1 32 1900 http://seafarerslog.org/archives/files/original/803336b1deaa339602d18de48693898a.jpg e1fcdf0166b05429ea64abd7c190b6a1 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 1948 United Financial Employees Wall Street Strike Subject The topic of the resource United Financial Employees Seafarers International Union Source A related resource from which the described resource is derived Herb Brand Historic Files Date A point or period of time associated with an event in the lifecycle of the resource 3/29/1948-4/30/1948 Identifier An unambiguous reference to the resource within a given context 36-13, 36-14, 36-15 Description An account of the resource 1,100 United Financial Employees members marched on Wall Street to protest working conditions at the New York Stock Exchange throughout the spring of 1948. The SIU provided around 500 of its own members as security. Many of the UFE employees were office workers and women who needed protection from police violence. The strikes lasted a month, from the end of March 1948 to the last day of April. Although UFE was able to get the concessions they sought from the Curb Exchange, the Stock Exchange bosses refused to compromise with the union. Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant New York Financial District Wall Street New York Stock Exchange New York Curb Exchange 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 Union Official addresses UFE membership in SIU Headquarters Subject The topic of the resource United Financial Employees Description An account of the resource While an unnamed UFE official speaks to the members, UFE President M. David Keefe looks on at his side. Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Photographic Collections 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 1948 Format The file format, physical medium, or dimensions of the resource Black and white photograph Type The nature or genre of the resource Image Identifier An unambiguous reference to the resource within a given context 36-14-019 1948 Strikes and Beefs United Financial Employees http://seafarerslog.org/archives/files/original/1a68cb54f9f43e3d73eaa578d897abcf.jpg 56eab27412d18761e6f1cde0c00c93cf 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 1948 United Financial Employees Wall Street Strike Subject The topic of the resource United Financial Employees Seafarers International Union Source A related resource from which the described resource is derived Herb Brand Historic Files Date A point or period of time associated with an event in the lifecycle of the resource 3/29/1948-4/30/1948 Identifier An unambiguous reference to the resource within a given context 36-13, 36-14, 36-15 Description An account of the resource 1,100 United Financial Employees members marched on Wall Street to protest working conditions at the New York Stock Exchange throughout the spring of 1948. The SIU provided around 500 of its own members as security. Many of the UFE employees were office workers and women who needed protection from police violence. The strikes lasted a month, from the end of March 1948 to the last day of April. Although UFE was able to get the concessions they sought from the Curb Exchange, the Stock Exchange bosses refused to compromise with the union. Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant New York Financial District Wall Street New York Stock Exchange New York Curb Exchange 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 UFE, SIU and SUP hold the line outside Stock Exchange Subject The topic of the resource United Financial Employees Description An account of the resource Corralled by police, the nearly nine hundred striking workers of the UFE were undeterred in their labor action against the Wall Street bosses Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Photographic Collections 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 4/02/1948 Format The file format, physical medium, or dimensions of the resource Black and white photograph Type The nature or genre of the resource Image Identifier An unambiguous reference to the resource within a given context 36-14-050 1948 Strikes and Beefs United Financial Employees http://seafarerslog.org/archives/files/original/bdc6781b4be77bef58347caef9b2884f.jpg 2b3125356dd195ab58756187ccfc1607 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 1948 United Financial Employees Wall Street Strike Subject The topic of the resource United Financial Employees Seafarers International Union Source A related resource from which the described resource is derived Herb Brand Historic Files Date A point or period of time associated with an event in the lifecycle of the resource 3/29/1948-4/30/1948 Identifier An unambiguous reference to the resource within a given context 36-13, 36-14, 36-15 Description An account of the resource 1,100 United Financial Employees members marched on Wall Street to protest working conditions at the New York Stock Exchange throughout the spring of 1948. The SIU provided around 500 of its own members as security. Many of the UFE employees were office workers and women who needed protection from police violence. The strikes lasted a month, from the end of March 1948 to the last day of April. Although UFE was able to get the concessions they sought from the Curb Exchange, the Stock Exchange bosses refused to compromise with the union. Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant New York Financial District Wall Street New York Stock Exchange New York Curb Exchange 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 UFE votes on Curb Exchange settlement at SIU headquarters Format The file format, physical medium, or dimensions of the resource Black and white photograph Subject The topic of the resource United Financial Employees Description An account of the resource The United Financial Employees held a packed membership meeting in the SIU Hall in Brooklyn to discuss the terms of their settlement with the Curb Exchange. After being addressed by UFE President David Keefe, the membership voted in favor of a settlement and turned their attention to the New York Stock Exchange beef. Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Photographic Collections 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 04/23/1948 Relation A related resource Seafarers Log Vol. X, No. 17 Type The nature or genre of the resource Image Identifier An unambiguous reference to the resource within a given context 36-13-013 1948 Strikes and Beefs United Financial Employees http://seafarerslog.org/archives/files/original/1f53aa3fc8381e02e1aca9ce6c472ed7.jpg 1990eba1ba93e061b041be2aff1d1662 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 1948 United Financial Employees Wall Street Strike Subject The topic of the resource United Financial Employees Seafarers International Union Source A related resource from which the described resource is derived Herb Brand Historic Files Date A point or period of time associated with an event in the lifecycle of the resource 3/29/1948-4/30/1948 Identifier An unambiguous reference to the resource within a given context 36-13, 36-14, 36-15 Description An account of the resource 1,100 United Financial Employees members marched on Wall Street to protest working conditions at the New York Stock Exchange throughout the spring of 1948. The SIU provided around 500 of its own members as security. Many of the UFE employees were office workers and women who needed protection from police violence. The strikes lasted a month, from the end of March 1948 to the last day of April. Although UFE was able to get the concessions they sought from the Curb Exchange, the Stock Exchange bosses refused to compromise with the union. Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant New York Financial District Wall Street New York Stock Exchange New York Curb Exchange 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 UFE Vice President confronts scab Format The file format, physical medium, or dimensions of the resource Black and white photograph Subject The topic of the resource United Financial Employees Description An account of the resource United Financial Employees Vice President John Cole is held back by police from accosting a strikebreaker entering the New York Stock Exchange building. Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Photographic Collections 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 04/02/1948 Relation A related resource Seafarers Log Vol X, No. 14 Type The nature or genre of the resource Image Identifier An unambiguous reference to the resource within a given context 36-13-036 1948 Strikes and Beefs United Financial Employees http://seafarerslog.org/archives/files/original/b0a52deab64e8e4dd177be91c3f1d8f9.jpg 0026a6e0a3a1bc798aec3b73de35b30a 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 1948 United Financial Employees Wall Street Strike Subject The topic of the resource United Financial Employees Seafarers International Union Source A related resource from which the described resource is derived Herb Brand Historic Files Date A point or period of time associated with an event in the lifecycle of the resource 3/29/1948-4/30/1948 Identifier An unambiguous reference to the resource within a given context 36-13, 36-14, 36-15 Description An account of the resource 1,100 United Financial Employees members marched on Wall Street to protest working conditions at the New York Stock Exchange throughout the spring of 1948. The SIU provided around 500 of its own members as security. Many of the UFE employees were office workers and women who needed protection from police violence. The strikes lasted a month, from the end of March 1948 to the last day of April. Although UFE was able to get the concessions they sought from the Curb Exchange, the Stock Exchange bosses refused to compromise with the union. Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant New York Financial District Wall Street New York Stock Exchange New York Curb Exchange 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 UFE President on picket line with rank and file Description An account of the resource M. David Keefe, president of the United Financial Employees and principal organizer of the strike action, beams with pride as he joins his membership against the Wall Street bosses Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Photographic Collections 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 1948 Format The file format, physical medium, or dimensions of the resource Black and white photograph Type The nature or genre of the resource Image Identifier An unambiguous reference to the resource within a given context 36-15-045 Subject The topic of the resource United Financial Employees 1948 Strikes and Beefs United Financial Employees http://seafarerslog.org/archives/files/original/095ab39a3e29e23dc8c00d0da0b9af16.jpg f6363d509b38746ebe136534f4893f43 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 1948 United Financial Employees Wall Street Strike Subject The topic of the resource United Financial Employees Seafarers International Union Source A related resource from which the described resource is derived Herb Brand Historic Files Date A point or period of time associated with an event in the lifecycle of the resource 3/29/1948-4/30/1948 Identifier An unambiguous reference to the resource within a given context 36-13, 36-14, 36-15 Description An account of the resource 1,100 United Financial Employees members marched on Wall Street to protest working conditions at the New York Stock Exchange throughout the spring of 1948. The SIU provided around 500 of its own members as security. Many of the UFE employees were office workers and women who needed protection from police violence. The strikes lasted a month, from the end of March 1948 to the last day of April. Although UFE was able to get the concessions they sought from the Curb Exchange, the Stock Exchange bosses refused to compromise with the union. Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant New York Financial District Wall Street New York Stock Exchange New York Curb Exchange 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 UFE picketline at night Format The file format, physical medium, or dimensions of the resource Newsprint Subject The topic of the resource United Financial Employees Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Photographic Collections 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 1948 Type The nature or genre of the resource Image Identifier An unambiguous reference to the resource within a given context 36-13-035 1948 Strikes and Beefs United Financial Employees http://seafarerslog.org/archives/files/original/464f1d2fbcb18eaf16af7dfd9f17ef23.jpg 39beac530aa5c6a6273b56d927bcbd6d 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 1948 United Financial Employees Wall Street Strike Subject The topic of the resource United Financial Employees Seafarers International Union Source A related resource from which the described resource is derived Herb Brand Historic Files Date A point or period of time associated with an event in the lifecycle of the resource 3/29/1948-4/30/1948 Identifier An unambiguous reference to the resource within a given context 36-13, 36-14, 36-15 Description An account of the resource 1,100 United Financial Employees members marched on Wall Street to protest working conditions at the New York Stock Exchange throughout the spring of 1948. The SIU provided around 500 of its own members as security. Many of the UFE employees were office workers and women who needed protection from police violence. The strikes lasted a month, from the end of March 1948 to the last day of April. Although UFE was able to get the concessions they sought from the Curb Exchange, the Stock Exchange bosses refused to compromise with the union. Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant New York Financial District Wall Street New York Stock Exchange New York Curb Exchange 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 UFE picketers take up signs, Seafarers Logs before hitting Wall Street Description An account of the resource At the end of the picket line, members of both the SIU and UFE avail themselves with signs and fresh copies of the Seafarers Log from SIU headquarters. Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Photographic Collections 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 1948 Format The file format, physical medium, or dimensions of the resource Black and white photograph Type The nature or genre of the resource Image Identifier An unambiguous reference to the resource within a given context 36-14-041 1948 Strikes and Beefs United Financial Employees http://seafarerslog.org/archives/files/original/011a35834862839ab22d14dd7c67042c.jpg 17f027c9940d64374221b23c3b457605 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 1948 United Financial Employees Wall Street Strike Subject The topic of the resource United Financial Employees Seafarers International Union Source A related resource from which the described resource is derived Herb Brand Historic Files Date A point or period of time associated with an event in the lifecycle of the resource 3/29/1948-4/30/1948 Identifier An unambiguous reference to the resource within a given context 36-13, 36-14, 36-15 Description An account of the resource 1,100 United Financial Employees members marched on Wall Street to protest working conditions at the New York Stock Exchange throughout the spring of 1948. The SIU provided around 500 of its own members as security. Many of the UFE employees were office workers and women who needed protection from police violence. The strikes lasted a month, from the end of March 1948 to the last day of April. Although UFE was able to get the concessions they sought from the Curb Exchange, the Stock Exchange bosses refused to compromise with the union. Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant New York Financial District Wall Street New York Stock Exchange New York Curb Exchange 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 UFE picketers recovering from police confrontation Format The file format, physical medium, or dimensions of the resource Black and white photograph Subject The topic of the resource United Financial Employees Description An account of the resource The police violence during the 1948 Stock & Curb Exchange Strikes was considerable. Picketers often dropped to the ground to avoid getting bludgeoned any further by overzealous policemen; others joined them on the ground to provide additional protection. Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Photographic Collections 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 04/02/1948 Type The nature or genre of the resource Image Identifier An unambiguous reference to the resource within a given context 36-13-006 1948 Strikes and Beefs United Financial Employees http://seafarerslog.org/archives/files/original/8a2117e69f70530a5234badf5e0903d6.jpg fed4b4bfd8c6385d61a3c8253922f7e9 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 1948 United Financial Employees Wall Street Strike Subject The topic of the resource United Financial Employees Seafarers International Union Source A related resource from which the described resource is derived Herb Brand Historic Files Date A point or period of time associated with an event in the lifecycle of the resource 3/29/1948-4/30/1948 Identifier An unambiguous reference to the resource within a given context 36-13, 36-14, 36-15 Description An account of the resource 1,100 United Financial Employees members marched on Wall Street to protest working conditions at the New York Stock Exchange throughout the spring of 1948. The SIU provided around 500 of its own members as security. Many of the UFE employees were office workers and women who needed protection from police violence. The strikes lasted a month, from the end of March 1948 to the last day of April. Although UFE was able to get the concessions they sought from the Curb Exchange, the Stock Exchange bosses refused to compromise with the union. Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant New York Financial District Wall Street New York Stock Exchange New York Curb Exchange 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 UFE picketers dine at SIU HQ Format The file format, physical medium, or dimensions of the resource Black and white photograph Subject The topic of the resource United Financial Employees Description An account of the resource After a long day of marching on Wall Street, over 300 demonstrators were invited to a meal of Hungarian goulash, noodles, and buttered bread at the SIU headquarters in Brooklyn. Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Photographic Collections 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 4/16/1948 Relation A related resource Seafarers Log Vol. X, No. 16 Type The nature or genre of the resource Image Identifier An unambiguous reference to the resource within a given context 36-13-037 1948 Strikes and Beefs United Financial Employees http://seafarerslog.org/archives/files/original/0977951fc884a1113e2ebf4b41061b1b.jpg dc487f1f3c2fe6b13487904d29b318d4 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 1948 United Financial Employees Wall Street Strike Subject The topic of the resource United Financial Employees Seafarers International Union Source A related resource from which the described resource is derived Herb Brand Historic Files Date A point or period of time associated with an event in the lifecycle of the resource 3/29/1948-4/30/1948 Identifier An unambiguous reference to the resource within a given context 36-13, 36-14, 36-15 Description An account of the resource 1,100 United Financial Employees members marched on Wall Street to protest working conditions at the New York Stock Exchange throughout the spring of 1948. The SIU provided around 500 of its own members as security. Many of the UFE employees were office workers and women who needed protection from police violence. The strikes lasted a month, from the end of March 1948 to the last day of April. Although UFE was able to get the concessions they sought from the Curb Exchange, the Stock Exchange bosses refused to compromise with the union. Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant New York Financial District Wall Street New York Stock Exchange New York Curb Exchange 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 UFE picketers and police outside Trinity Church Format The file format, physical medium, or dimensions of the resource Black and white photograph Subject The topic of the resource United Financial Employees Description An account of the resource Trinity Episcopal Church, which has been a landmark on Wall Street since the 17th century, served as a backdrop for the UFE Stock & Curb Exchange Strikes of 1948. Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Photographic Collections 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 04/02/1948 Type The nature or genre of the resource Image Identifier An unambiguous reference to the resource within a given context 36-13-003 1948 Strikes and Beefs United Financial Employees http://seafarerslog.org/archives/files/original/933824f83d6cac912ef6a2ed33f8d9aa.jpg b4e16cb79beef9d0576e2a30886cf60a 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 1948 United Financial Employees Wall Street Strike Subject The topic of the resource United Financial Employees Seafarers International Union Source A related resource from which the described resource is derived Herb Brand Historic Files Date A point or period of time associated with an event in the lifecycle of the resource 3/29/1948-4/30/1948 Identifier An unambiguous reference to the resource within a given context 36-13, 36-14, 36-15 Description An account of the resource 1,100 United Financial Employees members marched on Wall Street to protest working conditions at the New York Stock Exchange throughout the spring of 1948. The SIU provided around 500 of its own members as security. Many of the UFE employees were office workers and women who needed protection from police violence. The strikes lasted a month, from the end of March 1948 to the last day of April. Although UFE was able to get the concessions they sought from the Curb Exchange, the Stock Exchange bosses refused to compromise with the union. Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant New York Financial District Wall Street New York Stock Exchange New York Curb Exchange 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 UFE members picket into the evening Format The file format, physical medium, or dimensions of the resource Black and white photograph Subject The topic of the resource United Financial Employees Description An account of the resource Even as the day's trading came to a close, the United Financial Employees kept up their marching. Reinforcements and copious amounts of caffeine from the SIU kept the strikers on their feet. Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Photographic Collections 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 4/2/1948 Type The nature or genre of the resource Image Identifier An unambiguous reference to the resource within a given context 36-13-016 1948 Strikes and Beefs United Financial Employees http://seafarerslog.org/archives/files/original/4c82cfb998bbc960c16afece69c69ae8.jpg ae5e705711249399d17c5723d91d6a2f 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 1948 United Financial Employees Wall Street Strike Subject The topic of the resource United Financial Employees Seafarers International Union Source A related resource from which the described resource is derived Herb Brand Historic Files Date A point or period of time associated with an event in the lifecycle of the resource 3/29/1948-4/30/1948 Identifier An unambiguous reference to the resource within a given context 36-13, 36-14, 36-15 Description An account of the resource 1,100 United Financial Employees members marched on Wall Street to protest working conditions at the New York Stock Exchange throughout the spring of 1948. The SIU provided around 500 of its own members as security. Many of the UFE employees were office workers and women who needed protection from police violence. The strikes lasted a month, from the end of March 1948 to the last day of April. Although UFE was able to get the concessions they sought from the Curb Exchange, the Stock Exchange bosses refused to compromise with the union. Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant New York Financial District Wall Street New York Stock Exchange New York Curb Exchange 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 UFE members debriefed in SIU headquarters Format The file format, physical medium, or dimensions of the resource Black and white photograph Subject The topic of the resource United Financial Employees Description An account of the resource The UFE gathered routinely in the abundant SIU facilities to go over the strikes' progress and to hear reports from the union's leaders. Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Photographic Collections 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 1948 Type The nature or genre of the resource Image Identifier An unambiguous reference to the resource within a given context 36-13-023 1948 Strikes and Beefs United Financial Employees http://seafarerslog.org/archives/files/original/944083208cddc7c3b7da460312d72b46.jpg 8c428dc5c409de8c52cf586d4eeca34a 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 1948 United Financial Employees Wall Street Strike Subject The topic of the resource United Financial Employees Seafarers International Union Source A related resource from which the described resource is derived Herb Brand Historic Files Date A point or period of time associated with an event in the lifecycle of the resource 3/29/1948-4/30/1948 Identifier An unambiguous reference to the resource within a given context 36-13, 36-14, 36-15 Description An account of the resource 1,100 United Financial Employees members marched on Wall Street to protest working conditions at the New York Stock Exchange throughout the spring of 1948. The SIU provided around 500 of its own members as security. Many of the UFE employees were office workers and women who needed protection from police violence. The strikes lasted a month, from the end of March 1948 to the last day of April. Although UFE was able to get the concessions they sought from the Curb Exchange, the Stock Exchange bosses refused to compromise with the union. Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant New York Financial District Wall Street New York Stock Exchange New York Curb Exchange 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 UFE members commingling with police Format The file format, physical medium, or dimensions of the resource Black and white photograph Subject The topic of the resource United Financial Employees Description An account of the resource Twilight did not deter the striking unionists from continuing the picket, but it did not deter the law enforcement presence either. Both sides were initially civil, but the peace did not hold for long. Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Photographic Collections 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 1948 Type The nature or genre of the resource Image Identifier An unambiguous reference to the resource within a given context 36-13-022 1948 Strikes and Beefs United Financial Employees http://seafarerslog.org/archives/files/original/e256c3f2fe576e6cb45b5bbe27ef9685.jpg 30f8fa835e300b41851d52eca761f697 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 1948 United Financial Employees Wall Street Strike Subject The topic of the resource United Financial Employees Seafarers International Union Source A related resource from which the described resource is derived Herb Brand Historic Files Date A point or period of time associated with an event in the lifecycle of the resource 3/29/1948-4/30/1948 Identifier An unambiguous reference to the resource within a given context 36-13, 36-14, 36-15 Description An account of the resource 1,100 United Financial Employees members marched on Wall Street to protest working conditions at the New York Stock Exchange throughout the spring of 1948. The SIU provided around 500 of its own members as security. Many of the UFE employees were office workers and women who needed protection from police violence. The strikes lasted a month, from the end of March 1948 to the last day of April. Although UFE was able to get the concessions they sought from the Curb Exchange, the Stock Exchange bosses refused to compromise with the union. Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant New York Financial District Wall Street New York Stock Exchange New York Curb Exchange 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 UFE members circulate outside Curb Exchange building Format The file format, physical medium, or dimensions of the resource Black and white photograph Subject The topic of the resource United Financial Employees Description An account of the resource While some marched with signs, others chose to use buttons on their jackets or pins in their hats. Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Photographic Collections 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 1948 Type The nature or genre of the resource Image Identifier An unambiguous reference to the resource within a given context 36-13-034 1948 Strikes and Beefs United Financial Employees http://seafarerslog.org/archives/files/original/b4ac381ff4b24c3eba49c8022b4b4d91.jpg 461a4fa0655cb3af6a16d012d1ecf74a 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 1948 United Financial Employees Wall Street Strike Subject The topic of the resource United Financial Employees Seafarers International Union Source A related resource from which the described resource is derived Herb Brand Historic Files Date A point or period of time associated with an event in the lifecycle of the resource 3/29/1948-4/30/1948 Identifier An unambiguous reference to the resource within a given context 36-13, 36-14, 36-15 Description An account of the resource 1,100 United Financial Employees members marched on Wall Street to protest working conditions at the New York Stock Exchange throughout the spring of 1948. The SIU provided around 500 of its own members as security. Many of the UFE employees were office workers and women who needed protection from police violence. The strikes lasted a month, from the end of March 1948 to the last day of April. Although UFE was able to get the concessions they sought from the Curb Exchange, the Stock Exchange bosses refused to compromise with the union. Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant New York Financial District Wall Street New York Stock Exchange New York Curb Exchange 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 UFE member Joan Cabella recovers from police beating Subject The topic of the resource United Financial Employees Description An account of the resource The police called in by the bosses to rein in the strike clobbered both men and women alike, including Joan Cabella. Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Photographic Collections 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 4/2/1948 Relation A related resource Seafarers Log Vol. X, No. 14 Format The file format, physical medium, or dimensions of the resource Black and white photograph Type The nature or genre of the resource Image Identifier An unambiguous reference to the resource within a given context 36-15-033 1948 Strikes and Beefs United Financial Employees http://seafarerslog.org/archives/files/original/f48a82bef362c7971fd9d04444cead95.jpg 01d7538072d604ac511816bd2abed97a 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 1948 United Financial Employees Wall Street Strike Subject The topic of the resource United Financial Employees Seafarers International Union Source A related resource from which the described resource is derived Herb Brand Historic Files Date A point or period of time associated with an event in the lifecycle of the resource 3/29/1948-4/30/1948 Identifier An unambiguous reference to the resource within a given context 36-13, 36-14, 36-15 Description An account of the resource 1,100 United Financial Employees members marched on Wall Street to protest working conditions at the New York Stock Exchange throughout the spring of 1948. The SIU provided around 500 of its own members as security. Many of the UFE employees were office workers and women who needed protection from police violence. The strikes lasted a month, from the end of March 1948 to the last day of April. Although UFE was able to get the concessions they sought from the Curb Exchange, the Stock Exchange bosses refused to compromise with the union. Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant New York Financial District Wall Street New York Stock Exchange New York Curb Exchange 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 UFE member Claire Johnson sits for Log interview (alternate 2) Subject The topic of the resource United Financial Employees Description An account of the resource An unused photo of United Financial Employees picketer Claire Johnson, taken for her account of the UFE Wall Street Strike in the April 2, 1948 Log Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Photographic Collections 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 4/2/1948 Relation A related resource 36-13-032 36-15-028 Format The file format, physical medium, or dimensions of the resource Black and white photograph Type The nature or genre of the resource Image Identifier An unambiguous reference to the resource within a given context 36-15-029 1948 Strikes and Beefs United Financial Employees http://seafarerslog.org/archives/files/original/97295900da46a2da4e5290c17af01056.jpg 59510d1988066db6d9c9511219e1f054 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 1948 United Financial Employees Wall Street Strike Subject The topic of the resource United Financial Employees Seafarers International Union Source A related resource from which the described resource is derived Herb Brand Historic Files Date A point or period of time associated with an event in the lifecycle of the resource 3/29/1948-4/30/1948 Identifier An unambiguous reference to the resource within a given context 36-13, 36-14, 36-15 Description An account of the resource 1,100 United Financial Employees members marched on Wall Street to protest working conditions at the New York Stock Exchange throughout the spring of 1948. The SIU provided around 500 of its own members as security. Many of the UFE employees were office workers and women who needed protection from police violence. The strikes lasted a month, from the end of March 1948 to the last day of April. Although UFE was able to get the concessions they sought from the Curb Exchange, the Stock Exchange bosses refused to compromise with the union. Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant New York Financial District Wall Street New York Stock Exchange New York Curb Exchange 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 UFE member Claire Johnson sits for Log interview (alternate 1) Subject The topic of the resource United Financial Employees Description An account of the resource An unused photo of United Financial Employees picketer Claire Johnson, taken for her account of the UFE Wall Street Strike in the April 2, 1948 Log Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Photographic Collections 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 4/2/1948 Relation A related resource 36-13-032 36-15-029 Format The file format, physical medium, or dimensions of the resource Black and white photograph Type The nature or genre of the resource Image Identifier An unambiguous reference to the resource within a given context 36-15-028 1948 Strikes and Beefs United Financial Employees http://seafarerslog.org/archives/files/original/1c1e90eefcc6516ddfb90e5c1092eec5.jpg 3f4980650161c5ff252c278e4f2bad85 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 1948 United Financial Employees Wall Street Strike Subject The topic of the resource United Financial Employees Seafarers International Union Source A related resource from which the described resource is derived Herb Brand Historic Files Date A point or period of time associated with an event in the lifecycle of the resource 3/29/1948-4/30/1948 Identifier An unambiguous reference to the resource within a given context 36-13, 36-14, 36-15 Description An account of the resource 1,100 United Financial Employees members marched on Wall Street to protest working conditions at the New York Stock Exchange throughout the spring of 1948. The SIU provided around 500 of its own members as security. Many of the UFE employees were office workers and women who needed protection from police violence. The strikes lasted a month, from the end of March 1948 to the last day of April. Although UFE was able to get the concessions they sought from the Curb Exchange, the Stock Exchange bosses refused to compromise with the union. Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant New York Financial District Wall Street New York Stock Exchange New York Curb Exchange 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 UFE member Claire Johnson sits for Log interview Format The file format, physical medium, or dimensions of the resource Black and white photograph Description An account of the resource Giving her account of the UFE strike to the Seafarers Log, Johnson said, "I am a member of the UFE and was supposed to join the line in front of the Stock Exchange where there were three other girls picketing. As I went to the line, a cop stood in front of me and wouldn't let me by. I moved to one side and so did he. Then he moved to the other side when I did. I tried to get around the cop but he bumped me. This went on several times and finally I was thrown against a pillar, and hit it hard. Then another cop got into the argument. He said, "Take her away." So they took me away, and I was at the station house when the cops slugged the pickets." Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Photographic Collections 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 4/2/1948 Relation A related resource Seafarers Log Vol. X, No. 14 Type The nature or genre of the resource Image Identifier An unambiguous reference to the resource within a given context 36-13-032 1948 Strikes and Beefs United Financial Employees http://seafarerslog.org/archives/files/original/ca9e4c77488bcd724dd1be4815c2e2b7.jpg bda91a28f786450f443d953e4943e4ab 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 1948 United Financial Employees Wall Street Strike Subject The topic of the resource United Financial Employees Seafarers International Union Source A related resource from which the described resource is derived Herb Brand Historic Files Date A point or period of time associated with an event in the lifecycle of the resource 3/29/1948-4/30/1948 Identifier An unambiguous reference to the resource within a given context 36-13, 36-14, 36-15 Description An account of the resource 1,100 United Financial Employees members marched on Wall Street to protest working conditions at the New York Stock Exchange throughout the spring of 1948. The SIU provided around 500 of its own members as security. Many of the UFE employees were office workers and women who needed protection from police violence. The strikes lasted a month, from the end of March 1948 to the last day of April. Although UFE was able to get the concessions they sought from the Curb Exchange, the Stock Exchange bosses refused to compromise with the union. Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant New York Financial District Wall Street New York Stock Exchange New York Curb Exchange 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 UFE marchers round the corner Format The file format, physical medium, or dimensions of the resource Black and white photograph Subject The topic of the resource United Financial Employees Description An account of the resource Representing brokers and secretaries alike, the UFE had remarkable gender diversity for its time. Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Photographic Collections 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 1948 Type The nature or genre of the resource Image Identifier An unambiguous reference to the resource within a given context 36-13-030 1948 Strikes and Beefs United Financial Employees http://seafarerslog.org/archives/files/original/0ee55537bf4af62f27f78f0e801c243e.jpg 6da6fad61f5c73c954f1cf5450b7ae66 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 1948 United Financial Employees Wall Street Strike Subject The topic of the resource United Financial Employees Seafarers International Union Source A related resource from which the described resource is derived Herb Brand Historic Files Date A point or period of time associated with an event in the lifecycle of the resource 3/29/1948-4/30/1948 Identifier An unambiguous reference to the resource within a given context 36-13, 36-14, 36-15 Description An account of the resource 1,100 United Financial Employees members marched on Wall Street to protest working conditions at the New York Stock Exchange throughout the spring of 1948. The SIU provided around 500 of its own members as security. Many of the UFE employees were office workers and women who needed protection from police violence. The strikes lasted a month, from the end of March 1948 to the last day of April. Although UFE was able to get the concessions they sought from the Curb Exchange, the Stock Exchange bosses refused to compromise with the union. Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant New York Financial District Wall Street New York Stock Exchange New York Curb Exchange 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 UFE demonstrator stops for picture in front of Federal Hall Subject The topic of the resource United Financial Employees Description An account of the resource As the UFE picket rounds the corner of Wall Street, one sign holder takes advantage of a photo opportunity Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Photographic Collections 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 1948 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 36-14-049 1948 Strikes and Beefs United Financial Employees http://seafarerslog.org/archives/files/original/3e7f29bcba931b6f0a903f4ab13a722e.jpg 7e07ae0e478bce410bdc4d198f2fba24 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 1948 United Financial Employees Wall Street Strike Subject The topic of the resource United Financial Employees Seafarers International Union Source A related resource from which the described resource is derived Herb Brand Historic Files Date A point or period of time associated with an event in the lifecycle of the resource 3/29/1948-4/30/1948 Identifier An unambiguous reference to the resource within a given context 36-13, 36-14, 36-15 Description An account of the resource 1,100 United Financial Employees members marched on Wall Street to protest working conditions at the New York Stock Exchange throughout the spring of 1948. The SIU provided around 500 of its own members as security. Many of the UFE employees were office workers and women who needed protection from police violence. The strikes lasted a month, from the end of March 1948 to the last day of April. Although UFE was able to get the concessions they sought from the Curb Exchange, the Stock Exchange bosses refused to compromise with the union. Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant New York Financial District Wall Street New York Stock Exchange New York Curb Exchange 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 UFE & SIU members loop the picketline Subject The topic of the resource United Financial Employees Description An account of the resource Supported in front and back by whitecapped SIU men, the UFE employees turn back around toward the front of the Stock Exchange building. Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Photographic Collections 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 1948 Format The file format, physical medium, or dimensions of the resource Black and white photograph Type The nature or genre of the resource Image Identifier An unambiguous reference to the resource within a given context 36-14-048 1948 Strikes and Beefs United Financial Employees http://seafarerslog.org/archives/files/original/ed825b120994c2ff01429121ff017819.jpg eae08139480fcd65cd68d85f0d60487f 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 1948 United Financial Employees Wall Street Strike Subject The topic of the resource United Financial Employees Seafarers International Union Source A related resource from which the described resource is derived Herb Brand Historic Files Date A point or period of time associated with an event in the lifecycle of the resource 3/29/1948-4/30/1948 Identifier An unambiguous reference to the resource within a given context 36-13, 36-14, 36-15 Description An account of the resource 1,100 United Financial Employees members marched on Wall Street to protest working conditions at the New York Stock Exchange throughout the spring of 1948. The SIU provided around 500 of its own members as security. Many of the UFE employees were office workers and women who needed protection from police violence. The strikes lasted a month, from the end of March 1948 to the last day of April. Although UFE was able to get the concessions they sought from the Curb Exchange, the Stock Exchange bosses refused to compromise with the union. Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant New York Financial District Wall Street New York Stock Exchange New York Curb Exchange 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 UCE officials with UFE President Format The file format, physical medium, or dimensions of the resource Black and white photograph Subject The topic of the resource United Financial Employees Description An account of the resource Union of Care Employees President Sam Kaufman (left) and Vice President Nat Klein (right) present a check for $150.00 to UFE President M. David Keefe (center) for strike assistance. UCE also contributed 10 percent of their membership dues to the striking financial workers. Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Photographic Collections 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 4/9/1948 Relation A related resource Seafarers Log Vol. X, No. 15 Type The nature or genre of the resource Image Identifier An unambiguous reference to the resource within a given context 36-13-033 1948 Strikes and Beefs United Financial Employees http://seafarerslog.org/archives/files/original/e1903494819fbe4ae3d2d20fedc72a32.jpg ac64294d7bdc2ca4e34624d1a8764863 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 Herb Brand Historic Files Description An account of the resource Herbert Brand was Chairman of the Transportation Institute, a Washington, D.C.-based organization engaged in maritime industry research and promotion. The Institute directs its major efforts toward the preservation and promotion of a strong maritime capability in the United States. Mr. Brand assumed the position of chairman of the Transportation Institute when he retired as its president. He was instrumental in developing the Institute since 1967 when the organization's board of trustees named him to an administrative position. After serving in the U.S. Navy during World War II, Mr. Brand was associated with the Seafarers International Union of North America, AFL-CIO, where he carried a wide variety of functions including Director of the Departments of Public Relations and Organizing. Brand joined the SIU in 1946, and was a close confidant of the union's late president, Paul Hall. Born in New York City on September 3, 1913, Mr. Brand was involved in the maritime industry for almost fifty years. He was honored by the U.S. Navy League, a 68,000 member patriotic civilian organization dedicated to maintaining America's sea power. Mr Brand received the Navy League's Vincent T. Hirsch Maritime Award for contributing substantially to an increased public awareness of the vital defense and economic role of a privately owned American-flag merchant fleet. Date A point or period of time associated with an event in the lifecycle of the resource 1946-1988 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 Teamsters at Ira S. Bushey refusing to cross picket line Subject The topic of the resource International Brotherhood of Teamsters (IBT) Industrial Union of Marine and Shipbuilding Workers of America (IUMSWA) Ira S. Bushey and Sons Description An account of the resource "Some more real unity. Teamsters drove up the line, got the story, and turned right around. For anybody who might have wanted to bust through the line, there were plenty of men to see that it would not happen." Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log, February 7, 1947, p. 5. Date A point or period of time associated with an event in the lifecycle of the resource January 30, 1947 Format The file format, physical medium, or dimensions of the resource Black and white photograph Type The nature or genre of the resource Image http://seafarerslog.org/archives/files/original/b0cfb87f1102dd2bda6aa7ab79b14f86.pdf 39ba0629e01abec73daf221cfd6f92c5 PDF Text Text Security October 15 1988 In Uniry OFFICIAL ORGAN OF THE SEAFARERS INTERNATIONAL UNION • ATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT • AFL-CIO "You can put me in jail, but you cannot give me narrower quarters than as a seaman I have always bad. You cannot give me coarser food than I have always eaten. You cannot make me lonelier than I have always been. " "Tomorrow Is Also A Day" -Andrew Furusetb -Andrew Furusetb The Seaman's Struggle for Equality 'There is also the dignify that comes to him who stands on bis own two feet, looks the world in the eye and takes on all comers in the battle for what be might believe is just. " ''We Have To Educate The Whole Person" -Tribute to Harry Lunde berg ''Politics Is Porkchops" -Paul Hall -Paul Hall "You can have the best contract in the world, but ifyou don't have any work, it doesn't mean a thing." -Frank Drozak SIU Fiftieth Anniversary �Few, if any, of the gains of the past 50 years would have been possible without the seamen's hiring hall (51 Beaver Street). "Bloody Thursday" reinvigorated the seamen's movement. Introduction: SIU Celebrates Fiftieth Anniversary T In 1938, Harry Lundeberg, center, received a charter from the American Federation of Labor to form a new international seamen's union, the SIUNA. he SIU is celebrating its 50th anniversary this year. The union was born during the Great Depression, one of this nation's darkest periods. War clouds were gathering over Europe and Asia. Despair and poverty still stalked the globe nine, long years after the Stock Market Crash of 1929. The American labor movement was split into two hostile camps. Conditions for seamen and many other workers remained intolerable. Yet there was hope . The New Deal had given workers a mechanism to make their voices heard. Industry by industry, workers were being organized on a scale never before imagined. The A&G District Was Called the SIU From the beginning, the Atlantic and Gulf District of the SIUNA was known simply as the SIU. It was not an easy birth. The new union had 500 members, few resources and only nine-contracted companies. Since then, the small, struggling affiliate that Harry Lundeberg established has become a powerful force in the labor movement. The SIU now represents a wide spectrum of workers: fishermen, cannery workers, tug and barge workers, service employees, office workers, wire and rope workers, and many, many more. The SIU's Story Dates Back Hundreds of Years October 15, 1938 On October 15, 1938, at a convention in Houston, Texas, the American Federation of Labor presented Harry Lundeberg with a charter to form a new international seamen's union, the Seafarers International Union of North America (SIUNA). Lundeberg was already head of the Sailors Union of the Pacific, a union of West Coast sailors which traced its origins back to 1885. Morris Weisberger, a top Lundeberg aide, took a month's leave so he could go to New York to help set up operations for a separate, autonomous affiliate of Atlantic and Gulf seamen. A skeletal structure was already in place. An interim charter for the new international had been issued in 1937. Robert Chapdelaine had been named acting The Wall Street Strike of 1948. Members of the SIU have consistently supported their fellow trade unionists. 2 chairman. The interim union didn't even have a name. It had a number: AFL Seamen's Union 22124. Matthew "Duke" Dushane was the acting chairman of ~he new A&G District. John "Whitey" Hawk was in charge of the Atlantic Region; Matthew Biggs headed up the Gulf Coast. At first there was little interaction between the two regions. Members shipped out on either a Gulf or an Atlantic Coast book. That wouldn't change for a number of years. Still, the seaman's age-old struggle for equality and justice lies at the core of the union's existence. It has a universal appeal that speaks to the experiences of all Americans. At its most basic level then, the history of the SIU is the story of a group of workers who used the labor movement to achieve equality under the law and dignity in the workplace. It is the story of great leaders, committed members and the bond they were able to forge. .· It is also the story of the American-flag merchant marine. Its continued survival presents our members with their greatest challenge as the union faces its second 50 years. The SIU became a power on the waterfront after Paul Hall was named director of organizing in 1945. He immediately targeted the Isthmian and Cities Service companies for organizing and set a successful blueprint for the union's future growth. SIU Fiftieth Anniversary �Chapter One: The Seaman's Struggle For Equality "I must go down to the sea again to the lonely sea and the sky And all I ask is a tall ship and a star to steer her by'' -john Masefield T oday's Seafarers lead lives virtually indistinguishable from the vast majority of Americans. They are middle-class wage earners who work onboard vessels that have to meet stringent safety standards. Yet seamen were once among the most brutalized of American workers. In at least one important respect, they were little better than slaves. Once a seaman signed the ship's articles, he was tied to a vessel for the duration of the voyage. "From the earliest historical period, the contract of seamen has been treated as an exceptional one, involving, to a certain respect, the surrender of his personal liberty during the life of the contract,'' said the Supreme Court in Robertson v. Brown (165 US 275). Leaving a ship before the end of a journey was tantamount to desertion. Under an early sea code, desertion was punishable by death. In some jurisdictions, it was punishable by branding. The seaman's unique legal status put him at a decided disadvantage in his fight to secure a better way of life. No matter how bad conditions were for workers in other industries, they at least had the right to quit and seek employment elsewhere if they were dissatisfied with their wages or job conditions. For someone who knew a skilled trade or who lived in an area where there was a labor shortage, this could be a powerful tool. Seamen lived, slept and ate in one big forecastle. Diseases swept a ship like wildfire. But as one judge put it, "a single act of assault and battery, though exceeding the bounds of moderation, will not justify a desertion." Even in the most sympathetic court of law, a seaman being charged with desertion was at a considerable disadvantage. No matter how brutal a mate or captain was, he still was a more credible figure than a seaman, who was lumped in with "Indians The Law Was Stacked Against Seamen The first American statute to restrict the mobility of seamen was passed in 1790. It stated that a merchant seaman who absented himself from a vessel for more than 48 hours without leave from his captain, forfeited "all his wages due to him, and all his goods and chattel on board of said ship or vessel, or in any store they may have been lodged at the time of his desertion to the use of the owners." The penalties for desertion were made more stringent in 1872, when Congress passed the Shipping Commission Act. Imprisonment for a period of not more than three months was added to the list of possible penalties that could be taken against a seaman who had left his vessel in mid-voyage. A seaman who "correctly" feared for his life had the right to leave a ship. Yet a seaman who feared "only" physical abuse from his shipmates did not enjoy that right. "Seamen, as a class, are an injudicious group often given, on shipboard, to frequent and violent quarrels ... A black eye, lacerations and bruises are not too uncommon a sight," wrote a nineteenth century judge. Bucko Mates and Cruelty at Sea In court cases and early seamen's journals, there are numerous accounts of a dreaded maritime phenomenon: "bucko" mates who took delight in torturing the people who worked under them. Congress passed its first anti-flogging statute in 1850. Yet it wasn't until passage of the White Act in 1898 that an officer could be held personally liable for the physical and mental damages he inflicted on a seaman. Under American law, a captain never did have the right "to beat a man with unreasonable severity" October 1988 The Pilgrim inspired Richard Henry Dana's 1Wo Years Before the Mast. Two Years Before The Mast Publication in 1840 of Richard Henry Dana's masterpiece, Two Tuars Before the Mast, marked a pivotal moment in the seaman's struggle for equality. Before that time, most Americans had no idea of the brutal conditions which existed on board American-flag vessels. The book has lost none of its power. In the following passage, Dana describes his reaction to a flogging at sea: "Sam, by this time, was seized up, as it is called; that is placed against the shrouds, with his wrists made fast to them, his jacket off, and his back exposed. The captain stood on the break of the deck, a few feet from him, and a little raised, so as to have a good swing at him, and held in his hand the end of a thick, strong rope. The officers stood t·ound, and the crew grouped together in the waist. All these preparations made me feel sick and almost faint, angry and excited as I was. A man--a human being, made in God's likeness-fastened up and flogged like a beast! A man, too, whom I bad lived with, eaten with, and st<>0d watch with for months, and knew so well! If a thought of resistance crossed the minds of any of the men, what was to be done?...If they resist, it is mutiny; and if they succeed, and take the vessel, it is piracy. If they ever yield again, their punishment must come; and if they do not yield, what are they to be for the rest of their lives? If a sailor resists his commander, he resists the law, and piracy or submission is his only alternative. Bad as it was, they saw that it must be borne. It is what a sailor ships for. .. " and idiots" as being a special ward of the American state. In addition, a captain had access to the ship's log, where he made all the entries. Notorious Crimp System This institutionalized pattern of legal discrimination reinforced abuses that were rampant in the maritime industry. In order to be employed on a ship, a seaman had to submit to the notorious "crimp" system, where the owners of bars and rooming houses were given liens on his future earnings. The system was rigged to keep a seaman permanently in debt. The crimp often had an understanding with a captain of a ship. His rooming house or bar served as an unofficial hiring hall. The crimp system made it almost impossible for seamen to organize. In order to gain employment, a seaman had to patronize or live in one of these crimp joints. Since he often stored his goods in these places, a seaman risked losing every single material possession he owned if he lef.La vessel becaue of poor conditions. There were numerous instances of seamen being shanghaied (the term was coined in San Francisco in 1855 when seamen increasingly found themselves on runs to the Orient against their will). It was not uncommon for a crimp to get a seaman drunk to get him to sign on a vessel that was about to sail shorthanded. This was particularly common if a captain had a reputation for running a "hell-ship." Life at Sea If a seaman's life on land left much to be desired, so did conditions onboard ship. Voyages often lasted two, three years. There was a constant danger of death by drowning. There was no way of reporting unsafe conditions; no mechanism to appeal arbitrary and even dangerous conditions by one's superiors. Seamen often slept in one large forecastle. Diseases like tuberculosis often swept a ship like wildfire. Even under the best of circumstances, life at sea was claustrophobic. "Life onboard ship calls for close contact and confinement of the men with little chance, until they reach port, for recreation," wrote a nineteenth century judge. The seaman's debased existence at sea and on land was tied closely to his legal status. Before he could improve his working conditions, he had to win the fight for equality under the law. 3 �Chapter Two: Seamen's Act of 1915 Brings Freedom T here were three pivotal developments in the seaman's early fight for equality under the law. The first came in 1840 when Richard Henry Dana published his classic novel, Two Thars Before the Mast. Before that time, Americans were not aware of the abuses that existed in the maritime industry. The next important development occurred gradually over a 30-year period. It was the formation of permanent seamen's unions strong enough to protect the rights of their members. Finally, there was the rise of leaders within the ranks of the seaman's movement. The early seamen's unions were blessed with an abundance of talented and selfless people: Dan Keefe, Sigismund Danielewicz, Burnette Haskell. But it was Andrew Furuseth who gave the seaman's movement its unique voice. Seamen Get A Spokesman modes of transportation, mainly railroads. In addition, Great Britain enjoyed an overwhelming advantage because of its access to low-priced steel. Mahan Shapes the Debate; America Needs Superior Merchant Marine By the end of the nineteenth century, America's presence in the foreign trades had declined so precipitously that it was a source of great concern to military planners, most notably Admiral Alfred Mahan, who is generally considered to be one of the nation's most brilliant naval tacticians. Mahan alleged that the United States would never be a first-class power unless it developed and maintained a superior navy and merchant fleet. Throughout history, said Mahan, there had always been a close connection between a country's maritime capability and its status as a world power. His observations gave seamen a more receptive audience than they might otherwise have enjoyed when they argued for reform of the maritime industry. The formation of the International Seamen's Union in 1892 out of a group of bickering, unaffiliated unions gave the seamen's movement a veneer of unity to the outside world. More Seamen Win important, it gave them a respected Legislative Victories spokesman, Andrew Furuseth, who could represent their interests in In 1895, Congress enacted the MacWashington, D. C. Guire Act, which did away with the There has never been anyone more worst abuses of the crimp system and effective in making the public aware abolished the penalty of imprisonabout the need to reform conditions ment for seamen who had "deserted" in the maritime industry. To the outtheir vessels. This was a monumental side world, Furuseth, with his stooped step forward in the emancipation of shoulders, lined face and eloquent seamen. speech, was the living embodiment of Yet two years later, the Supreme the American sailor. Court handed down a case, Robertson He was born in 185 4 in Furuseth, v. Brown (165 US 275), which seemed Norway. Forced to leave school at an to reverse at least part of the Macearly age, he was a self-taught scholar, Guire Act. The court upheld the confluent in English, German, Dutch, viction of seamen who had "deserted" French and Norwegian. Like many the S.S. Arago on a coastwise run. other Scandinavian seamen of his era, Writing a vigorous dissent, Justice he eventually made his way to the John Harlan called the decision "Dred West Coast of the United States, sailScott II," and said that instead of ing, for the most part, on the elegant hunting runaway slaves, Americans schooners which were being rendered could now hunt runaway seamen. obsolete by new technology. Furuseth's Coast Seamen'sjournal Furuseth became secretary of the was even more concise. It said that Coast Seamen's Union in the 1887, the difference between a slave and a two years after that union was formed . seaman was about $15 a month. The Seamen's Act of 1915, known as the Magna Carta of American seamen, set minimum One of the first things he did was to By this time, Furuseth was spendsafety standards and removed many remaining legal restrictions. It was sponsored by Senator Robert La.Follette (right inset above), a long-time ally of Andrew Furuseth (left inset above). establish the Coast Seamen 's]ournal. ing a good portion of his time in The seamen's bill provided a two-watch system for the deck force and a three-watch system He understood the importance of Washington, D.C. lobbying Congress. for the engine gang, plus a maximum nine-hour working day in port. It set a more liberal communication and the power of the In 1898, Congress passed the White schedule for rations and a minimum 100 cubic feet of space per man in the forecastles. written word. Act. Amopg other things, it made Previously, each man had been allotted 72 cubic feet, which Furuseth described as "too large for a coffin, too small for a grave." Also, the law specified that bunks in forecastles could be no He had the ability to make people licensed officers liable for their acts of more than two high. sit up and listen. "Tomorrow is also a brutality. The law also decreed that 75 percent of the crew must be able to understand the comday," he said after a bitter defeat. "You mands given in the English language. It decreed that the sailor could no longer allot part of his can put me in jail," he once said, "but wages to creditors before signing a vessel. And he could no longer be imprisoned on charges Political