist and
back the activities of the National Mari
time Council's Regicmal Action Groups.
In this connection, we ask that the aflHiated unions request their local unions to
join the re^onal efforts of the coundl.
cargoes has dropped to an all-time low.
These are but a few of die problems
that must be overcome. But, the owrall
picture is not necessarily that bleak.
Theie are elements within each segment
of the transportation industry that are
prospering and these should be studied
to see if they contain lessons for other
segments.
This report represents a prelunmary
analysis of the entire transportation sys
tem, mode by mode, and spells put in
detail what I have touched upon here.
Future reports will look at these modes
in greater detail and attempt to find
solutions to some of the problems which
Will lead to the development of a truly
integrated transportation system for the
entire nation.
Page 17
�An Experieneed Traveller
Learning Seafaring Skills
Many of the young men who come to the
Harry Lundeberg School say that they want to
go to sea because of a desire to travel and see
the world.
Some of them have, indeed, done some
travelling throughout the United States and
some, mostly veterans, have been overseas. But
few have had the adventures of Steve Garay,
21, from Berkley, Calif.
Last year, Steve, who has completed one year
of college, found himself in a rut. "I was work
ing for a bank," he recalls. "I worked in a new,
modem building—all air-conditioned, with no
windows, and I felt trapped."
So Steve talked it over with his parents and
decided to strike out on his own. He sold his
motorcycle,, and with $900 began what was
to be a 10-month trip that would carry him
half-way around the world.
Steve hitch-hiked first across the United States
and up to Montreal, Canada, to visit friends.
-From there, he wCnt to Ottawa where he made
his only expenditure for travel^$160 for a
flight to London. From then on, from England
to France, Spain, North Africa, Pakistan and
India, it was all oh his own.
"Perhaps the most important , thing I
learned," Steve said, "was' that people'in all
parts of the world are interested in you. They
care."
4
He recalled that young people, particularly,
despite language barriers can identify with a
young American travelling alone in their coimtry.
"In North Africa," Steve said, "I met a kid my
own age and he invited me to be his brother.
His mother took me in, patched up my clothes,
fed me and gave me a place tto sleep. It was
like adopting a family."
He remembers, too, that in Pakistan he ran
out of money and became seriously ill with
jaundice. "But, the people I had met were
wonderful. They took care of me."
Vivid in his mind is the contrast he saw
coming down from the stark highlands of
Turkey and Afghanistan into the lush and fertile
greenlands of Pakistan. Vivid, too, in those days
just before the outbreak of hostilities between
Pakistan and India, is his recollection of the
feelings of the people of those two countries.
"The Pakistanis were militant in their hatred
of the Indians, but the people of India did not
feel any hatred toward them," he said.
Of all of the countries he travelled through,
Steve remembers India as being the most in
teresting and vital. "So much of, Europe, and
even Turkey and Pakistan, seem modem—the
only difference being their language and their
money," he said. "But India teems with its
millions of people, and it seems too alive."
What was the most beautiful sight he saw?
"The Bavarian Alps are indescribably beautiful,"
he recalls. "If you have read 'Heidi,' it's like
you can almost see her playing with her goats
in the valey beneath flag-decked stone castles."
But for Steve the most beautiful sight was
that of the Taj Mahal in India. "It has been
described as a dream in marble," he smd, "and
it's like something .you would only expect to
see if you could climb through the clouds."
But, he saw suffering and misery, too, in
Europe, North Africa and India, in particular.
"One thing," he said, , "is that now I will never
again be that concerned with my own problems."
For Steve, the yearning-to travel is not yet
over, and that is why he is now at the
Lundeberg School, preparing for a career at
sea. "There is so much yet to see and so much
to leam," he said, "and there is no better opportimity to see this world than that open to
the Seafarer."
50-50 Oil Bill Hearings
D'mgell Raps Interior for False Data
Interior Department opposi
tion to a bill that would require
half of the U.S. oil imports to
sail under the U.S.-flag came
under heavy fire from members
of the House Merchant Marine
and Fisheries Committee at a
hearing in Washington.
Rep John J. Dingell (D.
Mich.) said he thought the In
terior Department, represented
at the hearing by Ralph Snyder,
acting director of the Office of
Oil and Gas, had not "seriously
studied the problems of the
U.S. merchant marine."
Rep. Dingell said the Interior
Department's reasoning that
importation of oil in U.S.-flag
ships would increase cost to the
consumer was, "just plainly
wrong."
Mr. Snyder said that the In
terior Department hadn't been
aware that U.S. tankers would
qualify for operating subsidies
under the Merchant Marine Act
of 1970, and added, perhaps we
ought to go back and redo our
cost analysis with that in mind."
Other members of the com
mittee, including its chairman
Rep. Edward A. Garmatz (D.Md.) were also critical of the
Interior Department stand.
Control Fleet Debated
Rep. Garmatz pointed out
that the Interior Department
position cited "an effective con
trol fleet" of American ships
sailing under foreign flags as
sufficient for national security
in times of crisis.
"Who are your department's
experts," Garmatz asked, "and
where do they get this notion
that we have effective control
of that fleet?
Prior to the intense question
ing by committee members,
Mr. Snyder had described the
energy crisis growing in Amer
ica and estimated that oil im
ports would rise from the pres
ent 3.4 million barrels a day
to eight million barrels a day in
1980 and to 12 million barrels
a day in 1985. Both the 1980
and 1985 prediction assume
that the Alaskan North Slope
oil production will be about
three million barrels a day. If
not, he said that quantity of
oil would have to be added to
the import total.
"We are just about at the
point of exhaustion of new
capabilities in domestic produc
tion of oil," Mr. Snyder told the
committee, "and we have no
choice but to import a lot of
oil."
A Last Resort
Also testifying at the hearing
was Michael Klebanoff, presi
dent of Ogden Marine Corp.,
who said he supported the 50
percent requirement because:
"We in the tanker business
can go ahead only if we know
the cargo is reserved to the
U.S.-flag fleet."
Klebanoff added that, "as an
American citizen I believe that
this bill is required if we are to
have a tanker fleet suffiicent to
assure the nation's ability to
maintain an adequate energy
supply both in peacetime and
in times of war or national
emergency."
Alfred Maskin, executive di
rector of the American Mari
time Association, reminded the
committee that "no other na
tion looks to foreign vessels for
so huge a percentage of its
carrying capacity."
Security Ri^
He said that percentage
makes America's security po
tentially vulnerable in times of
crisis if the other world fleet
refuse to sail under U.S. con
trol for political or military
reasons.
The American tanker fleet is
in a depressed condition,
Maskin said, and the only hope
on the horizon is the bill under
consideration by the commit
tee.
Also testifying was P. N.
Gammelgard of the American
Petroleum Institute who op
posed the bill saying that ways
should be found to make the
U.S.-flag tanker fleet competi
tive with world market rates,
without what he called "manda
tory flag restriction on U.S. oil
imports."
Perils Calls Controls
'Facade and Charade'
Leo Perlis, director of the
National AFL-CIO Price
Watchdog Program charged that
"nobody in the Administration
cares much for the consumer,
whetherTie is overcharged or
undersold. But the feeding and
care of business is of great con
cern in Washington."
He called the Administra
tion's Phase II "neither fair nor
firm." As a result, he said,
"Everybody in Washington is
confused." Perlis examined the
various inadequacies of Phase
II from the absence of labor or
consumer members on the
Pj[ice Commission, "a political
party" to the listing of items
which are eligible for exemp
tions.
"The list is long and getting
longer every day," Perlis said.
Meat, used clothing and cars,
all fresh vegetables, tuition
fees, insurance premiums on
new life insurance and medical
care prices are now on the ex
empt list, he noted.
Especially pernicious, ac
cording to Perlis, is the situa
tion in rents where "landlords
are using every conceivable
subterfuge to increase their
profits at the expense of their
tenants."
In addition to increasing
rent some landlords have re
duced services, Perlis said.
"Many tenants do not complain
to the Internal Revenue Service
for fear of being evicted on
other trumped-up charges," he
added.
That fear has been well
founded enough to cause the
AFL-CIO Price Watching Com
mittee in Denver, Colo, to re
fuse any further rent complaints
because "it does not want to
assume the responsibility for
causing the eviction of tenants,"
Perlis said.
This, combined with the
Price Commission's decision to
exempt 40 percent of all rental
units from controls, "gives
landlords a field day," he said.
In the area of consumerism,
Perlis said Americans should
be told "there are no real retail
price controls," only a "fa
cade." Americains also should
be aware, he said, that "there is
no real enforcement of what
controls there are; that it is
only a charade."
Perlis, who is also director
of the AFL-CIO Department
of Community. Services, spoke
to representatives of labor, .
management and government
at a luncheon sponsored by the
eight-million member AFLCIO Maritime Trades Depart
ment.
Supertanker Being Built
(Continued from Page 2)
can-flag merchant marine com
posed of modem and efficient
vessels capable of carrying 30
percent of our international
commerce in competition with
foreign-flag ships within the
next few years.
"This laudable percentage
goal, some six times our present
deplorable participation, can
become a reality only when
American-flag ships carry the
huge cargoes, such as oil,
which nov/ make up the largest
percentage on a tonnage basis
of our international trade.
"We believe that Americanflag tanker operations will ex
pand into services requiring
relatively large modem and
efficient vessels capable of com
peting effectively with foreignflag tankers," said Williams.
The Merchant Marine Act
1970 provides that under ce^
tain conditions Americqn-flag
tanker trade on a foreign-toforeign port pasis will be per
mitted.
The Bethlehem official said
that if approval of the transAlhskan pipeline is achieved,
"the North Slone oil moved
therein must ultimately reach
the mid-West and East. The
economics of a Seattle to Chi
cago pipeline, or one across
Central America, will dictate
use of U.S.-flag tankers consid
erably larger than the 70,000
to 120,00-deadweight ton ves
sels now under construction for
Alaska-West Coast service."
Sixty-three percent of the
272 tankers of 200,000 tons
and over now imder construc
tion in the world are in the
250,000 to 275,000 deadweight
ton class.
The new tanker design in- *
corporates a number of innova
tions to minimize the possibil
ity of ocean pollution.
Among them is a cargo con
trol station equipped with re
mote tank level indicators and
remote control of the hydraulically operated cargo valves. The
design complies with the strin
gent requirements of the U.S.
Coast Guard for seaworthiness
after damage.
Lakes' Needs
(Continued from Page 16)
roads that operate in the Great
Lakes area are "discriminating,"
he said. This is wrong because
the rates violate "the spirit, if
not the letter, of the Interstate
Commerce Act and the Na
tional Transportation Policy,"
Rep. Stokes noted.
The time is now, he said, to
alter the laws or "work for a
better definition of the Great
Lakes in both its foreign and
domestic trade foles in the
codes of the various regulatory
agencies."
Company shipping manage
ment is another area where im
provement is necessary so "a
coordinated set of services, ship
types, shipping rates and charg
es could help "pick up the
business that now passes the
U.S.-flag by," the congressman
added.
But, concluding on an op
timistic note. Rep. Stoke said
he, had "faith that details of
such marketing coordination
and coordination of transporta
tion of goods can be achieved."
-Seafpfprs 1 nor
�Computer Gives Soviets
'Book' On Fishing Fleet
With help from a computer
ized control center, equipped
with electronic gear Rash
Gordon never dreamed of,
Russian fishery oflScials in
Moscow can now instantly pin
point the position of every one
of the ships that make up the
Soviet armada of fishing vessels
across the world's oceans.
The electronic heart of the
dhmputer center is a huge illu
minated wall map of the world
divided into 22 squares, each
of which encompasses a prin
cipal Russian fishing ground.
Seated at a round table in
the center of the room, one
man can run the entire com
plex; his only companion is the
whirling, buzzing computer.
Each morning the com
puter's memory bank is purged
of its old data and f^ the
latest information on Russian
fishing operations around the
" world. This data comes to the
; center on a teletype system
" connected to five smaller data
•li.'d
banks secretly located through
out the USSR.
Among other things, the
computer is told which vessels
- are laid up in port or enroute to the fishing grounds.
The position of every vessel is
then transferred to the illu
minated map and shows up as
4>^ a numbered light.
In a demonstration of the
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center's efficiency staged for a
Moscow newspaper, the exact
position of every Russian fish
ing vessel operating in the
North Atlantic off the United
States and Canada was pro
jected on the illuminated map.
The center, which is in con
stant radio contact with every
major Russian fishing vessel
anywhere, then choose a vessel
at random and established
voice contact with the selected
ship within sixty seccmds.
The estimat^ distance be
tween the ship's position and
the control center in Moscow
was in excess of 6,000 miles.
In another demonstration,
the center's director established
voice communication with the
captain of the whaling factoryship Sovetskaia Rossiia sailing
in the Pacific Ocean enroute to
Vladivostok.
The center was established
in 1969 by the Division for Co
ordination of Computer Opera
tions, but its existence was
only recently made public.
When the director of the
control center was asked what
military implications the con
trol center might have, he re
sponded that the only objective
of the complex operation is the
acciunulation of data on fishing
fleet operations, catch of fish,
and movement of schools of
fish.
Seafarer Finds New Pen Pai
Using Note-in-Botfle Routine
HLS Graduates Get Diplomas
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Eleven more trainees make ready to begin their careers at sea after graduating from' the
Harry Lundeberg School. Just before boarding a bus which will take them to New York,
members of graduating Class 80 took time to pose for their picture with Mike Sacco, SiU
Patrolman on assignment at the HLS. Front row, left to right, are E. Porter, W. Hardee, J.
Downs; D. Tucker, F. Vullo, and Sacco. Back row are E. Horowitz, A. Blash. D. Churchill,
J. Branson, A. Beyl, and J. Gitkov.
Preparingf to'bowd thefr flrst^shlp after^ompTetihg "12 weeks training at the Harry Lunde
berg School are these happy members of Class 81. Posing with them in the school's
Anchor Room are Paul Veralopulo, left, lifeboat and deck instructor, and Galen Under
wood, a former HLS student who is now working at the school. Standing left to right are
Veralopulo, P. Hawker, W. Home. G. Smith, D. O'Neal, and Underwood. Kneeling are L.
.
Rodriquez, G. Savior, T. Fischer, and J. Cahiit,
Since ancient times, sailors
have hoped to get some re
sponse from throwing messages
into the sea.
When the early mariners
rode the waves they threw
wax-sealed clay crocks into the
ocean with the names of thenship engraved on the outside
and a message to the gods that
the ship only desired peace on
her voyage.
In modem days, sailors have
put messages in sealed bottles
hoping that someday—even
years later—someone would
find one of the bottles and read
its note.
The number of such bottle
recoveries is not too high,
probably owing to the fact that
Cars are not the first to use the massages are in some large
anti-freeze. Fish in the icy fish's stomach.
Antarctic waters have been
However, sometimes a sailor
using it for ages.
just might luck out. This is
Scientists doing experiments exactly what hapoened to Sea
in that cold region of the world farer William McKinnon of
want to discover more about Lynn, Mass.
this substance in order to use
Since he began sailing, the
it to help mankind.
33-year-old ordinary seaman
For instance, if the anti has thrown into the ocean
freeze could be made syn numerous bottles with messages
thetically in large enough' inside. "Finally," he writes in a
amounts it could be employed letter to the Log, "one of my
to lengthen the lifespan of bottles was found off the beach
blood used for transfusions, by in Miami, Fla."
keeping it almost frozen.
Not only was it found, but
To find out more about the pleasantly enough it was found
anti-freeze, scientists would by a young girl studying at the
like to perform a blood trans University of Connecticut. She
fusion between the Antarctic answered Seafarer McKinnon's
fish and a fish from waters that note and they "have been cor
are less cold, such as the responding every since." So
throwing bottles overboard may
North Atlantic.
Scientists are now taking not only appease the gods, it
blood from Antarctic fish by can also start a friendly rela
inserting a hypodermic needle tionship.
By the way, the message
in their hearts. About IVi
pints of blood are extracted McKinnon put in the bottle
from the larger fishes which read, "Help! I'm being held
range from five to six feet long. prisoner on a ship."
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Antarctic Fish
One Up On
A. Granatelli
February 1972
For six graduates of the Harry Lundeberg School's Class 81-B, graduation ceremonies
held a special meaning — not only did the ceremonies signal completion of their 12week training program, but they also were able to achieve high school drplomas through
the HLS ecademic'program. The six high school achievers were Eugene Petit, David
DiLisa. Ronald Mann, David Garber, Elmer Makua, and James Haygood. Left to right,
front row, are John Yarmoia, union education instructor; Maqua. Petit. Mann, David Hanratty, Glenn Madden; and Ken Conklin, commandant of trainees.. Back row, left to right,
are Haygood. Lawrence FauncI, Don Thomas, Garber, and DiLisa.
k'F «
Graduates of Class 82-A po%e with . SIU Vice President Earl Shepard following, graduation
ceremonies at the school. Left to uighf are Barry Daumit. William ^uer. Jon Paresa,
William Salyers, Armando Rodriqu^, • Edmund DiCroti, Shepard, and Carl Hazelton. The
Kappy group left Piney Point the following morning for New York to "await jobs on their
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first ships.
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Page 19
�The foundation of any effective imion is a wellinformed membership. The informed, knowledgeable
member is an active member. He contributes suggestitons to improve the union; he takes pride in his
union and what it is doing for him and his fellow
members.
In most unions it is a fairly simple job to keep the
entire membership informed of the union's worl^gs.
But, the SIU is imique in that most of its members
are aboard ships scattered throughout the oceans of
the world. Yet, they still have the right to full par
ticipation in union activities.
This is accr}mplished through regular shipboard
meetings—ship's committee meetings—^to keep them
informed and up-to-date on SIU doings, as well as
affording them an opportunity to voice their opinions
on issues affecting the whole membership.
The ship's committee meetings serve as a vital
two-way communication link that enables the union
to best implement the wishes of its individual mem
bers for consideration by the entire membership. It
also affords union headquarters the means to send
members at sea news of interest and to keep them
abreast of meetings at union halls across the country.
In this way, every Seafarer can participate in and
be aware of everything his union is doing.
Each Sunday while a ship is at sea, the ship's com
mittee chairman calls a meeting for all unlicensed
personnel. There are SLK members of the standing
ship's committee with three elected and three ai>pointed delegates, but every Seafarer is urged to at
tend each meeting and become involved in the pro
ceedings. The six include the ship's committee chair
man, the education director, the secretary-reporter,
and elected representatives of the deck, engine and
steward departments.
The chairman is responsible for calling the meeting
and preparing an agenda. He also moderates the
group to insure proper parliamentary procedure is
used to guarantee every member's right to be heard.
The education director is charged with maintaining
a shipboard library of union publications and must be
able to answer any questions relating to union up
grading and educational programs.
The secretary-reporter serves as a recorder of the
minutes of the meetings and is responsible for relay
ing the minutes and recommendations to SIU head
quarters.
Each of the elected delegates is concerned with
questions relating to the entire crew, in general and
the members of his department, in particular. .
The SIU ships' conunittees have succeeded in
bridging the communication barrier between a farflung membership and the officials entrusted to head
the union. They have succeeded in keeping the mem
bership informed and active in the highest demo
cratic traditions.
S.L. 180 (Sea-Land)—Home from Bremen, Germany after a smooth voyage
are, from left: C. Boyle, ship's chairman; A. Raventtini, engine delegate; B.
Perridge, deck delegate; W. Anderson, educational director; E. Klingvall, sec
retary-reporter, and G. DeBaere, steward delegate.
CHARLESTON (Sea-Land)—Seated clockwise around table are: A. Romero,
deck delegate; R. Hernandez, secretary-reporter; A. Kotsis, ship's chairman;
•J. Pasko, engine delegate; P. Shaughnessy, educational director, and A. De
Jesus, steward delegate.
AZALEA CITY (Sea-Land)—^The Azalea City began the new year with a voyage
to Spain and Italy. Ship's committee from left Is: A. Parker, engine delegate;
C. Hemby, educational director; K. Teschke, deck delegate; E. Jordan, ship's
chairman; S. Segree, secretary-reporter, and J. Gleaton, steward delegate.
SEATRAIN INDIANA (Hudson Waterways)—Al)oard the Seatra/n Indiana are,
from left: A. Camacho, engine delegate; R. Ayalo, Vocational director; J. Kane,
deck delegate; A. Rabera, ship's chairman; H. Ortiz, steward delegate, and W.
Datzko, secretary-reporter.
SUMMIT (Sea-Land)—Members of ship's committee from left are: S. Stornes,
educational director; A, James, steward delegate; G. Welstead, engine delegate;
T. Williams, secretary-reporter; W. Koflowitch, deck delegate, and J. Gonzalez,
ship's chairman.
JEFF DAVIS (Waterman)—^The ship's committee aboard the Jeff Davis, which
was In the Port of New York for repairs, are from left: R. Hines, education
director; H. P. Lopez, deck delegate; E. Atkins, engine delegate; B. McGowan,
chairman; H. L. Durhal, reporter-secretary, and R. Sessions, steward delegate.
Page 20
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Seafarers Log
�TRANSCOLORODO (Hudson Waterways)—SlU Headquarters Representative
Bill Hall (right) meets with Transcblorodo's committee during payoff in Weehawken, New Jersey. From left are: N. Morris, deck delegate; A. Anderson,
secretary-reporter; L Fontaine, engine delegate; H. Cross, steward delegate,
and 0. Powell, ship's chairman.
BIENVILLE (Sea-Land)—Enjoying a coffee break at end of voyage from Puerto
Rico to New York are, back row standing: E. Soresen, steward delegate; J.
Rule, deck delegate; T. Deloach, secretary-reporter, and R. Meffert, ship's
chairman. Seated, from left: C. Dahlahaus, engine delegate, and E. Loulourgus,
educational director.
SEATRAIN OHIO (Hudson Waterways)—On the deck of the Seatra/n Ohio, the
ship's comrnittee lines up for a photo. From left are: E. Terrazzi, engine dele
gate; P. Whitlow, education director; A. D. Carter, steward delegate; W. Fitch,
reporter-secretary; T. Kelsey, chairman, and L. W. Snodgrass, deck delegate.
S.L. 181 (Sea-Land)—Relaxing after voyage home aboard the ultra-modern
S.L. 181 are, from left: J. Robertson, engine delegate; K. Anastasiou, educa
tional director; J. McHale, ship's chairman; N. Tagliamburis, steward dele
gate; G. Walter, secretary-reporter, and N. Perez; deck delegate.
STEEL ADVOCATE (Isthmian)—^Topside aboard the Steel Advocate are, from
left: P. Riberdy, deck delegate; L. Ceperiano, secretary-reporter; L. Loo, engine
delegate; J. Thomas, steward delegate; H. Workman, ship's chairman, and W.
Evitt, educational director.
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TAMPA (Sea-Land)—in the crew's recreation room aboard the Tampa are,
from left: J. Atherton, educational director; R. Williams, steward delegate; A.
Castelo, engine delegate; C. Gonzale, deck delegate; 0. Irsen, ship's chairman,
and R. Barnes, secretary-reporter.
SEATTLE (Sea-Land)—On board the Seattle, members of the ship's committee
are about to ask a question from the chairman, E. Tirelli, who is seated. Stand
ing from left are: V. Genco, deck delegate; W. Jordan, engine delegate; P.
Siems, steward delegate, and W. Hand, reporter-secretary.
21
�Seafarer Tolbert Rescued From Icy
Great Lakes by Fellow Crew Members
'•
Quick action by two SIU
members saved the life of a
brother Seafarer after he fell
from a dock into the icy waters
alongside the Peter Robertson
in the Port of Duluth.
Seafarer Willard Tolbert was
shifting cables on the dock when
he accidently slipped and fell
into the space between the
dock and the ship.
Deckhand R. Hale saw Tol
bert fall and immediately dove
in after him. Hale brought the
Willard Tolbert
unconscious Tolbert to the sur
face where, with the help of
others, both were pulled out of
the water.
Seafarer Rudy Luzzi, who
sails as wheelsman, applied
mouth to mouth resuscitation
and revived Tolbert.
Tolbert was then rushed to
St. Mary's Hospital in Duluth.