Climate Helps of desertion if he left his ship before the end of a contracted voyage . you cannot give me narrower quarters Progressive Causes; than as a seaman I have always had . Seamen's Act of 1915 You cannot give me coarser food than Enacted I have always eaten. You cannot make me lonelier than I have always been." Meanwhile, Americans were slowly but surely expanding the rights of the working people. There was a widespread backlash against the conglomerates Maritime in Turmoil which now controlled the economic life of the nation. Furuseth came to prominence during a troubled period in the history of the Tragedies like the Triangle dress factory fire, where hundreds of innocent immaritime industry: migrants-mainly young women-were killed, created an upswell of support for Seamen and other workers were just beginning to establish permanent unions more stringent safety standards. capable of protecting their rights. The gradual transformation of businesses into A turning point in the maritime industry came in 1912 with the sinking of the corporations had created an impetus for a national labor organization. This led Titanic. The highly publicized deaths of so many prominent people made Americans to the creation of the American Federation oflabor (AFL) in 1881. aware of the perils that seamen faced on a daily basis. Furuseth (who in 1908 had been named president of the ISU) and his closest Wages for West Coast sailors were slightly higher than those of their East Coast ally in Washington, D.C., Robert Lafollette, the progressive senator from Wisconcounterparts. Still, the depressed conditions in the maritime industry created hardships for all seamen. Many of the early strikes and organizing drives called by sin, were able to capitalize on this changed public mood. In 1915, Congress the ISU and Coast Seamen's Union ended in failure. enacted the Seaman's Act of 1915, which abolished many of the remaining legal restrictions against seamen. The United States merchant marine reached its zenith in the decade before the Civil War. With its beautifully designed schooner ships, it was on the cutting edge Woodrow Wilson signed the bill into law. His motives were not entirely altruistic. World War I had created an insatiable demand for America's neutral shipping. of modern technology. Yet this was to change. The Civil War and the switch to steamships ushered in While Wilson intended to keep this nation out of the war, he felt that this nation a dark era for American shipping. This decline was accentuated by America's needed a reliable source of sealift just in case. In 1917 America was dragged into preoccupation with its vast internal markets and by the growth of alternative the conflict. American seamen were the first to die for their country: 4 ·. SIU Fiftieth Anniversary �Important Dates In Maritime Labor 1803: The seamen of New York go on strike and win a $7 increase from their base pay of $10 a month . 18 37: Seamen in Boston go on strike. 185 4: The first union of marine engineers is formed on the Great Lakes. It quickly fades but is revived in 1863 and 1875 to become the National Marine Engineers Beneficial Association. 1863: Seamen on the Great Lakes form the Seamen's Benevolent Union of Chicago. It does not engage in collective bargaining, but concentrates on taking care of the sick and indigent. 1866: The Seamen's Friendly Union Society is formed in San Francisco. It elects Alfred Enquist as president and George McAlpine as secretary. It doesn't last very long. 1875.: The National Marine Engineers Beneficial Association is formed . 1877: Longshoremen on the Great lakes organize. 1878: The Seamen's Benevolent Union of Chicago is revived under the name Lakes Seamen Benevolent Association. Dan Keefe heads this organization, which tries to engage in collective bargaining. 1878: The Seamen's Protective Union in San Francisco is formed . It boasts 800 members but doesn 't last long. 1883: The Marine Firemen 's Union is formed . 1885: A group of disaffected seamen meet on the Folsom Street wharfand form the Coast Seamen's Union. Billy Thompson is elected president. 1886: The Steamship Sailors Protective Association is formed. 1887: Andrew Furuseth is elected secretary of the Coast Seamen's Union. He stares printing the Coast Seamen's journal, a union publication. 1891: The Coast Seamen's Union and the Steamship Sailors Protective Association merge, creating the Sailors Union of the Pacific. 1892: The National Longshoremen's Association is formed in Detroit. This eventually becomes the International Longsh~~emen's ~sociation in 1895. 1892: A convention of seamen is held in Chicago, with delegates from the various unions now organized on the West Coast, the Great Lakes and the Gulf of Mexico in attendance. East Coast unions are too poor to send delegates. The convention gives birth to the National Seamen 's Union, which is later rechristened the International Seamen's Union . Charles Hagen is the first president; Thomas Elderkin is the first secretary and James Mclaren is the first national organizer. 1908: Andrew Furuseth is elected president of the ISU. 1915: Congress enacts the Seamen's Act of 1915, which abolishes most remaining legal restrictions against seamen. 1919: The Industrial Workers of the World (IWW) establishes the Marine Transport Wbrkers Union No. 510. 1921: The ISU, which now boasts a membership of 115,000 seamen , is dealt a near-fatal blow during an ill.fated industry-wide strike. 1928: The Marine Workers Progressive League, a communist-dominated organization, is formed . It later becomes the Marine Workers' League (MWL) and then the Marine Workers Industrial Union. 1929: The membership of the ISU now stan ds at 3,000. 1934: The West Coast Strike of 1934 reinvigorates maritime labor. 1937: The National Mariti me Union is formed . The ISU is forced to disband . A tern porary AFL seamen's union is established on the East and Gulf coasts. Robert Chapdelaine is acting chairman. John "Whitey" Hawk heads up the Atlantic region; Matthew Bi~ is in charge of the Gulf Coast. 1938: The American Federation of Labor presents SUP head Harry Lundeberg with a charter to form a new international seamen's union, to be composed of autonomous affiliates. Matthew " Duke" Dushane is named acting chairman of the A&G District. Morris Weisberger, a top Lundeberg aide, takes a month's leave to go to New York to help set up operations for the new union. 1948: The SIU of Canada is established. Within three years, its membership grows from 200 to more than 6,000. 1949: The Brotherhood of Marine Engineers (BME) , a forerunner of District 2-MEBA, is formed . 1951: The American Federation of Labor presents a charter to the Marine Cooks & Stewards, AFL. Chapter Three: Maritime Enters Dark Age T he period between 1916 and 1934 is routinely described in the history books as the "Dark Ages of the maritime industry." The era started out on a promising note. Congress had just enacted the Seamen's Act of 1915; World War I made it possible for seamen to dramatically improve their wages and working conditions. Maritime's lobbying machine in Washington, D.C. remained effective. In 1920, Congress passed a piece of legislation, the Merchant Marine Act of 1920, which established the Federal Maritime Commission and strengthened existing restrictions against foreign participation in the domestic trades. This bill became known as the Jones Act. Had it not been enacted into law, there might not be an Americanflag merchant marine today. In 1919, the International Labor Organization was created as part of the Versailles Peace Treaty. This gave seamen and other groups of workers an international forum to improve worldwide conditions. Red Scare Sweeps Country Seamen were able to win impressive increases during a strike in 1919. Yet there was an ugly new mood in this country which would have important ramifications for all workers. The Bolshevik Revolution in Russia in 1917 had created a serious backlash amongAmerican voters. America was now gripped with a "red scare." For the moment, strikes and other legitimate forms of job action smacked of revolution in the minds of average Americans. Many of the gains that workers had made during the previous 20 years were now in jeopardy. An example of this was the ill-fated Maritime Strike of 1921. An Ill-fated Strike Breaks the ISU By now, demand for American shipping had decreased substantially from its peak in World War I. This gave the shipowners the upper hand. Even though the owners were forced to capitulate in the Strike of 1919, the general trend was on their side. They prepared diligently for the next round. When the next set of contract negotiations came around, they played hardball. After an all-ports strike was called by the ISU on May 1, 1921, the shipowners set up their own hiring halls. The strike was broken and the ability of the ISU to act as an effective bargaining agent for seamen was destroyed. While ISU President Andrew Furuseth retained the overwhelming respect of American seamen, he became increasingly removed from the day-to-day operations of his union. The numbers tell the story. In 1921, the ISU had a war-inflated membership of 115,000 seamen. By 1929 there were fewer than 3,000. Shipping companies like the International Pacific Marine Co. set up their own hiring halls after the ill-fated 1921 Maritime Strike. The IWW made great strides among disaffected seamen. The Growth of Rad ical Organizations On th e Waterfront During the 1920s, radical groups like the Industrial Workers of the World (IWW) and the communistdominated Marine Workers Industrial Union tried to make inroads among the rank and file, who suffered terribly during this period. Indeed, during the '20s and early '30s, "the ISU's major adversary... was not the shipowner, but the IWw," wrote Philip Ross, labor historian at Cornell University. "The Wobblies made no bones about where they stood," wrote Ross. " (Their mono was that) the employer class is a class of social bloodsuckers ... (They felt there was) no such thing as a good boss or a bad wage earner." " The overriding precept of the IWw," said Ross, "was the necessity for workers led by their unions to respect all picket lines, a principle which led to the condemnation of all bargaining contracts. War with the AFL unions was inevitable since the essence of American unionism was the getting and preserving of gains in such bargaining agreements whose quid pro quo for the employer was a no strike clause. ''As a group consisting largely of nomadic single men whose working life offered them much opportunityto read, reflect and argue, many seamen were attracted to IWW ideology with its emphasis on worker solidarity and the spirit of an injury to one is an injury to all . In particular, seamen were tempted by the advantages of industrial unionism despite the fact their unions from their origin were organized on a craft basis." Despite their strong pro-worker stance, the Wobblies did not pose much of a threat to the ISU. Their innate distrust of any kind of bureaucratic structure made it impossible for them to build a union capable of organizing on a mass scale. -continued next page _October 1988 5 �AFL President William Green issued a charter to the SIU. John L. Lewis changed the face of the labor movement. FDR pledged a New Deal for Americans. He revitalized the American-flag merchant marine. The First American-Owned, Panamanian-Registered Vessels Seamen were not the only group of workers to be hurt during this period. Most industrial workers suffered reductions in living standards. Still, some groups, especially those in the skilled trades, actually prospered during this period. Conditions for seamen were exacerbated by the decline of the maritime industry. Still, things could have been much worse . In 1917, American companies made use of a lax registry system in Panama to evade the modest provisions of the Seamen's Act of 1915 . But while the Harding, Coolidge and Hoover administrations could not reverse the decline of the American-flag merchant marine, they did nothing to encourage the mass exodus of American shipping companies overseas. In part, this was because of the bad reputation of Panamanian-registered vessels. In this era of Prohibition, they were linked in the public 's mind with "rumrunning'' expeditions. The Great Depression For many Americans, the 1920s were a period of great prosperity. Yet the glittering boom was built on a shaky foundation . Much of the nation's new-found wealth was not real : it existed only on paper. It was fueled by speculation and easy credit. The whole system came crashing down on October29, 1929, "Black Tuesday," when the value of all stocks traded on the New York Stock Exchange fell almost by 20 percent in one day. This ushered in one of the darkest periods in American history, the Great Depression. During the next three years, the total net worth of the United States fell by one-half, from $82 billion to $40 billion. Despair and poverty gripped the nation. Wages plummeted; unemployment soared. America's industrial machine ground to a virtual halt. The Great Depression was not just confined to the United States. There were severe political and social dislocations in every part of the globe. War clouds gathered over Europe and Asia. Democracy and freedom were on the run. Yet in one important respect, it was an era of hope. During the darkest days of the Great Depression, the American people voted overwhelmingly for New York Governor Franklin Delano Roosevelt. In his acceptance speech on January 20,. 1933, he made the following promise: "I pledge you ; I pledge myself, a new deal for the American people." The 1929 Stock Market Crash ushered in the Great Depression. Despair gripped the nation. The 1917 Russian Revolution sent shockwaves through the nation. Strikes became suspect. The New Deal ushered in an era of hope for Americans. Workers' rights were expanded. 6 SIU Fiftieth Anniversary �Chapter Four: The Seaman's Movement Is Reborn pon taking office, Franklin Delano Roosevelt immediarely began laying the foundation for a national recovery. He introduced legislarion aimed at improving the living standards of all Americans and providing the ten million people without jobs wirh temporary relief Within two years, he had passed the Social Security Act, the Civilian Construction Corps, the Work Progress Administration, the National Industrial Recovery Act and a host of other legislation. Having served as assistant secretary of the Navy during World War I, Roosevelt had a keen interest in the maritime industry. Alarmed by rhe decline in the American-flag merchant marine, he persuaded Congress to enact the Merchant Marine Act of 1936. This historic piece of legislation established a system of subsidies which reversed the decline of the American-flag merchant marine and enabled this country to enhance its badly-deteriorated sealift capability. He also signed into law the Wagner Act of 1935, which made it possible for unions to organize workers on a scale never before imagined. Indusrry by industry, workers flocked to organized labor. Yet this period was not without its difficulties. U Split in Organized Labor In 1935, organized labor splir into two hostile camps: the American Federation of Labor and the Committee of Industrial Organizations (later named the Congress of Industrial Organizations). The CIO was founded by Mineworkers PresidentJohn L. Lewis, who believed that organized labor had to embrace industrial trade unionism. Yet only 16 of the 109 unions which were affiliated with the AFL were industrial unions; the rest were craft unions which represented one type of worker (plumber; cigarmaker). When the AFL voted against organizing workers on an industrial basis in October 1935, Lewis resigned from the AFL executive board and formed the Committee of Industrial Organizations. This split had important consequences for organized labor. For one thing, it was a leading ca use for the establishment of the SIU. "I am convinced,'' said George Meany, who took over from Green in 1952, "that these differences of opinions that caused the split could have been worked out within the framework of the American Federation of Labor. There was no need for a split." Yet according to Meany, there was a bright side to this development. "The fact that the CIO was set up had a tremendous effect on industrial workers. When this split came, the old AFL conservatives were under attack, and they got off their butts and went to work." cargo through the picket lines on Pier 38 on the Embarcadero in San Francisco. On July 3, more than 5,000 seamen, longshoremen and other workers watched as a convoy of loaded trucks tried to make their way through the picket ines on Pier 38. All hell broke loose. OnJuly 5, the banle began again. This day became known to future generations of seamen as "Bloody Thursday." According to SIU historian John Bunker, ''pickets set cars on fire, hundreds of policemen charged the mass pickets, and a full-scale engagement began, with bricks and bullets, clubs and tear gas on nearby Rincon Hill, a knoll along the waterfront ... 1\vo picketers were killed; scores wounded." On July 16, a full-scale general strike was called. "This ... paralyzed the city. Nothing moved. Stores closed. Only a few restaurants were permitted to open. Business life came to a standstill," wrote Bunker. The strike was called off on July 19 when the Joint Strike Committee representing 120 striking unions agreed to put all demands to arbitration. Maritime workers made substantial gains. Historian William Cahn said that "the West Coast maritime strike was a harbinger of things to come in other industries: steel, auto, rubber. It set an example of union solidarity.. . that proved unbeatable." Seamen were among the first group of workers to respond to the changed political conditions brought about by the Great Depression (bottom photo). In 1934, they rose up en masse to support striking longshoremen on the West Coast. The authorities responded with police barricades to keep seamen from their ships (top photo). Even though they were clubbed and jailed (inset), their resolve was strengthened (middJe photo). 1\vo seamen, Howard Sperry and Nick Bordoise, died in what future generations of seamen have called "Bloody Thursday." This marked the resurgence of the seamen's movement, which had been in a state of decline since the ill-fated strike of 1921. Bloody Thursday Seamen were among the first group of workers to respond to the changed political situation in this country brought about by the Great Depression. On the West Coast, they rose up en masse to support striking longshoremen, who were seeking an increase in their pal try S10 a week salary. The strike began on May 9, 1934. Within days, shipping in San Francisco and other West Coast ports was at a standstill. The shipowners and port officials were determined to break the strike. They decided to run October 1988 7 �Chapter Five: The SIU Is Born Out of the Ashes of ISU T he revival of union fervor on the waterfront spelled trouble for the International Seamen's Union. Its leadership was weak and divided. The organization had ceased to have any credibility with seamen. The day-to-day operations of the ISU had passed from Furuseth to Victor Olander, Dave Grange, Paul Scharrenberg and a number of other officials. These officials were not exactly what one would call militant: they had to be coerced into supporting the longshoremen during the 1934 strike. Many, including Furuseth, favored government hiring halls. In 1934 Harry Bridges, president of the Pacific District of the International Longshoremen'sAssociation, formed the Maritime Federation of the Pacific. The new federation sought to provide a forum for maritime unions to discuss issues of common interest. The leaders of the International Seamen's Union strongly opposed this organization. But the MFP had attracted a great deal of support during the 1934 strike. Its militant stand during that period contrasted sharply with the one taken by the ISU. As a result, the ISU leaders suffered a serious blow to their prestige. By 1935 discontent within the ranks of the ISU had become rampant. Dissidents within the union started printing a newsletter which later became the official organ of the NMU. The headline on the first issue became a rallying cry for CIO seamen: "It's time to go I heard them say, I heard them say it's time to go." The leadership of the ISU found itself increasingly isolated. In 1936, they pushed through a constitutional amendment which permitted the revocation of an afftliate's charter at any time and for any reason. Afraid of the growing popularity and militancy of SUP head Harry Lundeberg, they revoked the charter of the Sailors Union of the Pacific. Sailortown during the 1936 strike. The strike marked the beginning of the end of the ISU. Harry Lundeberg's militant stand in favor of the hiring ball attracted widespread support. 1936 Strike Breaks Out The beginning of the end for the ISU started in 1936 when a West Coast strike broke out. ISU officials resisted calling a sympathy strike on the East Coast. For the few remaining faithful, this proved to be the last straw. Bridges tried to fill in the vacuum on the West Coast, but he had little luck. Longshoremen and seamen had historically been at odds out there, and besides, Bridges' well-known left-wing sympathies were out of sync with the political mood of most West Coast sailors. The ISU attempted to establish an alternative West Coast sailors union, but it attracted virtually no support. West Coast sailors remained overwhelmingly loyal to the SUP. On the East Coast, the situation was fragmented. There was no strong, autonomous seamen's union capable of providing leadership. NMUFormed A sitdown strike on the S.S. California in March 1936 thrust Joe Curran, an unknown bosun, into the national limelight. He soon formed a close alliance with Bridges and other CIO officials. A new union, the National Maritime Union, was formed in May 1937. Within a year, the NMU was able to pick up a majority of the contracts of the old ISU. "Curran was aggressive, articulate and ambitious and the times suited him well," wrote SIU historian John Bunker. "It was evident, judging by those who surrounded and supported him, that Curran was willing to front for the strong cadre ofleft-wingers in the new union." Large numbers of East Coast seamen refused to join the NMU. Many felt that the NMU was dominated by left-wing elements; others remained Joyal to Andrew Furuseth and the AFL and blamed the ISU's decline on Victor Olander, Dave Grange and Paul Scharrenberg. The NMU applied for membership in the newly-formed CIO. This prompted the AFL, which was in a life-and-death struggle with the CIO, to respond. "By 193 7 the dispute with the CIO really got hot; (in May) there was a closed convention of the AFL in Cincinnati, with no press and no outsiders," recalled George Meany in a taped interview with Archie Robinson. "It was at this point that the AFL really started to move; all the AFL unions started to organize." Fearing that the AFL might be shut out of the waterfront, AFL President William Green requested the resignation of the ISU's top leadership. A temporary charter was issued in August 1937. Green, ILA President Joe Ryan and AFL organizer Holt Ross were named to the executive committee. In December 1937, a new committee, headed by Harry Lundeberg, was put together. Robert Chapdelaine was named temporary head of the new union. On October 15, 1938, at its convention in Houston, Texas, the AFL presented SUP head Harry Lundeberg with a charter to form a new international seamen's union. Morris Weisberger, a top Lundeberg aide, took a month's leave to go to New York and help set up operations for an autonomous affiliate, the Atlantic and Gulf District. A skeletal structure was already in place. Matthew "Duke" Dushane was acting chairman of the new A&G District. John "Whitey" Hawk was in charge of the Atlantic region; Matthew Biggs headed up the Gulf Coast. At first, there was little interaction between the two regions. Members shipped out on either a Gulf or an Atlantic Coast book. That wouldn't change for a number of years. From the beginning, the Atlantic and Gulf District of the SIUNA was known simply as the SIU. 8 An AFL hiring hall during the 1936 strike. The white caps symbolized support for Lundeberg. SIU Fiftieth Anniversary �Chapter Six: SIU Lays Strong Foundation for Future T he SIU did not have an easy birth. The new union had 500 members, few resources and only nine contracted companies. "In the beginning," said Ted Babkowski, book number B-1 and a charter member of the union, ''there was virtually nothing.'' "I started shipping in Baltimore," said Babkowski. "The first union hall was on Pratt Street. We had one desk. One bench. No money. "Bill McKay was the port agent there. We had to move be~ause the rent was $7 and we couldn't make it." The SIU Has a Tough Go The NMU, by contrast, had organized a majority of the companies under contract with the ISU. By 1939, it claimed a membership of 35,000. "We had a tough go," said charter member LS. Johnny Johnston. "The NMU was breathing down our neck, making it hard for any seaman not belonging to their union. You could look for a dumping if caught by their beef squad leaving or returning to your ship. "It was hard, and as I look back today I wonder what kept the men fighting when it was so easy just to walk into any NMU hall, throw your ISU book on the counter and get an NMU work permit." Still, the nucleus for a new union was there. "The AFL was able to hold onto Delta and Waterman Steamship and a number of other companies," said Johnston. There was an intense rivalry between AFL and CIO unions. The split between the two organizations was a leading cause for the formation of the A&G District of the SIUNA. The union hall at 51 Beaver Street in N.Y. was like a second home to many Seafarers. SIU members welcome a friend back from a dangerous run during World \v.lr II. Battle With CIO Heats Up The SIU, like all other unions during this period, was preoccupied withJohn L. Lewis's decision to break away from the AFL and form the CIO. Dual unionism, as it was called, was the single overriding reality for all trade unionists until 195 5. That was the year that George Meany engineered an historic merger between the two national organizations. In order to remain a viable force on the waterfront, the AFL needed to re-establish itself on the Atlantic and Gulf Coasts. It already had a solid base on the West Coast with the SUP. Early editions of the Seafarers LOG devoted a lot of space to the rivalry between the two national organizations. There was a constant barrage of unflattering stories aboutJohn L. Lewis, Joe Curran, Harry Bridges and other leading CIO figures. Needless to say, there was no love lost on either side, and the compliments were returned in style. The Hunter and the Dog The SIUNA held its first convention in San Francisco, Calif. in 1942. Great progress had been made since the union's inception in 1938. World War II had created many new jobs. Seafarers writing home from the union hall at 51 Beaver Street just before the war's end. In his later years, when asked to put the split into perspective, Meany would say that the CIO had made several important contributions to the labor movement. He felt that the CIO had forced the AFL unions to "get off their butts and organize new members." In addition, he lauded the CIO's commitment to political action and racial equality. Yet he and many other AFL leaders had one overriding problem with the CIO which they were never able to reconcile. "Lewis brought in all the hot-shots, the radicals and the Communists that were in other unions . They all flocked to Lewis and he took them all in. They were outstanding organizers; they could get people to join. They were not very good at conducting the affairs of the union. " When (Ladies Garment Workers President David) Du bi~sky would argue with Lewis about using Communists as organizers, he said to Dubinsky, 'Well, who gets the bird-the hunter or the dog?' In other words, the communist organizer was the dog and Lewis was the hunter." Lundeberg and Curran In a sense, the differences between SIUNA President Harry Lundeberg and NMU President Joe Curran mirrored those of William Green and John L. Lewis, the heads of their respective national organizations, the AFL and the CIO. In taped conversations with Archie Robinson towards the end of his life, George Meany pretty much summed up the AFL position on this issue. He differentiated between a member's individual beliefs and the wisdom of allowing the entire administration of a union to fall under the control of non-democratic forces. Meany's views were shaped by the times. He and other AFL leaders had witnessed from a distance the rise of Fascism in Germany. They had seen trade unionists and others put to death for their commitment to democratic principles. This was not just a theoretical issue to them. "In the final analysis," said Meany, "no matter what type of dictator takes over a country, the first thing he does is destroy worker freedom. If he's going to dictate, he has to have control of the workers. That's the reason every dictatorwhether military, right wing or left wing-begins by wiping out the freedom of workers. They wipe out free trade unions. "The Communist Soviet philosophy back in those days was to try to bore into the American industrial scheme and they looked upon communication and transportation as being very important. -continued next page October 1988 9 �"They would have liked to get control of the radio system-anything to do with communications. They would have liked to get control of trucking if they could; city transportation was very important to chem. "They did get control of radio operators on ships that union became strictly under the control of the Communists. They had control of certain shipping; they had control of the National Maritime Union." SIU Members Help Fuel the War Effort Communist Presence in the NMU The Communist Party has never played a prominent role in American political life. After the McCarthy era, its influence became negligible. But during the Great Depression and World War II, it achieved a certain respectability which it sought to convert into power. For a while, it exerted a considerable influence in a number of CIO unions, one of which was the NMU. ''The NMU was the crown jewel of the Communist Party,'' wrote Philip Ross in his history of the SIU. Five out of six members of the NMU's executive council were members of the Communist Party. The only one who wasn't was NMU President Joe Curran, and he flared AFL resentments by marching in the 1936 May Day parade. "The Party had become the vehicle for the young man of conventional ambitions, f• wrote Murray Kempton, one of this nation's most respected journalists, in his classic book on the era, Part Of Our Time. "The Communists made the decisions and assigned the offices. Membership in the waterfront section of the party had become more necessary for the careerist in the NMU than the Rotary Club ever hoped to be in more ordinary societies." The NMU Pilot had a communist editor, and it pretty much followed the Party line. After Hitler and Stalin signed a non-aggression treaty, the Pi,/ot was strongly in favor of the United States remaining neutral. Yet the week after the Germans invaded the Soviet Union, the Pilot strongly urged the United States to enter the war on the side of the Allies. Wobs Played a Role A good many of the early members of the SIU were former Wobblies who staunchly opposed what they perceived was the communist domination of theNMU. "As individuals," wrote Ross, "many Wobbly members played important roles during the stirring organizing years of the middle and later 1930s. By and large, Wobs were to be found closely allied with Harry Lundeberg in his battles with the Communist demand for its services. World War II transformed the American merchant marine into the largest in the world and defined a whole generation of seamen. World War II created so many new jobs for American seamen that the SIU was forced to move out of its cramped quarters at 2 Stone Street into a new union hall at 51 Beaver Street. In the beginning, there weren't enough seamen or ships to carry on the war effort. Once again, America had been caught short. The federal government ran advertising campaigns trying to persuade seamen to enlist. Shipyards were on an all-out schedule to meet the unexpected demand for vessels. "I remember seeing a government poster for the American-flag merchant marine," said Jim McCue, a former member of the SIU. "I decided that this would be a good way to help my country." Some seamen, determined to serve their country, joined the merchant marine because they couldn't pass the physical for the armed services. "They wouldn't take me," said SIU Vice President Red Campbell, "so I joined the merchant marine. For a while, I was the only male between the ages of 16 and 60 on my block." "With the outbreak of war," wrote columnist James J. Kilpatrick, "merchant seamen received additional military training. Shipping articles were changed so that seamen could be ordered to such ports and places in any part of the world as may be ordered by the U.S. government. A War Shipping Administration took over the merchant ships for service consistent with strategic military requirements." Seamen suffered the second highest casualty rate of the war. President Roosevelt talked about extending G. I. benefits to seamen, but he died before he could take action on that issue. Still, seamen had at least the satisfaction of knowing they had served their country. And it made for some truly wonderful sea stories. Torpedoed Seven Times Asst. Sec.