After six days of recuperation,
Willie-is now back on the Peter
Robertson, and none the worse
for wear, reports SIU Duluth
Port Agent Jack Allen.
When the Seatrain Indiana prepares its next repair list it won't
include the generator for the air lift fan. Chief Electrician Ray
mond Ayalo is busy fixing rotor on generator during a stop
over in Weehawken, New Jersey.
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Burks Celebrate 45th Anniversary in Duluth
Seafarer and Mrs. Guy P. Burk proudly display their 45th wedding anniversary cake in the port
of Duluth. Cake was especially decorated with a reproduction of the Diamond Alkalai, a Great
Lakes self-unloader on which Brother Burk has sailed as oiler for the last 6 years. All hands
extended best wishes for many more years of smooth .sailing for the Burks.
Father-Son Team Draw Praise
Seafarers aboard the Seatrain Ohio report they are receiving
fine service from the steward department father and son team
of R. Reyes, messman, and chief cook G. C. Reyes (right). The
elder Reyes has been sailing on SIU ships for more than 20
years while his son launched his sailing career a little over a
year ago.
Anderson's Versatile Vehicle
"Eddy's Snug Harbor" is the trailer home of Seafarer Edgar "Tiny" Anderson. A Seafarer
since 1954, Anderson sails nine months out of each year and uses the house trailer to travel
around the country the other three months. He even has used the trailer as a field kitchen for
Caesar Chavez's farm workdrs on the West Coast during their dispute with the growers.
Page 22
Financial Committee at Work
The fourth-quarter financial committee was busy handling un
ion business at the end of the year in the Port of New York.
The men were elected at the December Membership meeting.
Clockwise are: John Sweeney; Carmine Caropreso; Warren
Cassidy; Daniey Dean, chairman; Frank Adkins, and Louis Basta.
�SlU Arrivals
Wandering the seas
Belyii^ the common image, Seafaters are men of great
f ^^reclatloii the arts. We knovr tihat, and in an effort ^
Jto Ining it to public view the Log is interested in re<^iving
fcontribntions of poetry from all Seafarers who have a poem
waiting to be pnbiisfaed. Address contributions to the
Seafarers. Log, 675 Fmutii Ave., Brooklyn, N.Y. 11232.
I;
We are the men who go down to the sea in ships.
God sets a special watch over us because in
our need we ask for it
He has let great men of the sea before our
time fight for our needs
^s
And he gave thenr many victories.
Will we let ourselves be blinded to our good?
Do we not need the fight and the spirit
Andrew Furuseth had when he said:
Kiife "Work is prayer." "Tomorrow is also a day." and
"Know your rights and know your duties."
g-f
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We see much of God's handiwork at sea.
Men have marred it but it has not lost its
beauty nor its strength.
Seafarers, Brothers all, don't give up the ships!
Don't throw away the pride in bur industry.
The sea is still here! New ships are on the ways!
And we shall—^od willing—go down to the sea
in them.
Thurston J. Lewis
S/S Iberville
; Pece mighty, like, a Samson;
Yankee clippi^ oceans j^wed.
Ilgf? ^' Manned by freedom's iron sons.
The cream of a nation—-Proud
' Americans in ships supreme,
wrested and wtm their
]^t, in peace and in war,
they led the world in the race.
Gone now are thc^ days, 'tis said.
Seainen, Curse tluS bitter hour!
Our jgoqd ships fly a. foreign flag.
Seafarin's lot grows more doiif.^
Our merchant fl^ h in the shoak,
j
^ fast headin* ;fbr the rock.,
The rudderis gon?, we'ye lost contrd. ; •
Gieed has shorn our Samson locks.
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It's old, the same old, old story.
It's really a national disgrace.
New ships don't fly "Old Glory."
Other flags are taking her place
As.seamen age wd take the beach.
Alien crews take up their skills. "
Our youngsters cannot fill the breach.
Cheap labOT sydls the owner's tills. 1
In 1812 we defended our light - ^
to keep our ^^en our own.|
Now ships have fl«l abroadj :
while our good men stay honte.
'Cause men of gr^ would rather risk
/ bur ships in flags of foreign lands,
than pay honest wages earned
by loyal seamen's aUe hands.
We need men of vision. Leaders.
- . V
Like who pursued the whale and cod.
Those who sailed for Orient trade.
And placed their trust in, God.
, ,
Asking for only the chance to gain
by ship and seafarers able,
the just rewards of their labors,
and to keep their homeland stable.
Who'll check the runaway fleets?
Who'll turn the dastards plot?
Will congress heed desperation's plea,
and investigate the lot?
Don't whitewash this; let all be true
to their solemn oaths and vow.
Our time's 'most run, the danger's here.
The tide must be turned now.
;
James L. MacGinnis
M'1661
"
'ihSiS
Michdle Straab, bom Nov. 9,
1971, to Seafarer and Mrs. Wil
liam A. Straub, Erie, Pa.
Frank Dmigelo, bom Nov. S,
1971, to Seafarer and Mrs. Vito
J. Dangelo, Lawrence, Mass.
Alma Ayaia, bom Nov. 24,
1971, to Seafarer and Mrs.
Ramon Ayala, Santurce, P.R.
Charles Davis, born Oct. 27,
1971, to Seafarer and Mrs.
Charles D. Davis, Sr., Escanaba,
Mich.
Peggy Galla^w, bom Sept. S,
1971, to Seafarer and Mrs. Ed
ward C. Gallagher, Jr., Houston,
Tex.
Marceio Primero, bom Nov.
3, 1971, to Seafarer and Mrs.
Frank D. Primero, Seattle, Wash.
Jamie Smith, bom Nov. 1,
1971, to Seafarer and Mrs.
Robert L. Smith, Manistique,
Mich.
Shay Bailey, born Nov. 2,
1971, to Seafarer and Mrs.
Elmer E. Bailey, Mobile, Ala.
Charles Hutchins, bom Nov.
25, 1971, to Seafarer and Mrs.
Charles W. Hutchins, Prichard,
Ala.
Lisa R^ni«r, Jr., bora June
21, 1971, to Seafarer and Mrs.
Harold M. Rainier, Jr., Mathews,
Va.
Tyran Roberts, born Sept. 2,
1971, to Seafarer and Mrs. Jesse
J. Roberts, Port Arthur, Tex.
John Batson, bom Nov. 22,
1971, to Seafarer and Mrs.
Robert M. Batson, Norfolk, Va.
Wayne Linnette, Jr., bom June
10, 1971, to Seafarer and Mrs.
Wayne Linnette, Norfolk, Va.
Frederick Washington, bom
Nov. 20, 1971, to Seafarer and
Mrs. Frederick L. Washington,
New Orleans, La.
Charles Bell, bom Nov. 21,
1971, to Seafarer and Mrs.
Archibald Bell, Lakewood, Calif.
Breads Jager, bom Jan. 18,
1971,. to Seafarer and Mrs.
Michael J. Jager, Salisbury, Md.
Rachel Ibwkins, bom Nov. 3,
1971, to Seafarer and Mrs.
Thomas H. Hawkins, Kirkland,
Wash.
Ledie Kennedy, born Nov. 27,
1971, to Seafarer and Mrs. Al
bert L. Kennedy, Brooklyn, N.Y.
PanI Hayes, bom Sept. 14,
1971, to Seafarer and Mrs. Eu
gene K. Hayes, Alpena, Mich,
James Mastrtdcalos, bom Nov.
24, 1971, to Seafarer and Mrs.
James Mastrokalos. Freehold,
N.J.
Rodney Lodcamy, bom Sept.
4, 1971, to Seafarer and Mrs.
David E. Lockamy, Supply, N.C.
John Taylor, bom Aug. 8,
1971, to Seafarer and Mrs. Alton
J. Taylor, Orange, Texas.
Keith Brown, bom Oct. 9,
1971, to Seafarer and Mrs. Julius
Brown, New Orleans, La.
Kevin Clifford, bom Aug. 7,
1971, to Seafarer and Mrs.
Robert H. Clifford, Southgate,
Mich.
James Fei^, born Aug. 30,
1971, to Seafarer and Mrs.
James A. Feagin, Crestview, Fla.
Cassie Foster, bora Sept. 20.
1971, to Seafarer and Mrs. Ellis
G. Foster, Belhaven. N.C.
Adam Colson, bpm Sept. 10,
1971, to Seafarer and Mrs. Carl
ton H. Colson, Maxton. N.C.
Richard Downs, born Aug. 16,
1971. to Seafarer and Mrs. Leon
ard A. Downs, Sr., Diggs. Va.
Glenda Sam, bom Oct. 4,
1971, to Seafarer and Mrs. Alvin
T. Sain, Port Arthur. Tex.
Tamara Hushes, born Julv 17.
1971. to Seafarer and Mrs. John
W. Hughes, Baltimore. Md.
Carl Thompson. Jr., born Oct.
26, 1971. to Seafarer and Mrs. .
Carl E. Thompson, Mobile, Ala.
Robert Anstin, bom July 17,
1971, to Seafarer and Mrs. Medford L. Austin, Hatteras, N.C.
Bnrck Sdiultz, bom July 6,
1971, to Seafarer and Mrs.
Burckhard V. Schultz, New York,
N.Y.
Gewgia Gail Tyler, born Oct.
19, 1971, to Seafarer and Mrs.
Gilbert C. Tyler, Chesapeake,
Va.
Thomas Fmgrave, bom Sept.
27, 1971, to Seafarer and Mrs.
Thomas k Forgrave, Sault Ste.
M^ie, Mich.
Alone Wsdton, bom Aug. 30,
1971, to Seafarer and Mrs. Al
bert C. Walton, Bronx, N.Y.
Steven Meeks, bom Oct. 9,
1971, to Seafarer and Mrs. Jesse
Meeks, Cleveland, Texas.
Donna Hennessey, bom Oct.
10, 1971, to Seafarer and Mrs.
Michael P. Hennessey, Rochester,
N.Y.
Dimltrios Loulourgas, bom
Apr. 1, 1971, to Seafarer and
Mrs. Emilios D. Loulourgas,
Allston, Mass.
Katie McDoweD, bom Sept. 3,
1971, to Seafarer and Mrs. Wil
liam H. McDowell, Lancaster,
N.Y.
Jacqueline Hicks, bom Dec.
1, 1971, to Seafarer and Mrs.
Fred R. Hicks, Jr.. Virginia
Beach, Va.
Christiqiher Furman, born
Aug. 7, 1971, to Seafarer and
Mrs. Donald E. Furman, Blounts
Creek, N.C.
Helen Cartos, bom Sept. 2,
1971, to Seafarer and Mrs. John
Cartos, Jr., Norfolk, Va.
Jennifer Spmce, bom Aug. 21,
1971, to Seafarer and Mrs. Roy
Franklin Spence, Blytheville, Ark.
Lori Willis, bom Sept. 13,
1971, to Seafarer and Mrs.
Adrian D. Willis, III, Virginia
Beach, Va.
Clark Daoust, bom SepL 6,
1971, to Seafarer and Mrs. Eu
gene R. Daoust, Alpena, Mich.
Tamara Hughes, bom July 17,
1971, to Seafarer and Mrs. John
W. Hughes, Baltimore, Md.
Clifton Deakle IH, bom Aug.
5, 1971, to Seafarer and Mrs.
Clifton A. Deakle, Jr., Mobile
Ala.
Jeffrey Cravey, bom Aug. 19,
1971, to Seafarer and Mrs.
Wayne M. Cravey, Tampa, Fla.
n^chael Willard, bom July 2,
1971, to Seafarer and Mrs. Leslie
W. Willard, Toledo, O.
Judith Rakas, born Sept. 4,
1971, to Seafarer and Mrs. Frank
Rakas, Jr., Allison, Pa.
Martin Schultz, bom Aug. 12,
1971, to Seafarer and Mrs. Wil
liam Schultz, Frankfort, Mich.
Dena Dobldns, bom July 16,
1971, to Seafarer and Mrs. Dean
D. Dobbins, Oakland, Cal.
Duaae Livingood IL bom Sept.
11, 1971, to Seafarer and Mrs.
Duane D. Livingood, Dulutfa,
Minn.
Lillian Broadus, bom Sept. 10,
1971, to Seafarer and Mr. Joseph
R. Broadus, Channelview, Tex.
Peggy Rodriguez, bom July
13, 1971, to Seafarer and Mrs.
Carlos Rodriguez, New Orleans,
La.
Bonnie Sullivan, bom Sept. 27,
1971, to Seafarer and Mrs. John
H. Sullivan, Buffalo, N.Y.
Shawanda Amison, bom S^t
16, 1971, to Seafarer and Mrs.
Craig S. Amison, Beckley, W.
Va.
Tina Benedict, bom July 26,
1971, to Seafarer and Mrs. Fran
cis Benedict, New Orleans, La.
Calvin Foote, born June 23,
1971, to deceased Seafarer Wil
liam F. Foote and Mrs. Esther
Foote, Arabi, La.
Gloria Gill, bom Oct. 2, 1971,
to Seafarer and Mrs. Marcos
Gill, New Orleans, La.
Dean Hively, bom Sept 28,
1971, to Seafarer and Mrs.
Franklin G. Hively, Baltimore,
Md.
Raymond Watson, bom Oct.
4, 1971, to Seafarer and Mrs.
Raymond Watson, New Orleans,
La.
Faith Coriey, bom Oct. 3,
1971, to Seafarer and Mrs.
Charles E. Coriey, Pikeville, N.C.
John Rhew, bom Feb. 3, 1971,
to Seafarer and Mrs. Lawrence
W. Rhew, Sr., Galveston, Tex.
Charles Ssuranthus, bom Oct.
7, 1971, to Seafarer and Mrs.
Charles E. Saranthus, Irvington,
Ala.
Christopher and Kevin Werda,
bom Oct. 7, 1971, to Seafarer
and Mrs. Myron L. Werda,
Alpena, Mich.
Wendy Hughes, bom Oct. 6,
1971, to Seafarer and Mrs. Mur
ray L. Hughes, Isle of Palms,
5.C.
Aaron McBride, bom Apr. 1,
1971, to Seafarer and Mrs. James
McBride, Seattle, Wash.
Cathleen Oshmae, bom Oct.
17, 1971, to Seafarer and Mrs.
Cecil Osbome, Jr., Wyandotte,
Mich.
Jannette Droz, bom Sept 28,
1971, to Seafarer and Mrs.
Manuel Droz, Vega Alta, P.R.
Jill Moran, bora Aug. 3, 1971,
to Seafarer and Mrs. Patrick D.
Moran, North Olmsted, O.
Tiffany Dyas, bom Oct. 5,
1971, to Seafarer and Mrs.
Amold D. Dyas, Whistler, Ala.
Baby Receives SlU Benefit
Seafarer Palestine M. Dial (left) receives a $25 U.S. Savings
Bond from SlU Toledo Port Agent Donald Bensman, as Brother
Dial's daughter Melina looks on. The bond is part of the SlU
Benefit Program. For every new arrival in a Seafarer's family a
savings bond is awarded in the baby's name.
i,.--
February 1972
Page 23
�Chief Cook D. Tomilloso (left) and third cook Hermogenes
Romero kept all of the galley ovens going at sea to turn out
roast beefs, hams, and assorted other specialties for crew.
Spending time between watches In the crew's recreation room are, from left: Mohamed Salem,
S. P. Paano, and R. Sanko.
A hearty dinner at sea aboard the Mount Washington is enjoyed
by, from left around table. Seafarers Felix Deguzman, Chester
Hoff, H. Perry, Dwight Clayton, Eric Branlund, Kanoi Sato, and
Joseph Ryan.
There's a bright morning sun on the horizon as deck department Seafarer Frank Pasquali applies
fresh coat of paint to bulkhead. In background, Odduar Hansen is putting finishing coat on ship's
railing.
There are always plenty of empty dishes after a good meal. Ed
Figueroa (left) and Benson Hale, pantryman, are returning
things to ship-shape order.
Seafarers Log
�I
As a service to its members and their families the
Seafarers International Union will publish periodically
in the Log a medical column written by Dr. Logue.
The column will deal with some fairly common ail
ments or medical problems, their diagnosis and'treat
ment.
By Joseph B. Logue, M.D.
SIU Medical Director
versely affected by excess pounds. Gout and diabetes
are only two of many diseases that are complicated
by overweight.
A Seafarer's heart bears the burden of extra
pounds. To lift each extra pound up and down a
gangway and carry it through work and play, the
heart must pump that much harder. If you've had
heart disease from some other cause, then obesity
will further harm your heart and lead to more serious
trouble.
Unfortunately, obesity and overweight are major
health problems in the United States today. It is esti
mated that more than 20 percent of all adults over
30 years of age in this country are obese, and an
even higher percentage are overweight.
Overweight is also hard on the legs. The mechanics
of carrying the extra pounds may lead to varicose
veins and possibly trouble in your joints.
Carrying 30 or more pounds over your normal
weight classifies you as obese while carrying more
than 10 but less than 30 extra pounds labels you as
overweight.
Excess weight also creates psychological difficulties
—especially in young people. It is embarrassing and
injures self-esteem. It also tends to limit sports and
other healthful activities.
The mortality rate increases as excess poundage
accumulates. In people who are 25 percent or more
overweight, the mortality rate is 50 percent higher
than for those of normal weight.
Clearly, it is important for each of us to lighten
the biu-den of excess pounds that we constantly carry
but some of us may still need an extra push.
For a sensible weight control program, the follow
ing factors are necessary.
How people become overweight is a matter of
simple mathematics. If you consume 500 more cal
ories per day than you expend in energy, by the end
of the week you will have added another pound of
unnecessary weight to what may already be an em
barrassing waist line. This is not difficult to do. Three
martinis at lunch time will easily add the 500 calories,
so will a quarter pound of fudge.
We know how we get fat but often we don't know
why. Some of us eating habits developed in childho^ that can only result in obesity if we don't change
them. A family's style of eating is deterined by parents
who may sometimes overemphasize starches, fats and
carbohydrates in menu planning.
Motivation: If there are no psychological factors
which require treatment first, then a person should
list all the reasons in favor of losing weight. His
health, his appearance, and the general feeling of
well being that accrues to those on a good weight
regimen.
Medical Supervision: Weight can be controlled with
out the aid of your physicians but medical supervi
sion is the wise way. Your physician knows best from
a health standpoint, and can assist in setting a realistic
weight goal. He can check your general health to de
termine that the wei^t loss is not injurious to your
health.
Exercise: Every person who is not physically handi
capped, whether worried about weight or not, should
have a program of daily physical exercise. TTiis can
be accomplished by a 6 minute routine of exercises
every morning when a person first arises. It need not
be fatiguing but it must be regular.
Well Balanced Diet: Crash and fad diets for losing
weight should be avoided. They seldom succeed in
keeping the wei^t down. Often they are dangerous
because they do not provide all the different food
nutrients. You don't need special foods. You should
eat every day from the four basic food groups:
• milk and milk products.
• meat, fish and poutry.
• fruits and vegetables.
• breads and cereals.
Select from these groups, adjusting total food in
take to the number of calories to maintain or to
reduce weight, depending upon your goal.
Dairy foods fit well in weight control diets even
though some people think they must reduce or elimi
nate milk and other diary foods to lose weight. An
eight ounce glass of whole milk supplies 160 calories,
and if weight is your problem, an eight ounce glass of
skimmed milk is only 90 calories, and contains the
essential ingredients less a certain amount of fat.
Tomorrow never comes for those who are planning
to reduce their weight. Now is the hour. Don't kid
yourself—^it's not easy to shed those extra pounds,
but you will enjoy die extra years life you save.
Children from such families carry these eating
habits into adulthood and much too often we find
another generation locked into eating habits that con
tribute to continued obesity and overweight. The no
tion that a fat child is a happy child should be for
gotten, and today's parents have an obligation to see
to it that their children consume diets that are well
balanced in both quality and quantity.
Overweight Seafarers, young and old, join in deny
ing overeating, yet those extra pounds represent food
they have eaten in excess of actual need. Some blame
their wives' or mothers' delicious home-cooking—or
even the steward department aboard ship—^but the
truth is they can continue to enjoy this cooking, and
still cut many unwarranted calories from their diets
if they simply eat less.
Very few people gain weight because of medical
reasons, and these cases require careful diagnosis and
treatment. Also, remember that normal weight in
creases with age. The 40-year Seafarer weighs more
than he did at 18, but these aaditional pounds may
not make him overweight.
Overweight Person Endangers Health
The overweight person carries his useless burden
every step he takes, and the longer he carries imnecessary weight the closer he gets to having trouble
with other areas of his health.
The heart, kidneys, gall blader and arteries are
just some of the organs of the body that are ad
Page 25
�„
V r;r- '-:^^, iK.ij?;'?.?<?
piilliSliSiss#
Buat in 1941, the 47,700-deadweight-ton Monticello
Victory (Victory Carriers) recently docked in Perth Amboy,
New Jersey after a four month voyage on the oil run from
the Persian Gulf and Pakistan to Italy and home again.
Despite the long years of service put in by the tanker,
she remains in ship-shape condition and is a favorite ci
SIU taukermen.
Perth Amboy is her usual stateside port and after a quick
tum-around she sailed again for the Persian Gulf ports.
liPfSSii
ymv'
i^m''
'!0
mj
*<t
.isa
m
W-.
Chief cook Rick Williams is about to return a roast to the oven
after basting. Brother Williams and the entire steward depart
ment receive high praise for their menus.
.a;M
.vPT4-.,r y:i
i.
!.••.-> J.
•«.
' • ••* -
•Kr'rj
tei.- • .
• i^
if
ji
<"**
.. -ss.
p.»
Iteii."
[lk» i*i
A friendly round table scuttlebutt session on maritime affairs and other topics of interest vkras
held in the recreation room aboard the Monticello Victory during ship's payoff. Seated at table
are, from left: SIU Headquarters Representative Bill Hall, Captain Jensen, master of the Monti
cello Victory; Wilson Yarbrough, chief steward; W. "Ting" Thomas, ship's bosun, and company's
Port Captain Smith.
Ship's quick turn-around means a quick haircut for Werner
Becher, who sails as able seaman aboard the Monticello Victory.
There's some heavy teamwork topside as L Harvey, M. Leuschner and H. Schmidt (l-r) handle
Fireman Gene Speckman cleans burner as engine department
some routine maintenance.
;
. prepares to fire-up for new outbound voyage.
Page 26
,' -
i;.
J.1'
�1)
Tax Form Is Really Nothing to Fear;
Fee-Charging Tax Service Could Be
By Sidney Maifoiios
\,
I
Last year many moderateincome wage-earners sought the
expensive and often-erratic help
of fee-charging tax services,
mainly because* the govern
ment had eliminated the shortform return. Everybody now
must use the more complicated
Form 1040.
Actually there is nothing to
worry about. The first page of
Form 1040 itself can be used
as a short form return, if that
really is in your best interest,
. simply by filling in the top half
and looking up your tax in the
tax table provided in the in
struction lx)oklet. Form 1040
really is more favoralsle to you
because it allows you to sub
tract from yoiu- income per
mitted adjustments such as al
lowable sick pay, moving ex
penses to a new job, and sev
eral types of employee jobtravel expenses. The old short
form had no place to take
these "adjustments" (not to be
confused with "deductions").
If you want, the Internal
Revenue Service even will fig
ure out your tax for you pro
viding you use the standard
deduction (not necessarily de
sirable). You merely fill in the
several lines on the form spec
ified in the instruction booklet,
and the IRS will compute your
tax, and send you either a re
fund or a bill for any addi
tional amount you owe.
If you have enough potential
deductions to make itemizing
worthwhUe, making out your
return is a little more laborious.
This is why the fee-charging
private tax services are boom
ing. Everybody's getting into
this money-m^ing act which
is costing small taxpayers mil
lions of dollars a year. Even
small-loan companies, banks,
and Sears and Montgomery
Ward stores have joined the
storefront services in charging,
usually, $12 to $20 for filling
out the forms.
Several Disadvantt^es
Besides the cost, there are
several fallaciei^gin using these
fee-charging services:
Many are not wholly depend
able. Several surveys last year
by enterprising newspaper re
porters foimd different tax
services often came up with
different results. Often the
temporary personnel who fill
out the forms are low-paid col
lege students, housewives,
salesmen and others given
quickie training courses for
this purpose. I know how these
services operate because I've
moonlighted myself by prepar
ing the tax workbook for one
of the largest tax services.