-Treas.J.P. Shuler handles this member's beef. Party.'' "There were ships sailing SIU during the war, "wrote Ross, "which were crewed from master down to ordinary seamen, top to bottom, with only Wobs." The new union organized companies like calmar. SUP Gave A Helping Hand For the first few months of its existence, the SIU was little more than a shell organization. Until 1940, the union was run by SUP organizers. But the stated goal of Harry Lundeberg was to enable the A&G District to become a fully autonomous member of the SIUNA. Right before the first election, the SUP organizers returned to the West Coast. Speaking about this at the first SIUNA convention in 1942, john Hawk, the first popularly-elected secretary-treasurer of the SIU, had this to say: "The SUP men when they came east had promised the seamen that the SUP was not moving in to control the new organization, but only to give it fraternal support until it got off its feet. Now that the District was obviously on a sound organizational basis, the SUP brothers wisely decided to tum the leadership over to the men elected from the rank and file." Security In Unity; Brotherhood of the Sea Helping to build up the A&G District was consistent with Lundeberg's philosophy of trade unionism. He believed that affiliates of an international should be free to run their own affairs, but that they should band together on larger issues. Above all, Lundeberg believed that the various affiliates had an obligation to support one another. Simply put, he believed in the two mottos of the SIUBrotherhood of the Sea and Security In Unity. Organizing Drives The new union won a number of important organizing drives and strikes against Alcoa, P&O, Calmar, Ore, Robin, Bull Line, Eastern Steam Ship and other companies. But more than anything, the outbreak of World War II turned the new union into a viable organization. In a sense, it was a repeat of what happened during World War I. America was once again the world's largest neutral shipper, and there was an explosive 10 "One of our members, Bobby Burton, set a record for being onboard seven vessels hit by German torpedoes and still surviving," said SIU Secretary Joe DiGiorgio. "He became something of a celebrity among seamen. I remember going onboard a ship and seeing him. I got right off. Damned if the vessel wasn't torpedoed." "They wouldn't let us use electric razors onboard ship because they thought that we might send signals to the Germans with them,'' said Red Campbell. "We had to go to bed with our clothes on in case we got hit by German torpedoes. When that happened, every second counted." Liberty Ships and Hog Islanders In the early days of the war, the United States was lucky to have a supply of Hog Islanders left over from World War I. The Hogs, named after the shipyard just outside Philadephia, Pa. where they had been built, were the first -"els mass-produced ~n American shipyards. They were the inspiration for a w!£ new generation of World War II vessels, the Liberty vessels, which Presi<lcnt Roosevelt dubbed the "ugly ducklings" of the American-flag fleet. American seamen developed a strong attachment to these old ships . They may not have been the most beautiful vessels, but they were sturdy and dependable. T SIU Wins War Bonus Benefits Throughout the war, the SIU attracted growing attention because of its tough stands. It was able to win impressive wage increases for its members, and took the lead in fighting for War Bonus benefits. In 1939, SIU crews started walking off ships to gain this important benefit for its members. The United States was neutral, but American ships were still at risk. In September 1941, before America was engaged in the war, it tied up 20 ships on this issue. Roosevelt stepped in and said that "the ships must sail or else." Hearings were held in Washington , D .C. before the newly-created National Defense Mediation Board (NDMB) to resolve the dispute. The NDMB granted an immediate increase in war bonuses for unlicensed seamen. By the end of World War II, the SIU had established itself as a presence on the Atlantic and Gulf Coasts. Speaking about these early days, Ted Babkowski had this to say, "Help from the SUP was critical. Then World War II came along and created a lot of jobs for us. "Afterwards, Paul Hall took over as director of organizing. He signed up Isthmian and Cities Service and turned the SIU into the most powerful union on the waterfront." SIU ·Fiftieth Anniversary �Chapter Seven: The SIU Fights For Democracy In WWII The SIU bad barely been formed when World War II erupted. SIU seamen played a pivotal role In that war, carrying troops and ammunition overseas. John Bunker, former bead of tbe union's historical research department, wrote the following article on tbat Important period In our nation's history. It appeared In tbe LOO as part of 26-part series on the b'lstory of the union (check Individual issues from 1980-1982). Bunker, a former reporter for The Chris · n Sc ence Monitor, started writing/or the SIU In the 1940s. He Is best known to SIU members/or The SIU at War, a pamphlet be wroti during World W4 II wblcb chronicled tbe heroic efforts of SIU members. M embers of the Seafarers International Union were on the front lines of batdeath. The Alcoa Pilgrim, loaded deep with 9,500 tons of bauxite for Mobile, tle in World War II. They carried guns, planes, gas and "ammo" to a dozen caught a "tin fish" and went down in 90 seconds with heavy loss of life. SIU men made the hazardous run to Russia, including the famous convoys of beachheads and to supply ports and island bases all over the world from the Aleutians to Algiers. July and September 1942, which were hit by subs and bombers and lost many ships in those cold, Arctic waters. SIU Even before the United States had crews made all the hazardous war officially entered the war against Gerruns---all the bloody beachheads. Unmany, Italy and Japan, SIU sailors sung "heroes," in a way, were the knew what it was like to be torcrews who spent months on tedious pedoed and put adrift in open boats trips to supply bases behind the tides hundreds of miles from the nearest land. of the battle. On May 21, 1941, long before Pearl Harbor, a submarine stopped the unInvasion of Normandy armed S.S. Robin Moor of the Robin There wasn't a beachhead from Line on route from New York to Anzio to the Philippines; from NorSouth Africa. Captain William Myers mandy to Okinawa, where SIU crews was given 20 minutes to abandon were not in the forefront of war. They ship, after which the U-boat's gunners took part in the longest battle of the put 33 shells into the freighter and war too--the fight to keep England sank her. After the sub disappeared, supplied with food, gas, guns and the 45 survivors struck out for land in other war supplies. four boats. Fortunately, all four were Thousands of SIU seamen took picked up but not until the fourth part in the greatest resupply in the boat had traversed 700 miles of open ocean. history of the war---the invasion of the When the first survivors were French coast in June of 1944. larided and news of the sinking stirred They had an important role in the nation, President Roosevelt sent a landing the 2,500,000 troops, the 17 special message to Congress in which million tons of ammunition and suphe said that American ships would not plies and the half million trucks and be intimidated. "We are not yielding," tanks that were put ashore there in he said, "and we do not propose to Survivors of tbe Robin Moor, the first American-flag vessel to be hit during World War II. the first 109 days after D-Day. yield." There were myriad tales of heroism as SIU ships steamed their embattled Government recruiting posters promoted American seamen suffered the second highemployment onboard American vessels. est casualty rate of World War II. way across sub-infested seas. German U-Boats Take the case of the S.S. Angelina Prowl Seas of the Bull Line. This SIU freighter When German U-boats brought the was westbound in October of 1942 war to the very coasts of the United across the North Atlantic where it beStates early in 1942, SIU seamen were came separated from the rest of its among the first to feel the brunt of it. convoy in a violent storm. Wind The City of Atlanta was northdriven waves over 30 feet high conbound off Cape Hatteras on January tinuously wracked the ship. Just before midnight on the 17th, a Ger19, 1942, when it was torpedoed by a German submarine. The ship sank so man torpedo exploded in the engine fast that there was no time for the room, killing the black gang and crew to launch the lifeboats. Only flooding the engine spaces. three men survived; 39 were lost. The Only one boat could be laur.lched three survivors were rescued by the and, being overloaded with crewmen SIU-contracted S.S. Seatrain Texas. and Navy armed guard gunners, it was Less than a week after this, the SIUsoon capsize_~ in tremendous seas. manned S.S. Venore, an ore carrier, Some managed to hold on to the grab rails on the bottom of the boat, but was torpedoed off Cape Hatteras with one by one they were swept away by the loss of 18 men. Following quickly New Yorkers thronged Times Square to celebrate VE Day. World War II was nearly over. the numbing cold and the battering in the wake of this sinking were a waves, until only a few remained. long list of SIU ships, all of them unThese would have died, too, were armed and unescorted. it not for the heroic efforts of the There were the Robin Hood, the ship's carpenter, Gustave Alm. It was Alcoa Guide, Pipestone Country, the Alm who urged the weary desperate Major Wheeler, the Mary, and many men to "hang on ... hang on." When more as U-boats enjoyed a field day one of them would drop away from along the Atlantic Coast, in the Gulf of exhaustion, he would bring him back Mexico and in the Caribbean. and help to hold him on until he Two boats from the Pipestone revived. When someone said, "I've Country were adrift for 16 days before had enough," and wanted to die, Alm being picked up. The Major Wheeler would slap him on the face and yell, completely disappeared. The Robert "Keep on ... keep on." E Lee, a passenger ship, was sunk alWhen a destroyer finally found most inside the Mississippi Delta. them many hours later, it was Alm who grabbed the lines thrown from No SIU Ship Held Up the warship's deck and made them fast around his exhausted comDespite this havoc, no SIU ship was panions so they could be hoisted onheld up for lack of a crew. Many crews board. Alm was the last to be saved. steamed out to meet almost certain SIU Fiftieth Anniversary 11 �----------------~---------------------------The hiring hall was threatened by the Taft-Hartley Act. An FOC hiring hall. -- ---- Unlike the U.S. fleet, Soviet shipping experienced a rapid expansion after World War II. Chapter Eight: SIU Faces Ominous Post-War Trends F or most Americans, the post-war era loomed large with possibilities. The United States was now the most powerful nation in the world. In 1945, it accounted for half of the world's industrial output. Seamen, however, were not so lucky. They could no longer take their job security for granted. Hundreds ofAmerican-flag vessels were laid up when World War II ended. Moreover, seamen were not eligible for the same kind of education and job retraining benefits that enabled millions of veterans to enter the middle class. A seaman who had served his country in World War II-who had been onboard a vessel that was torpedoed by a German U-boat and survived the chilly waters of the North Atlantic-<:ould not apply for a G.I. loan for his college education. He was ineligible for low-cost mortgages. And yet only the Marines had suffered a higher fatality rate during the war. Despite these and other disturbing developments, the se~man's life had changed dramatically from the dark days of the mid '30s. As a result of gains won by seamen's unions in collective bargaining negotiations, members of the SIU and other maritime unions were beginning to achieve a standard of living comparable to their counterparts on shore. Under it, the companies promised to make their vessels available in case of any international emergency. The nations under whose registries they reflagged agreed to that condition. The rationale for this was that American shipping companies could no longer compete against the merchant fleets of other nations-merchant fleets that the American government had rebuilt from scratch with enactment of the Ship Sales Act of 1946! The EUSC Doctrine was supposed to be a way to balance the nation's security needs with the economic needs of the owners. Yet, as Irwin Heine, a former official in the Maritime Administration, has noted, "the fact that (EUSC) registries play an important role in U.S. mobilization planning is based upon agreements, not treaties, with Panama, Honduras and Liberia. Under international law, only the state of registry has the right to requisition and document under flag-of-convenience registries." A good many of the ships sold overseas under the Ship Sales Act found their way to these newly-formed FOC fleets. The transfer of American vessels overseas had a dynamic all its own. It began over the heated protests of American maritime unions. Once it started, it proved impossible to stop. Taft-Hartley Poses Threat to Hiring Hall Easily Exploitable Towards the end of World War II, American corporations began campaigning for a law to restrict the rights of labor unions. In 1947, after a spate of post-war strikes, Congress passed the Taft-Hartley Act. The legislation sent a shiver throughout the labor movement. For 12 years, the Wagner Act had created a favorable legal climate for unions to organize new members. Enactment of Taft-Hartley marked a major political shift. Taft-Hartley made organizing more difficult by allowing states to enact right-towork laws. It tightened restrictions against secondary boycotts and outlawed the hiring of workers through hiring halls. In order to preserve the seaman's hiring hall, SUP President Lundeberg met with Robert Taft, one of the sponsors of the legislation, to secure an exemption from the ruling. Saving the seaman's hiring hall was one of Lundeberg's most important contributions to the maritime industry, said Paul Hall, who succeeded Lundeberg as president of the SIUNA. "Taft-Hartley posed a special threat to seamen. The hiring hall had been at the heart ofall their gains." · Neither Panama nor Liberia had particularly impressive maritime ·traditions. They did, however, possess certain qualifications that made them attractive to American corporations. Both were poor and easily exploitable. Americans have always looked upon both countries as "de facto" colonies. When setting up an open registry system to evade American standards, it was not surprising that the shipping companies would have chosen these countries. A lax system of registration already existed in Panama. After World War II ended, American shipowners and former government officials met with the leaders of Liberia and drafted a Liberian registry tailored to the demands of American shipowners. Ship Sales Act and EUSC Doctrine Decimate American Fleet In a sense, the post-war maritime industry was out of sync with the rest of the country. By 1980, the wholesale transfer of American companies overseas would become a commonplace occurrence. But in 1945, the only factory that was easily transferrable overseas was an ocean-borne one, an American-flag vessel. Congress started this process by enacting the Ship Sales Act of 1946, which authorized the sale of American vessels abroad at cut-rate prices. Now that World War II was over, there was a surplus of American vessels. Policy-makers tended to equate the Ship Sales Act with the foreign aid programs like the Marshall Plan. Maritime unions felt that the program posed a serious threat to the job security of their members. Between 1946 and 1948, foreign buyers snatched up 1,159 American ships. These vessels enabled many foreign fleets to startup at rock-bottom prices. In effect, Congress had subsidized maritime's competition. Ironically, foreign competition was not the most serious threat to the job security of American seamen. It was the actions of American owners and the federal government. In 194 7, the government decided to offer War Risk Insurance to American companies which had reflagged their vessels under the registries of countries deemed "under the effective control of the United States." This later became known as the EUSC Doctrine. 