Especially doubtful for their
knowledge are the tax prepar
ers in loan companies and tem
porarily converted salesmen in
chain stores.
Even if you use a tax service
you still have to know, at least
approximately, your potential
adjustments and deductions.
Only you know what deducti
ble expenses you had for medi
cal care, church and charities,
mortgage and other interest on
debts, other deductible taxes
you paid, and allowable job
expenses. Where a commercial
service can help, if it has welltrained personnel, is to remind
you of various potential ad
justments and deductions, and
other tax-savers such as "in
come averaging" (if you had
unusually high income last
year);, which of your depend
ents may be qualified; and
whether you had any of the
less frequent deductible ex
penses such as a qualified skillupgrading course.
However, you can take your
return to a local IRS office
that has a tax assistance unit
and get help without any ex
pense, Elizabeth Fowler, a
New York Times financial writ
er points out. The government
also has made it easy to buy
its own $.75 tax guide. Your
Federal Iitcome Tax, by putting
it on sale at post offices. More
comprehensive and often clean
er guides such as the Lasser
book at $2 provide detailed
checklists and explanations.
We want to explain the basic
types of tax-savers and note
some of the common mistakes
small taxpayers make.
Exemptions. This year—
largely because of the campaign
by labor unions—^you can de
duct $675 for each qualified
dependent. As well as for your
self and wife, you can claim
exemptions for children under
19, or over if a full-time stu
dent during some part of each
of five months of the calendar
year, and even if your child
had $675 or more income of
his own part-time work.
SIU Welfare, Pension and Vacation Plans
CASH BENEFITS PAID
REPORT PERIOD
FOR PERIOD DECEMBER 1, 1971 thru JANUARY 31, 1972
NUMBER
OF
BENEFITS
SEAFARERS WELFARE PLAN
AMOUNT
PAID
Scholarship
15 $
Hospital Benefits
3,896
Death Benefits
53
Medicare Benefits
279
Maternity Benefits
102
Medical Examination Program
1,101
Dependent Benefits (Average $445.72) 4,916
Optical Benefits
1,201
Meal Book Benefits
659
Out-Patients Benefits
10,791
Summary of Welfare Benefits Paid
23,013
4,353.43
97,382.22
149,000.00
1,571.80
20,391.80
33,130.80
208,821.06
17,542.13
6,581.94
82,948.00
621,723.18
Seafarers Pension Plan—Benefits Paid
3,743
947,315.37
Seafarers Vacation Plan—Benefits Paid
(Average—$587.58)
' 2,781
1,536,987.61
Total Welfare, Pension & Vacation
Benefits Paid This Period
29,537
3,106,026.16
Wehberger Is Reelecfed
SIUNA vice president Mor
ris Weisberger has been re
elected to his 14th consecutive
term as president of the San
Francisco Bay Area Port Coun
cil of the AFL-CIO Maritime
Trades Department.
Weisberger is also secretarytreasurer of the SlU-affiliated
Sailors Union of the Pacific and
a vice president of the Cali
fornia Labor Federation, AFLCIO.
Reelected as the Port Coun
cil's vice president was A1
Clem, executive officer of the
Operating Engineers Local 3.
Brandon E. Tynan, secre
tary of the Marine Staff Offi
cers Association, an affiliate of
the SIU, was elected secretarytreasurer of the Council.
emption by agreement. Failure able amounts of sick pay you
to file the Multiple Support received from your employer,
In fact, he can claim himself Declaration is a frequent error. a welfare fund or insurance
as an exemption on his return Such dependents must have less
company. As the instructions
if he has to file one. If he had than $675 of taxable income— point out, the amount of sick
less than $1,700 of income, (or income other than social secur
pay you can exclude from in
$2,300 if married), he doesn't ity and other nontaxable in
come is subject to specified
have to file at all unless taxes come.
waiting periods and limitations.
were deducted from his pay.
Adjustments. There are a
If you moved your residence
Then he should file to get a re
special group of subtractions because of a new job at least
fund.
from income which you take farther away from your home
You also can claim exemp under Part III on page 2 of than the distance from your old
tions for other close relatives Form 1040. Note especially residence to your former place
if you provide more than half that you do not have to itemize of work, you can exclude speci
his or her total support. If you "deductions" to exclude from fied moving expenses. Note es
shared the support with others, your taxable income permitted pecially the tricky "distance
one of you can claim the ex- "adjustments" such as allow requirement."
li!
FINANCIAL REPORTS. The constitution of the SIU
Atlantic, Gulf, Lakes and Inland Waters District makes spe
cific provision for safeguarding the membership's money and
Union finances. The constitution requires a detailed audit by
Certified Public Accountants every three months, which are
to be submitted to the membership by the Secretary-Treas
urer. A quarterly finance committee of rank and file mem
bers, elected by the membership, makes examination each
quarter of the finances of the Union and reports fully their
'findings and recommendations. Members of this committee
may make dissenting reports, specific recommendations and
separate findings.
TRUST FUNDS. All trust funds of the SIU Atlantic,
Gulf, Lakes and Inland Waters District are administered in
accordance with the provisions of various trust fund agree
ments. All these agreements spe'ify that the trustees in
f charge of these funds shall equally consist of Union and
' management representatives and their alternates. All expen
ditures and disbursements of trust funds are made only upon
approval by a majority of the trustees. All trust fund finan
cial records are available at the headquarters of the various
trust funds.
SHIPPING RIGHTS. Your shipping rights and seniority
are protected exclusively by the contracts between the Union
and the shipowners. Get to know your shipping rights. Copies
of these contracts are posted and available in all Union halls.
If you feel there has been any violation of your shipping or
seniority rights as contained in the contracts between the
Union and the shipowners, notify the Seafarers Appeals
Board by certified mail, return receipt requested. The proper
address for this is;
Earl Shepard, Chairman, Seafarers Appeals Board
275-20di Street, Brooklyn, N.Y. 11215
February 1972
Full copies of contracts as referred to are available to you
at all times, either by writing directly to the Union or to the
Seafarers Appeals Board.
CONTRACTS. Copies of all SIU contracts are available
in all SIU halls. These contracts specify the wages and con
ditions under which you work and live aboard ship. Know
your contract rights, as well as your obligations, such as
filing for OT on the proper sheets and in the proper manner.
If, at any time, any SIU patrolman or other Union official,
in your opinion, fails to protect your contract rights prop
erly, contact the nearest SIU port agent.
EDITORIAL POLICY—SEAFARERS LOG. The Log has
traditionally refrained from publishing any article serving
the political purposes of any individual in the Union, officer
or member. It has also refrained from publishing articles
deemed harmful to the Union or its collective membership.
This established policy has been reaffirmed by membership
action at the September, 1960, meetings in all constitutional
ports. The responsibility for Log policy is vested in an edi
torial board which consists of the Executive Board of the
Union. The Executive Board may delegate, from among its
ranks, one individual to carry out this responsibility.
PAYMENT OF MONIES. No monies are to be paid to
anyone in any official capacity in the SIU unless an official
Union receipt is given for same. Under no circumstances
should any member pay any money for any reason unless
he is given such receipt. In the event anyone attempts to
require any such payment be made without supplying a re
ceipt, or if a member is required to make a payment and is
given an official receipt, but feels that he should not have
been required to make such payment, this should immediately
be reported to headquarters.
coNSTmrnoNAL RIGHTS AND OBLIGATIONS.
The SIU publishes every six months in the Seafarers Log a
verbatim copy of its constitution. In addition, copies are
available in all Union halls. All members should obtain
copies of this constitution so as to familiarize themselves
with its contents. Any time you feel any member or officer
is attempting to deprive you of any constitutional right or
o'uligation by any methods such as dealing with charges,
trials, etc., as well as all other details, then the member so
affected should immediately notify headquarters.
EQUAL RIGHTS. All Seafarers are guaranteed equal
rights in employment and as members of the SIU. These
rights are clearly set forth in the SIU constitution and in the
contracts which the Union has negotiated with the employ
ers. Consequently, no Seafarer may be discriminated against
because of race, creed, color, national or geographic origin.
If any member feels that he is denied the equal rights to
which he is entitled, he should notify headquarters.
SEAFARERS POLITICAL ACTIVITY DONATIONS.
One of the basic rights of Seafarers is the right to pursue
legislative and political objectives which will serve the best
interests of themselves, their families and their Union. To
achieve these objectives, the Seafarers Political Activity Do
nation was established. Donations to SPAD are entirely
voluntary and constitute the funds through which legislative
and political activities are conducted for the membership
and the Union.
If at any time a Seafarer feels that any of the above rights
have been violated, or that he has been denied his constitu
tional right of access to Union records or information, he
should immediately notify SIU President Paul Hall at head
quarters by certified mail, return receipt requested.
Page 27
�V
Seafarers, Including One Female, Retire
Oyde Garner, 63, is a native of
Randleman, N.C. and now makes his
home in Mobile, Ala. He joined the
union in 1947 in the Port of Norfolk
and sailed in the steward department.
Brother Garner received a personal
safety award for his part in making
the DeSoto an accident-free ship dur
ing the first half of 1960. Also, while
he was chief steward on board the
Arizpa in 1961, the ship was awarded
a Certificate of Sanitation by the U.S.
Public Health Service. Brother Gamer
was an Army veteran of World War
II.
Female Sailor
Ends Career
For a woman who gets "seasick on a swing,"
Teresa Davis managed to get through 20 success
ful years as a Seafarer.
Sister Davis was one of the few female sailors
left in the union when she retired last year on an
SIU pension.
She sailed on the Great Lakes where the union
once had 150 women working the busy passenger
trade. Today, with the demise of the passenger
ships, there are only about six women left.
Now, as she oc
cupies herself by
painting and redec
orating her home.
mi''
Sister Davis recalls
how she unexpect|w.
- edly became a sail
or.
In the spring of
1951 she was
' working as a wait
ress in a Michigan restaurant when a union
official called to see if she would be a stewardess
on the Great Lakes, Sister Davis was 46 years
old at the time and had "never dreamed of work
ing on a boat."
She said she couldn't take the stewardess job
but the official was persistent and finally con
vinced her to try sailing for a summer.
Sister Davis began sailing June 16, 1951 on
the Ann Arbor Railroad's car ferry No. 5. She
liked the new job so much that after Labor Day
"when the regular job on boat No. 6 came up for
bid" she applied for the position, and began
working regularly on Dec. 4, 1951.
The winter waters on Lake Michigan are very
rough and Sister Davis "had some terrible days
of seasickness in the beginning." She was so ill
that she wanted to quit but the rest of the crew
convinced her to stick it out and finally she
became thoroughly seaworthy.
Twice a day Sister Davis made round trips
from Frankfort, Mich, to Kewaunee, Wis. and
Manitowoc, Wis. She always sailed aboard boat
No. 6 which in 1959 was renamed the Arthur K.
Atkinson.
The Atkinson carried a crew of about 40 and
during most of the year. Sister Davis was the only
woman among them. Each summer when the
passenger rolls increased heavily, an extra woman
was put on board.
The boct irried three crews and most of them
worked fou^ hours on and four hours off. But
the hours were different in the galley department
and Davis worked 7. a.m. to 1 p.m. and 5 p.m.
to 7 p.m.
All year round Sister Davis and the rest of
the crew worked 20 days with eight days off.
"There's something about a sailing job," she said,
"that after you've worked it awhile, it makes
other jobs look uninteresting."
^
When Sister Davis retired, she was not only %
one of the few women left on the Lakes, she p
was also next to the last of the original Atkinson ^
crew from December of 1951.
i
Page 28
Nicholas P. Kondylas, 65, joined
the union in 1946 in the Port of New
York and sailed in the steward de
partment. A native of Greece, Broth
er Kondylas now makes his home in
Baltimore, Md. His retirement ended
a sailing career of 45 years.
Sheldon Gilbert, 65, is a native of
Elberta, Mich, and continues to make
his home there. He joined the union
in the .Port of Elberta and sailed in
the engine department on the Great
Lakes. His retirement ended a sailing
career of 27 years.
Stephen R. Laffey, 70, is a native
of Ireland and now makes his home
in Duluth, Minn. He joined the union
in 1945 in Cleveland, O. and sailed
on the Great Lakes.
Alberto De La. Paz, 63, is a native
of Puerto Rico and now makes his
home in Santurce, P.R. One of the
first members of the union. Brother
De La Paz joined in 1938 in the Port
of Baltimore and sailed in the deck
department.
Ansley E. Forrester, 65, joined the
union in the Port of Baltimore in
1957 and sailed in the engine depart
ment. A native of Virginia, Brother
Forrester now lives in Pasadena, Md.
Elmer C. Danner, 66, is a native
of Harrisburg, Pa. and continues to
make his home there. He joined the
union in the Port of New York in
1957 and sailed in the steward de
partment. Brother Danner was issued
a personal safety award for his part in
making the Robin Locksley an acci
dent free ship during the first half
of 1960.
Oliver Lewis, 67, is a native of
Maryland and now makes his home
in Baltimore. He joined the union in
1944 in the Port of Boston and sailed
in the steward department. Brother
Lewis was issued a picket duty card
during the Greater New York Har
bor Strike of 1961. He retired after
sailing 32 years.
Joseph E. Barringer, 60, is a na
tive of Memphis, Tenn. and now
makes his home in New Orleans, La.
He joined the union in the Port of
New York in 1944 and sailed in the
engine department. Brother Barringer
is an Army veteran of World War II.
Orazlo Farrara, 65, is a native of
Providence, R.I. and now lives in
Fort Walton Beach, Fla. He joined
the union in 1947 in the Port of New
York and sailed in the steward de
partment. Brother Farrara served as
ship's delegate while sailing.
David Archia, 64, is a native of
Georgia and now makes his home in
Oakland, Calif. He joined the union
in 1940 in the Port of Philadelphia
and sailed in the steward department.
Seafarer Archia received a personal
safety award for his part in making
the Seatrain New Jersey an accident
free ship from Nov. 1, 1960 to April
30, 1961. His retirement ended a sail
ing career of 49 years.
Retiree Garfin
Still Active
For most of his career at sea. Brother Crisanto Garfin chose to sign on for the longer
voyages, so that in some years he sailed for as
much as 365 days straight—without any vacation
time.
In 1969, after more than 20 years of seafaring,
he swallowed the anchor and retired on his well
earned SIU pension.
Born in 1896 in the Phillipine Islands, Brother
Garfin sailed as cook on many of the first ships
ever put under contract by the SIU. . ^
He clearly remembers what
conditions were
'v
like for Seafarers §0^'
in those days, and ^ ^
is proud to have V%
had a part in fighting to change them. : >
Today, just as
in the days of the 1946 General Strike, when he
hit the bricks on a picket line with his shipmates,
Garfin continues to see seafaring as more than
just a job—"it's a way of life"—and a man
doesn't change his way of life overnight.
That's why Garfin, who makes his home in the
Port of New Orleans, always puts aside a part
of his day for a visit to any SIU ships that may
be in port.
Even when he travels to other countries, Gar
fin visits any of the ports he can to search out the
SIU ships and introduce himself to his union
brothers.
The crew of the Trent recently wrote to the
Log to thank Garfin for a. visit he made to theif
ship when she stopped in Buenos Aires, Argen
tina.
Speaking for the crew. Chief Steward Charles
Turner noted in his letter:
"He was helpful to quite a few of us, especially
when it came to explaining the difference be
tween Argentina's old and new money and the
difference in the rates of exchange from U.S.
dollars to pesos.
"As every Seafarer knows, the mailing of let
ters in foreign ports is often a problem. Brother
Garfin collected a batch of letters from his union
brothers on the Trent and saw to it that they
were properly stamped and mailed.
"Finally, he even went souvenir shopping with
a bunch of us and got bargains for us on many
things that would ordinarily have cost uS more.
He didn't ask for a thing—^just told us to say
hello for him to all his old shipmates and friends,
and say he hopes to see them too in the near
future."
Seafarer Garfin may have retired from the sea,
but it's clear he hasn't forgotten it or his many
shipmates.
Seafarers Log
�Membership
Meetings'
Schedule
Dl S P AT QHE R S 'R E POR t AMmk. OuW t IdiiM Wa^n bbirfet,
•<
•
I<
1
(
VI
i3
li'i
!"•
k'i
January 1.1972 to Jonuaiy 31.1972
oston
^ew York
Philadelphia
Baltimore ..
;|Norfolk
Jacksonville
Tampa
plobile
iNew Orleans
Houston
Wilmington ..........
San Francisco ......
Seattle ....
Totals .....
DECK DMRTMENT
TOTAL REGISTEREO
TOTAL DIPPED REGISTERED ON BEACQ
All Groups
An Groups
AlIGronps
CiassA QassB
pass A ClassB Class C
ClassA ClassB
7
10 3:3?, •; , 10
7
0
15
9
74
45
52
21
1
229
189
21
43
15
19
32
53
91
103
15
103
37
613
TOTAL
Port
•
Boston
; New York
Philadelphia
Baltimore
. Norfolk
• i Jacksonville ..........
Tampa
Mobile
New Orleans
] Houston
; Wilmington
•; San Francisco
3 Seattle
15
63
14
24
9
.v-i,?;?.,..,- ..J3
. 15
, 2
21
'
1
52
"
26
41
69
52
'56
21
• 2
52-^"'3;• 57 •:.
40
3:::'.;
3.
367
318
2
6
6
3
2
13
31
25
0
28
4
148
0
0
0
1
0
0
2
0
0
0
0
4
eN9iNEptFAm4im
W
43
145
59
57
32
.03
217
149
56
176
69
1350
23
86
44
53
21
39
130
92
75
151
52
964
REGISTERED ON BEACH
All Groups
AUGrccps
AllGroopa
Class A Class B
ClassA Class B Class C
Class A Class B
4
5
4
0
8
9
57
68
3:;:::;: • 43,
31
0
205
342
9
.. 5 •
11 ,.•'-1 t :• 0
/
28
23
39
20
27
10
2
55 •
103
21
16
5
9
0
47
47
7
'
S'--'
19
9
0
22
54
14
21
0
0
2 21
14
32
14
/.
• 22 • ' 21
0
70
34
67
66
:•
57
38
3
147
161
62
•68- 3-v
49
30
. 0
,
130 : 110
16
• 20- S33-:
0 ?- 0,
0
19
59
87
67
. 58
37 V
0
103
183
33
32
I'V-- 2
0
40
61
448
427 ,
278
:^5.:,3'
194
936 1159
STEWARD DEPARTMENT
k
i•
TOTAL REGISTERED
TOTAL SHIPPEb REGISTERED ON BEACH
|J, -i.
An Groups
AH Groups
AU Groups
-lprt;:V:
Class A Class B
OassA ClassB ClassC
Class A ClassB
3
0
Boston
.0
1
1
4
40
47
New York
40
36
4
151 ,
8
6
Philadelphia
0
2
2
16
Baltimore
9
31
11
3
10
87
Norfolk
3
13
1
27
4
Jacksonville
15
16
5
1
33
- %•- .
sTampc
15
8
1
0
1
15
I ' Mobile?
0
3
0
14
16
74
JNew Orleans ....^
37
58
0
40
170
37
• |Houston
i- 3
51
43
26
107
27
- Wilmington
8
11
6
0
•• 0
28
iSan Francisco
63
56
28
43
•v}i:106
Seattle ..
16
44
65
1
0
0
264
340
^Tbtals....
182
182
12
883
SIU-AGLIWD Meetings
New Orleans.Mar. 14—2:30 p.m.
Mobile
Mar. 15—2:30 p.m.
Wilmington...Mar. 20—2:30 p.m.
San. Fran. ...Mar. 22—2:30 p.m.
Seattle
Mar. 24—2:30 p.m.
New York....Mar. 6—2:30 p.m.
Philadelphia..Mar. 7—2:30 p.m.
Baltimore
Mar. 8—2:30 p.m.
Detroit
Mar. 17—2:30 p.m.
tHoaston
Mar. 13—2:30 p.m.
SIU Atlantic, Gulf, Lakes
& Inland Waters
Inland Boatmen's Union
United Industrial
Workers
PRESIDENT
Paul Hall
EXECUTIVE VICE PRESIDENT
Cjd Tarmer
VICE PRESIDENTS
Earl Shepard
Al Tanner
ALFENA, Mich
H.
I
February 1972
p.m.
p.m.
p.Ill
p.m
p.m
p.m
p.m
Directory
Of Union Halls
Lindsay Willieuns
Robert Matthews
HEADQUARTERS ....675 4th Ave.. Bklyn.
11232
(212) HV 9-6600
'
FALCON DUCHESS (Falcon Caldara. $5 in ship's fund. No beefs ton; Deck Delegate Charles Hill;
' Tankers), Oct. 17—Chairman R. D. were reported.
Engine Delegate John P. Schaefer;
' Schwarz; Secretary S. A. Freeman.
BEAUREGARD (S e a - L a n d Steward Delegate Frank Rahas. $ 112
' Some disputed OT in deck depart- Service), Sept. 27—Chairman James in ship's fund. Unlicensed person
.« ment. Vote of thanks to the stew E. Tanner; Secretary John S. Burke,
nel donated $62 to American Mer
ard department for a job well done. Sr.; Deck Delegate Fred Doney; chant Marine Library. No beefs and
' BEAUREGARD (S e a - L a n d), Engine Delegate Alfred R. Frey; no disputed OT.
PANAMA (Sea-Land), July 4—
, July 18—Chairman James E. Tan- Steward Delegate F. P. Magallanes.
' ner; Secretary John S. Burke, Sr.; $31 in ship's fund. Everything is Chairman C. P. Perreira; Secretary
Deck Delegate B. Hager; Engine okay with no major beefs. Vote O. R. Frezza; Deck Delegate Ed
* Delegate Alfred R. Fry. $31 in of thanks was extended to the ward S. Sekella; Engine Delegate
William H. Reynaldo, Sr.; Steward
^ ship's fund. Disputed OT in deck steward department for a job well
and engine departments. Everything done. In turn the steward gave a Delegate Martin Sierra. Smooth
vote of thanks to all the crew and
trip so far. Few hours disputed OT
1 is running smoothly.
officers for their good cooperation in engine department, otherwise no
« NEW ORLEANS (Sea-Land), for the one year out in Vietnam.
beefs.
Oct. 3 — Chairman M. Landron;
PORTLAND (Sea-Land), Oct. 10
OAKLAND (Sea-Land), Sept. 18
1'Secretary D. Sacher. $10 in ship's
—Chairman Luke Wymes; Secrefund. Some disputed OT in deck tit-y W. Moore; Deck Delegate A. —Chairman Albert Ahin; Secretary
C. N. Johnson; Deck^Delegate Ken
'^department. Vote of thanks to the
Pickur; Engine Delegate G. Win
steward department for a job weli chester; Steward Delegate J. Rodri neth E. Lee; Engine Delegate A.
Michalski; Steward Delegate W.
done.
guez. Some disputed OT in engine McMillion. No beefs. Everything is
ANCHORAGE (Sea-Land), Oct. department. Vote of thanks to the running smoothly.
lS\a
Bobby Gillian; Sec steward department for a job well
I»
CV 3—Chairman
RACHEL V (Vantage), Sept. 12
i retary J. Roberts; Deck Delegate done.
—Chairman James B. Dixon; Sec
Robert Myers; Engine Delegate
SEATRAIN SAN JUAN (Sea- retary R. Spencer; Deck Delegate
' Donald V. Cox; Steward Delegate train), Sept. 26 — Chairman A.
Lawrence B. Kelly; Engine Delegate
tl 1 E. Joseph. $26 iii ship's fund. No Sakellis; Secretary A. Aragones; Joseph
R. Valdes; Steward Dele
• beefs were reported.
Deck Delegate A. Vallyo; Engine gate W. C. Daniels. Brother James
;i .
EAGLE TRAVELER (United Delegate H. J. St. Clair; Steward Hand, educational director, who
' Maritime), Sept. 26—Chairman Jo Delegate C. Rios. Few hours dis was delegate at SIU Educational
seph Bourgeois; Secretary A. W. puted OT in deck department.
Conference, reported on same Vote
• Hutcherson; Deck Delegate John C.
TRANSIDAHO (Hudson Water of thanks was extended to the
Bokus; Engine Delegate Nathaniel ways), Oct, 3 — Chairman Frank steward department for a job well
P. Davis; Steward Delegate W. J. Gaspar; Secretary Aussie Shrimp- done. No beefs were reported.
15- -7:30
17* I
•7:30
1
17—7:30
17—7:30
13—7:30
13—7:30
SIU Inland Boatmen's Union
New Orleans.Mar. 14—5:00 p.m.
Mobile
Mar. 15—5:00 p.m.
Philadelphia..Mar. 7—5:00 p.m.
. Baltimore (li
United Industrial Workers
censed and
unlicensed Mar. 8—5:00 p.m.
New Orleans.Mar. 14—7:00 p.m.
Norfolk
Mar. 9—5:00 p.m.
Mobile
Mar. 15—7:00 p.m.
Houston
Mar. 13—5:00 p.m.
New York....Mar. 6—7:00 p.m.
Philadelphia..Mar. 7—7:00 p.m.
Railway Marine Region
Baltimore
Mar. 8—7:00 p.m.
Philadelphia. Mar. 14—10 a.m. &
Houston
Mar. 13—7:00 p.m.
8 p.m.
Great Lakes SIU Meetings
Baltimore
Mar. 15—10 a.m. &
Detroit
Mar. 6—2:00 p.m.
8 p.m.
Buffalo
Mar. 6—7:00 p.m.
•Norfolk
Mar. 16—10 a.m. &
Alpena
Mar. 6—7:00 p.m.
8 p.m.
Chicago
Mar. 6—7:00 p.m. Jersey City.. Mar. 13—10 a.m. &
Duluth
Mar. 6—7:00 p.m.
8 p.m.
Frankfort
Mar. 6—7:00 p.m.
l:Meeting held at Galveston
wharves.
Great Lakes Tug and
Dredge Section
t Meeting held in Labor Tem
ple, Sault Ste. Marie, Mich.
Chicago
Mar. 14—7:30 p.m.
tSault
•Meeting held in Labor Tem
Ste Marie Mar. 16—7:30 p.m.
ple, Newport News.
T .-'i
f
Buffalo
...Mar.
Duluth
..Mar.
.xvAua.
Cleveland.. .Mar.
Toledo
....Mar.
Detroit
...Mar.
Milwaukee. ...Mar.
800 N. Second Ave.
49707
(517) EE 4-3616
BAETIMORE, Md. , ..1216 E. BalUmore St.
21202
(301) EA 7-4900
BOSTON, Mass.
216 Essex St.
02111
(617) 482-4716
BUFFAEO, N.r.
290 FrankUn St.
14202
SIU (716) TL 3-9259
IBU (716) TL 3-9259
CHICAGO, ni.
9383 Ewlna Ave.
60617
SIU (312) SA 1-0733
IBU (312) ES 5-9570
CLEVELAND, O.
1420 W. 26th St.
44113
(216) MA 1-5460
DETROIT, Mich. 10226 W. JelTerson Ave.
48218
(313) VI 3-4741
DULUTH. XDnn. .
2014 W. 3d St.
(218) RA 2-4110
55806
FRANKFORT. Mich
P.O. Box 287
415 Main St.
49635
(616) EL 7-2441
HOUSTON, Tex
5804 Canal St.
77011
(713) WA 8-3207
JACKSONVILLE, Fla.
2608 Pearl St.
32233
(904) EL 3-0987
JERSEY CITY, N.J. ..99 Montgomery St.
07302
(201) HE 5-9424
MOBILE, Ala
1 Sooth Lawrence St.
36602
(205) HE 2-1754
NEW ORLEANS, La
630 Jaekson Ave.
70130
(504) 529-7546
NORFOLK, Va.
; 115 3d St.
23510
(703) 622-1892
PHILADELPHIA, Pa
2604 S. 4th St.
19148
(215) DE 6-3818
PORT ARTHUR, Tex
534 Ninth Ave,
77640
(713) 983-1679
SAN FRANCISCO, CaUf. 1321 Mission St.
94103
(415) 626-6793
SANTURCE, P.R. ..1313 Fernandez Juncos
Stop 20
00908
724-2848
SEATTLE, Wash
2505 First Ave.
98121
(206) MA 3-4334
ST. LOUIS, -Mo
4577 Gravels Ave.
63116
(314) 752-6500
TA.MPA, Fla
312 Harrison St.
33602
(813) 229-2788
TOLEDO, O
935 Snnunlt St.
43604
(419) 248-3691
WH,.M1.NGT0N, Calif
450 Seaside Ave.
Terminal Island, CaUf.
90744
(213) 832-7285
VOKOHA.MA, Japan
Iseya Bldg.,
Room 810
1-2 Kalgan-Dorl-Nakaku
2014971 Ext. 281
School Kids 'Adopf-a-Ship
Five SlU-contracted com Captains not only write back
panies are among the steam to the class, they often visit the
ship lines participating in the children at their school when
"adopt-a-ship" program spon in port.
sored by The Propeller Club of
Right now, there are over
the United States.
334 adopted United States
Under the 35-year-old pro Merchant Marine ships. Among
gram, an elementary school the companies involved are SIUclass adopts a ship and then contracted Delta Steamship
begins corresponding with its Lines; Military Sealift Com
captain through their teacher. mand, Atlantic; Military SeaThe children ask about the lift, Command, Pacific; Seaship, the crew, cargoes and the Land Service, and Waterman
countries visited by the vessel. Steamship Corp.
Page 29
�Final Departures
Didef K. MoUer, 58, was an SIU
pensioner who passed away Oct. 31,
1971 of natural causes in USPHS
Hospital, Staten Island, N.Y. He
joined the union in 1944 in the Port
of New York and sailed in the en
gine department. Brother Moller
served as department delegate while
he sailed. A native of Norway, Sea
farer Moller was a resident of Brook
lyn, N.Y. when he died. He had been
sailing 38 years when he retired last
year. Among his survivors is his
sister, Olga Elisabet Aarstad of San
Francisco, Calif. Burial was in Green
wood Cemetery in Brooklyn.
Robert C. Brennan, 71, was an SIU
pensioner who passed away Nov. 16,
1971 of illness in Cumberland Hos
pital, Brooklyn, N.Y. A native of
Columbia, Brother Brennan was a
resident of Brooklyn when he died.
He joined the union in 1941 in the
Port of New York and sailed in the
steward department. He had been
sailing 47 years when he retired in
1964. Among his survivors is his
wife, Antonia. Burial was in Ever
green Cemetery in Brooklyn.
WOliam R Scott, 48, passed away
Mar. 13, 1970 as a result of injuries
he received when struck by a car in
New Orleans, La. on Mar. 11, 1970.
He joined the union in 1949 in the
Port of New York and sailed in the
deck department. Among his survivors
is his mother, Mrs. E. McCudden.
Burial was in Queen of Heaven
Cemetery in Hillside, 111.
Roy H. McCance, 60, passed away
Sept. 30 of illness in Riverside Hos
pital, Jacksonville, Fla. A native of
Florida, Seafarer McCance was a
resident of Jacksonville when he died.
He joined the union in 1949 in the
Port of Tampa and sailed in the
engine department. Brother McCance
was issued a picket duty card in 1961.
He was a Navy veteran of World War
II. Among his survivors is his wife,
Lonnie. Burial was in Evergreen
Cemetery in Jacksonville.
John F. Gersey, 70, was an SIU
pensioner who passed away Jan. 2
of illness at the Slidell Memorial Hos
pital, Slidell, La. A native of Penn
sylvania, Brother Gersey was a resi
dent of Slidell when he died. He
joined the union in 1940 in the Port
of Philadelphia and sailed in the
steward department. Gersey had been
sailing 39 years when he retired in
1964. Burial was in Forest Lawn
Cemetery in Slidell.
Hillery Courtney, 56, passed away Oct. 10, 1970
in the USPHS Hospital in San Francisco, Calif,
after an illness of two months. A native of Ala
bama, Brother Courtney was a resident of Port
Arthur, Tex. when he died. Seafarer Courtney
had recently joined the union and had been sail
ing out from the West Coast. Among his sur
vivors is his daughter, Deborah Courtney Farquhar of Port Arthur, Tex. Burial was in Greenlawn Cemetery in Port Arthur.
Wayne O. Babcock, 31, passed away Feb. 16 in
Williamsburg, Va. Brother Babcock had recently
joined the union and was sailing out from the
East Coast. A native of Richmond, Va., Seafarer
Babcock was a resident of Williamsburg when he
died. He had served in the Marine Corps. Among
his survivors is his father, Robert N. Babcock of
Wililamsburg. Burial was in Williamsburg Memo-
John Combs, 25, passed away Jan. 2, 1971 in
Detroit, Mich. A native .of Michigan, Brother
Combs was a resident of Detroit when he died. He
recently joined the union and was sailing on the
Great Lakes. Among his survivors is his wife,
Marie. Burial was in Grand Lawn Cemetery in
Detroit.
Charles E. Daniels, 53, passed away Sept. 8,
1970 of natural causes while sailing on board the
Fanwood. Brother Daniels. was a resident of
Greenwich, N.Y. when he died. He had recently
joined the union. Among his survivors is his wife,
Peggy. Brother Daniels was buried at sea.
Fred Harvey, 86, Dies Following Illness
*.. . I guess
I saUed
them all.'
Fred Harvey, 86, died January 12, 1972 in the USPHS Hospital on
Staten Island, N.Y., following a three-month illness.
He retired from the SIU in 1965 but still kept up with imion affairs during
his retirement. Following the monthly membership meetings in the Brooklyn
Hall, he could often be found in the Port O' Call recounting for whomever
would listen stories of his 65 years sailing the world's oceans.
He began sailing in 1900 on the sperm whalers shipping out of San
Francisco and, despite many words written extolling the life of adventure and
romance of the seafaring man, Harvey always maintained tlxat "it was far
from romantic."
He often retold stories of the "poor food, bad quarters and worse pay"
that were prevalent in those days before the sailors had a union to look out
for their interests.
As a member of the merchant marine his career spanned two World
Wars, the Korean War and the Vietnam Conflict. He also served in the
French Foreign Legion for a brief period during World War I, when he was
wounded several times.
He was fond of saying that he sailed virtually "them all, from sail to coal
to steam." Indeed, he practically did during his days at sea.
In his home on Staten Island, Harvey hoarded many mementoes from his
voyages around the world. He kept a log of his every journey and collected
souvenirs indigenous to the many ports he visited.
Throughout the years he was a frequent contributor of articles to the Seafarers Log. He was the subject of a special feature in the September, 1970
issue of the Log.
He was a member of the South Street Seaport Museum in Manhattan.
Seafarer Harvey is survived by his wife, Margaret and a son, John, of
Croydon, Pa.
Harvey stipulated that his body be donated to the New York University of
Medicine for the benefit of science.
Andrew O. Nickle, 64, was an SIU
pensioner who passed away Dec. 7,
1971 of illness in New Orleans, La!
He joined the union in 1949 in the
Port of Tampa and sailed in the en
gine department. Nickle served as
ship's delegate while sailing. He had
been sailing 29 years when he retired
in 1971. A native of Maryland,
Brother Nickle was a resident of New
Orleans when he died. Among his
survivors is his wife, Lyvona. Burial
was in Greenwood Cemetery in New
Orleans.
Winiam Pleszczuk, 64, was an SIU
pensioner who passed away Nov. 28,
1971 of illness in Pennsylvania Hos
pital in Philadelphia, Pa. A native of
Pennsylvania, Brother Pieszczuk was
a resident of Philadelphia when he
died. Seafarer Pieszczuk joined the
union in 1948 in the Port of Phila
delphia and sailed in the steward de
partment. He retired in 1964. Burial
was in Holy Redeemer Cemetery in
Philadlephia.
Page 30
The top photo shows Fred Harvey 'at the wheel of the three-masted Wavertree as the vessel makes her way
to the South Street Seaport Museum—on lower Manhattan. This was to be Harvey's last voyage after
some 65 yearstof sailing the seas. In the bottom photo he is pictured as a young man (second from right,
standing) aboard the Barmbek in Hamburg, Germany in 1908.
Seafarers Log
�•;,SS'
•iV;-
-'Ss'.jM
'
^
,1^
:/
'ii
>.
ty f
HI
^4.. d
If. -^.1
''M.
-.{•Sfi-t'-.-
's^i,
.' J'?
one trip could
mean a lifetime
jsfl/"'''' • '
iU
:•-
• Will it be a few hours or a lifetime?
That's the question facing a Seafarer who reaches for a reefer, or
a needle to take him temporarily away from this world.
Nobody takes dope intent on making a lifetime out of it. They
tato it to ^t away from reality for a few hours, to "turn on." They
arjgue it is just a diversion, just a harmless once-in-a-while thing.
But for a Seafarer it could be forever.
A Seafarer found with any kind of drug—an upper, a dovimer,
horse, pOt, speed or any of the others—^is through.
Through with the sea, through with his career. Beached and
washed up forever.
That's a tough price to pay but there are reasons for it, good
reasons. A ship needs a full crew with each man pulling his owu;
weight at all times. A Seafarer on a "trip" can't pull his own weigjita
And, in an emergency that might mean death for someone else. ||
Aside frcHtt that; a Seafarer caught with drugs taints his ship mitfl
his shipmates in whatever port they land. That ship and those me#|
are marked by customs officials and police all over the world. So one i
man's use of dope hurts a lot of others. It is not just "his own thing." >
And finally, you don't have to have medical degrees to see 5ie
wreckage of lives that have come to depend on drugs. It's all around
you in hollow-eyed men who have "shot" whatever chance they had
to know the good life into their veins. Hopes for their recovery in this
world are very slim.
So when it ccxnes to dc^, the real question is: Is it going to be
for just a few hours, or will it stick for a lifetime?
Vi?
iiil
ISMSI
SlU Social Security Office Answers Questions
of Members on Disability/Medicare, Eligility
•Q. My 71-year-old hus
band died recently. Social Se
curity sent me a check for
$234. Isn't the liunp-sum death
benefit payment always $255?
r . A. No, the amount of the
lump-sum death payment under
Social Security can vary from
$211.20 to $255, depending on
the worker's average earnings
under Social Security. The
amount of payment is three
times the monthly benefit at
65, but nevei exceeds $255.
Q. When I first applied for
F.I
my Social Security card, I used
- my nickname. Now that I've
li'* •; started working full time, I use
my proper name. Does it make
any difference that my nick
name is on my card?
A. Yes. To ensure that your
earnings record is accurate and
carefully in Your Medicare
up to date, you should call or
visit
any Social Security office
ir r .and have
your name corrected.
Q, I am 65 and have Medi
care, but my doctor does not
accept direct payment from
Medicare and has sent me an
itemized bill. How can I file a
claim
for the amount Medicare
>
ii'
will reimburse me over the $50
annual deductible?
A. Follow the directions
carefully in Your Medicare
Handbook. Fill out Part 1 of
the Request for Medicare Pay
ment form and attach the item
ized bill. Then mail the item
ized bill and the form to the
M
fi •
U: .
February 1972
address shown in the upper lefthand comer of the form.
You'll find extra copies of the
the form at most doctors' offices
or at any Social Security office.
If you have any problems un
derstanding the form, call or
visit any Social Security office.
The people there will be glad
to answer your Medicare ques
tions.
Q. How often should a per
son check his Social Security
record?
A. Check with your local
Social Security office if you
change jobs a lot or have any
reason to think your earnings
have not been reported ac
curately . . . about once every
three years. If you , find a mis
take on your record, get in
touch with any Social Security
office for help in correcting the
mistake.
Q. If a worker becomes
severely disabled, what is the
first thing he should do with
regard to Social Security?
A. Even though the benefits
can not be paid until the seventh
month of disability, it is most
important for the disabled
worker to get in touch with any
Social Security office as early
as possible ... as soon as he
knows his illness is expected to
last a year or longer.^This can
help the worker avoid any loss
or delay in cash benefits.
Q. I just started working
and paying into Social Security.
Can you tell me how long a
person must work under So
cial Security to be eligible for
benefits at retirement age?
A. Anyone starting his or
her working career now will be
fully insured for retirement
benefits after 40 quarters (10
years) of work under Social
Security. One quarter equals a
fourth of the year or three
years. If you divide a year into
four quarters . . . then January
through the end of March is
the first calendar quarter. The
second quarter begins with
April, the third July, and the
fourth with October.
AFL-CIO Seeks J5% Boost
In Social Security Payments
The AFL-CIO has called on Congress to
boost Social Security benefits "at least" 15 per
cent this year and another ten percent next
year.
In testimony on a House-passed five percent
increase, AFL-CIO Legislative Director Andrew
J. Biemiller called the House bill a step for
ward, but declared that it nevertheless falls "far
short of what is required when measured against
the need."
Biemiller pointed out that today's average
benefits fall far short of what is needed to take
the aged out of the poverty level. Today's
average Social Security benefit for a single re
tired workers is $126 a month, or $1,536 a
year. For a retired couple it is $221 a month,
or $2,652, while for 2,500,000 widows, the
average is only $114 a month.
"The average Social Security benefit for a
retiring couple is little more than one-half the
Department of Labor's modest but adequatie
budget for a retired couple," Biemiller said.
Lists AFL-CIO Goals
He listed the following improvements as
goals of the AFL-CIO:
V A minimum benefit of $150 a month
for low wage workers after 30 years of
covered employment.
ff Liberalization of the amount a retiree is
permitted to earn before having his bene
fits cut.
# Placing the disabled under Medicare and
liberalization of Medicare benefits in
cluding coverage
prescription drugs and
elimination of the $5.80 premium now paid
monthly by the elderly.
# An increase in the proposed wage bzise
of $10,200 to $15,000 to increase bene
fits.
# Widespread improvements in the welfare
system, notably establishment of an in
come floor.
Nelson H. Cruikshank, president of the Na
tional Council of Senior Citizens, said that Con
gress could raise Social Security benefits 20
percent without raising the Social Security tax
or even using general revenue to pay for the
added benefits.
Up to now, Cruikshank said. Social Security
financial policy has been based on the assump
tion that wages and salaries subject to the So
cial Security tax would remain at the same level
for the years ahead. This is not so with the
result that increased payroll taxes will make it
possible to pay for higher benefits and still keep
the Fund actuarially sound.
Page 31
�Vol. XXXIV
No. 2
SEAFARERS*LOG
OFFICIAL ORGAN OF THE SEAFARERS INTERNATIONAL UNION • ATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT • AFL-CIO
OPEIU
f
UNION LABEL
uuu
The Union Label:
Symbol of Strength
OMNIA '
t X t , t N A TJ O N At ^
:nr
f—I It
I :
J
NO
tHOA NClZr
'6 x.«>.
Nearly 100 years of labor history are symbolized within the lines,
circles, drawings and words of these various AFL-CIO union labels.
These 112 different sized and shaped emblems are as important and
unique as the million of men and women who work under them . . .
for them.
Each individual emblem represents the long path of that union's
formation, the achievements, and hopes and dreams of the Ameri
can worker. Even more important, union labels serve to remind all
consumers of the workers' world: what it has been, what it is today,
and what it will be tomorrow.
When union members and their families purchase products made
and services offered by fellow trade unionists, they are giving a vote
of confidence to this country's labor movement.
The union label should be first and foremost. Union made products
are the American way. They are the American tradition and a proud
symbol of the American workers.
.J]
�
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Seafarers Log Issues 1970-1979
Description
An account of the resource
Volumes XXXII-XLI of the Seafarers Log
Source
A related resource from which the described resource is derived
Paul Hall Maritime Library Microfilm 1939-1993
Publisher
An entity responsible for making the resource available
Seafarers International Union of North America
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
February 1972
Description
An account of the resource
Headlines:
BETHLEHEM TO CONSTRUCT SUPERTANKER
CARGO FOR DECENCY AND DIGNITY
MTD BOARD SUGGESTS MARITIME SOLUTIONS
POLLOCK REPORTS ON SEA LAW DEALINGS
TRANSPORTATION: AMERICA'S CHALLENGE
FOREIGN TRADE: IMPACT OF THE MULTINATIONALS
NATIONAL MARITIME COUNCIL: FUNCTIONS AND ACTIVITIES
RANDOLPH IS MURRAY-GREEN AWARD WINNER
AFL-CIO COUNCIL ACTS ON NATIONAL ISSUES
COUNCIL ADOPTS MARITIME GOALS
STANS SEES BRIGHT MARITIME FUTURE
YOUNG SEAFARER FINDS TRUE MEANING OF 'BROTHERHOOD'
REP. GARMATZ, HEAD OF MERCHANT MARINE COMMITTEE, TO REITRE
JEFF DAVIS, SOVIET SHIP COLLIDE OFF N.J. COAST
REVIEW PANEL REJECTS PROPOSED PENALTIES UNDER JOB SAFETY
EATING HABITS OF FISH NOT QUITE NORMAL
ADM. CHASE, HEAD OF MSC, CITES NEED FOR U.S. SHIPS
MANY JOBLESS AS SHIPBUILDING LAGS
JANUARY JOBLESS FIGURES 'ESSENTIALLY UNCHANGED'
DON'T BE THE MAN OVERBOARD
TIME TO ACT IS NOW
SALUTE TO A FRIEND
AFL-CIO TELLS CONGRESS EXPORT BILL IS 'UNWORKABLE'
PAY BOARD CHAIRMAN BOLDT DEFENDANT IN UAW ACTION
SEAFARER LOU CIRIGNANON COORDINATES SUCCESSFULL N.J. ELECTION CAMPAIGN
MARAD STRIVES FOR BETTER SHIPS
HLS MARITIME MUSEUM ADDS PARSONS TO FLEET
LOOK WHO RUNS THE LABOR DEPARTMENT
LABOR UNIONS APPROACH '72 ELECTIONS OPTIMISTICALLY
A STOUT DEFENDER RETURNS TO AMERICA
STOKES CITES NEED TO KEEP LAKES OPERATING YEAR-ROUND
FIRE FIGHTERS CALL FOR NATIONAL FIRE ACADEMY
NATIONAL GEOGRAPHIC STORY FEATURES HLS
COALITION FORMED TO BLOCK PROPOSED CUTBACK IN NATION'S RAILROAD SERVICE
AN EXPERIENCED TRAVELLER LEARNING SEAFARER SKILLS
PERLIS CALLS CONTROL 'FACADE AND CHARADE'
DINGELL RAPS INTERIOR FOR FALSE DATA
COMPUTER GIVES SOVIETS 'BOOK' ON FISHING FLEET
SEAFARER FINDS NEW PEN PAL USING NOTE-IN-BOTTLE ROUTINE
ANTARCTIC FISH ONE UP ON A. GRANATELLI
SEAFARER TOLBERT RESCUED FROM ICY GREAT LAKES BY FELLOW CREW MEMBERS
EXCESS WEIGHT CAN SHORTEN LIFE
TAX FORM IS REALLY NOTHING TO FEAR; FEE-CHARGING TAX SERVICE COULD BE
WEISBERGER IS REELECTED
FEMALE SAILOR ENDS CAREER
RETIREE GARFIN STILL ACTIVE
SCHOOL KIDS 'ADOPT A SHIP'
FRED HARVEY, 86. DIES FOLLOWING ILLNESS
DRUGS: ONE TRIP COULD MEAN A LIFETIME
SIU SOCIAL SECURITY OFFICE ANSWERS QUESTIONS OF MEMBERS ON DISABILITY, MEDICARE, ELIGILITY
AFL-CIO SEEKS 15% BOOST IN SOCIAL SECURITY PAYMENTS
Source
A related resource from which the described resource is derived
Paul Hall Maritime Library Microfilm 1939-1993
Publisher
An entity responsible for making the resource available
Seafarers International Union of North America
Date
A point or period of time associated with an event in the lifecycle of the resource
2/1/1972
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. 2
Creator
An entity primarily responsible for making the resource
Seafarers Log
1972
Periodicals
Seafarers Log