12 Soviet Build-Up The post-war decline of the American fleet coincided with a build-up of the Soviet maritime industry. Starting with a few of our lend-lease vessels in World war II, the Soviets have built their fleet to more than 7,poo vessels. The decline in the American-flag merchant marine was so quick that by the beginning of the Korean War there were only 1, 700 vessels under our registry, roughly 40 percent of what we had during the height of World War II. This was just enough to meet our sealift needs during that conflict. Meanwhile, there was an explosive growth in the number of vessels registered under flags of convenience. This would have profound consequences for seamen, not just in this country but all around the globe. Seamen Were the First to be Abandoned The wholesale exodus of American shipping companies after the war was a prototype for something that would become commonplace throughout the American economy during the 1980s. Writing about the decline of the American auto industry, Pulitzer prize-winning author David Halbestram had some keen observations to make about the motives of American automobile companies in the early part of the decade. He could just as easily have been writing about the shipping industry of the late '40s. "The Japanese challenge had given many American companies an excuse to do something they had always longed to do, which was to relocate their factories in underdeveloped countries beyond the reach of American labor unions. Until then only the most labor-intensive industries, such as the garment industry, had been able to escape the nation's borders. Abandoning the American worker had been socially and politically unthinkable. But now, because of the coming of the Japanese, the tactic had become acceptable." SIU Fiftieth Anniversary �... •• ' t • I ti. • ;a ... t. I I I I .. ._ ft • I ... • ... ( t • f ••I I .. Chapter Nine: Paul Hall Takes Over the Helm of SIU P aul Hall is to the SIU what John L. Lewis was to the Mineworkers: an inspirational leader who shaped the union in his image. The SIU's rise to power during the post-war era was largely a result of his determination and foresight. After he was named director of organizing in 1945, the union began to play a leading role on the waterfront. It was Hall's leadership qualities that made the difference for the SIU. Although World War II had made it possible for the A&G District to survive and even prosper, it was not particularly well placed to assume a leadership role in the maritime industry. The membership of the NMU still outnumbered the A&G District by a large margin. It had most of the big companies and a near-lock on the lucrative passenger vessel and tanker trades. Shipping Gave Him a Break Like many other charter members of the SIU, Hall's early years were filled with poverty. His father, a railReader's Digest said Hall was "morally, inroad conductor, died when he was tellectually and physically superior." just 11 years old. He was forced to leave home at 14 years old to seek employment. He worked at numerous odd jobs, none of which paid very much. He lied about how old he was and boxed men twice his age for a quarter a fight. His brother Pete, 12, was his manager. He often told friends that his first big break came when he decided to ship out. His oldest brother, whom everyone knew as "Sailor," had been the first in the family to take the plunge. Seamen Were His Family As bad as economic conditions were in the maritime industry 60 years ago, they were infinitely better than the ones that Paul Hall had to cope with as a fatherless transient roaming a South plagued by economic collapse. He had a Southerner's sense of the extended family. When he joined the merchant marine, seamen became part of his bloodlines. Even after he became maritime's leading spokesman, every old-timer was his brother and every trainee his son. Though he was intensely proud of his Southern heritage, he was no bigot. His life had been too hard, he had seen too much, for him to look down on anyone. Moved to Integrate the SIU Immediately after he became head of the SIU in 1948, he took steps to integrate the union. Until that time black members were confined to one department. It was not a popular stand by any means, and it could have cost Hall his position. But by 1951 the process was complete: the SIU was no longer a "checkerboard union." Like the good boxer that he was, he knew how to improvise, how to learn from his competitors. The NMU's strong stand on racial equality was Isthmian was his most important campaign. October 1988 one of its most important contributions to the maritime industry. Besides, Hall's family history-his father had been a union member in a region and at a time when unions were frowned upon-had made a strong impression on him . In those pre-CIO days, the union that Hall's father belonged to, the Brotherhood of Local Engineermen, was one of the few to take an unequivocal stand in support of desegregation. While poverty and family tragedy cut short Hall's formal education, it did not cut short his life-long quest for knowledge. During World War II, he sailed as ·an oiler, even though he had received a second engineer's rating. First Union Position In 1943, he was elected to his first important union position-dispatcher in Baltimore. Speaking of Hall's first election, Ted Babkowski had this to say: ''A few of us-Red Baron, Alex Jakowski, myself-motioned Paul for the dispatcher's job in Baltimore. "It was the ideal spot. Baltimore was just about the biggest shipping port in the country. Everyone went through there. You could get to know everybody.'' Boxing Strategy Hall's campaign for dispatcher was marked by an astute sense of timing and a strong attention to detail that became his trademarks. Invariably, the one image that people use to describe Paul Hall is that of the boxer, the lonely warrior who goes one on one with his opponent. The good boxer is almost by definition a good strategist because if he isn't he has to endure immediate pain, immediate punishment. "Paul loved to talk strategy," said Bobby Pomerlane, special assistant to the SIU president. "He used to say that the one thing a boxer should have is a good left hook, because your opponent can't see it coming." The Chief Many of the officials who worked with Paul Hall called him "the Chief," though in many respects he was more like a general. He had a great fondness for Civil War history. In his later years, he would collect antique books on the strategies of Robert E. Lee. Like Lee, he stood alongside his troops on the front lines of battle. The first thing he did at the start of every campaign was to assemble a closelyknit team. He instinctively realized that every person had some skill or idea that could be utilized. More often than not, he said, it was the person everyone else overlooked who made the crucial difference. In 1943, he was virtually unknown outside a small circle of friends. Within a decade, he would be attracting nationwide attention. Writing about Hall in a widely-publicizedReader'sDigest article that appeared in 1953, labor reporter Victor Reisel made the following observations: ''Paul Hall, husky six foot secretary-treasurer of the Seafarers, stands out physically, mentally, morally and intellectually. At 39, this blondish Viking from Alabama has shown old-line unionists how to keep faith with the rank and file and at the same time roll up millions of dollars in assets ... he is one of the few honest labor leaders on the New York waterfront." The people who worked with Paul Hall called him ·;che Chief." Like the good general he was, he scood alongside his troops on the from lines. 13 �CHAPTER TEN: The SIU Becomes a Waterfront Power P aul Hall and the other officials of the SIU set the union's strategy for the post-war era at a port agent's conference in March of 1946. Isthmian and Cities Service were targeted for action. With more than 100 vessels, Isthmian was the largest American-flag steamship company. I twas a worldwide operator whose parent firm was the huge U.S. Steel Corporation. Cities Service was singled out because it had 16 tankers representing 300 potential jobs under its corporate seal. As such, it marked an inviting target for the SIU's entry into the tanker industry. The NMU had tried to organize these companies for years, with little success. Within four years, both were to sign contracts with the SIU. By organizing Isthmian and Cities Service, the SIU was able to establish itself as a power on the waterfront. "Who would ever have thought that a handful of rag-tag sailors could have taken on two of the largest conglomerates in the world and won?" said SIU Secretary Joe DiGiorgio. Both campaigns were stirring, the stuff of labor history. But neither company exists under the American-flag today, which highlights the most important lesson of both campaigns. No union can be content to rest on past victories and survive. It has to continually organiz.e new companies or else face extinction. Cities Service a Dogfight All the Way "In some ways," wrote John Bunker, former head of the SIU's Historical Research Department, "the Cities Service campaign was tougher than the Isthmian campaign that came along about the same time. The Isthmian fleet was many times larger than Cities Service and its ships were engaged in worldwide trading, which posed more challenging organizational problems . But with Cities Service, the SIU was up against an outfit that was bull-headedly anti-union and was determined to throw every roadblock and baffie that it could before signing on the dotted line. "Organizing efforts on Cities Service began in 1946 ... signing up the men on the ships was the easy part of it. The real fight came against company shenanigans. "There were no Marquis of Queensbury rules in this organizing drives. No punches were held back by either side. It was a dogfight all the way. "Cities Service had become so fearful of SIU men infiltrating its ships through its New York hiring hall that it began hiring crews from such places as the Red Lantern Cafe in Boston, the Rialto Cafe in Bayonne, Paddy Keane's gin mill in Bayonne and other such joints, where men frequently even paid to get shipped on Cities Service tankers ." And in another desperate attempt to keep SIU sympathizers out of its fleet, the company built up an elaborate spy system. Cities Service Sets Up Spy System ''A former Coast Guard officer, John Dugan, was hired to set up this spy system in an attempt to spot SIU men on the ships. One private eye hung around the Citco hiring hall in New York, fingering any SIUers who came in applying for a job. Another detective shadowed the company's own marine employment manager because higher-ups didn't trust him. They even tapped the phone in his office and his home." The company's tactics were so unorthodox that the United States Senate Committee on Labor and Public Welfare felt compelled to hold hearings into the matter. The committee, which was headed by Sen. Warren Magnuson (D-Wash.) , reached the following conclusion: "It is almost unbelievable that any union could continue in the existence of this combination of legal stalling and violent anti-union activity. Certainly a smaller, poorer and less persistent union would have been destroyed." Isthmian Was the Typical Paul Hall Campaign As colorful and exciting as the Cities Service Campaign was, Isthmian remains the prototypical "Paul Hall campaign." It was the one where Paul Hall put together his first "closely-knit team." Writing about this campaign, John Bunker noted, "New York Port Agent Paul Hall had been named ... to head up the drive. "Earl 'Bull' Shepard was in charge of the field work, assisted by Cal Tanner, Lindsey Williams, Per Lykke and Eugene Dauber. Secretary-Treasurer J.P. Shuler was also part of the team (as were LOG editor Herb Brand and Hall's administrative assistant Rose Siegel, who coordinated the voluminous flow of information). Among the others who deserved credit were organizers Johnny Arabasz, Al Kerr, E.S. Higdon, William Rentz and Charles Sterling. They worked 18-hour days, seven days a week during this vital campaign. "(But Paul Hall always said that the real heroes were the SIU seamen who) rode the Isthmian ships despite their lower wages and lack of other benefits. These men would infiltrate the Isthmian fleet as volunteer ship organizers. Gties Service hired seamen from bars and tapped phones. The sru came to the aid of striking Wall Street workers in 1948 (below and top-right). The beef made front page news. TRI The Isthmian campaign put the union on the map. The SIU beat out the NMU in signing up the largest unorganized company. 14 SIU Fiftieth Anniversary �"(One of many SIU members to come to the aid of the union) was SIU Vice PresidentAngus 'Red' Campbell, who rode Isthmian'sStee/Inventory as a volunteer organizer on a five-month trip from New York to Shanghai and back. He remembers having all of 28 hours in overtime and paying off with $750." Headquarters Turned Into a Battlefield Throughout the rest of Hall's career, education would remain a priority. He would continually improvise, moving the union's training facilities first to Mobile, then to Brooklyn and finally to Piney Point, where they remain today. Maritime Strike of 1946 Despite the drop-off in post-war shipping, the SIU was able to win important increases in contract negotiations with Waterman and Mississippi Shipping inJ uly The important thing in any campaign is to instill people with a sense of misof 1946. These gains were threatened later that year when the National Wage sion. Hall did this by putting the entire New York union hall on war footing. No Stabilization Board cut the union's wage scale down to a lower level won by the maner where you turned, you could not escape the Isthmian campaign. Writes NMU. Bunker: A general strike was called in September 19~6, "The Isthmian drive was directed from Paul which the uhion won. "This strike," said John Hall's organizational headquarters at 51 Beaver Hawk, "is being directed against the National Wage Street in New York, where the operations resembled field headquarters for a wartime military Stabilization Board and their autocratic infringement of the rights of free labor unions to bargain command. collectively with the operators for wages, hours and "Here complete reports were received daily on working conditions." the position of Isthmian ships all over the world and detailed information on those in American ports or due shortly to arrive. There was a file on MTD Established each ship, including such things as the names of key As the A&G District gathered strength, it began to men aboard and the reaction of crew members to play a more prominent role in the SIUNA's national SIU organizing; when and where the SIU literature had been placed on board; where and when the campaigns. The SIU was no longer a weak link in the AFL seamen's movement; it was a strong ally for ship had been contacted by SIU organizers ; effectiveness of the NMU competition on board; atSUP President Harry Lundeberg. In August of 1946, titudes of crewmen toward the company, and the SIU and the SUP jointly established the similar useful data. Mari time Trades Council of the American Federation of Labor. Later, under the direction of Paul Hall and " Large charts on the walls in this operations cenPete McGavin, it would develop into the powerful ter showed the status of the drive in colorful Maritime Trades Department, a constitutional graphics, so that headquarters would have a daily SIU white caps march in behalf of Detroit phone workers. department of the AFL-CIO consisting of 44 internapicture of the worldwide effort. If one port seemed tional trade unions representing 8.5 million memto be falling behind in the drive, organizers could be shifted from strong to weak points on short bers. The MTD and its numerous port councils gave the SIUNA a strong grassroots notice . The tempo of activity never slackened. The New York combat information center, as it could be called, operated 24 hours a day, with someone always on presence around the country. It played an important role in securing support for hand to take messages, give orders and make decisions. seamen in their organizing drives and legislative banles. Hall Lays a Blueprint for the Future Affiliates Established Yet the Isthmian and Cities Service campaigns were just the tip of the iceberg. During the same time, Hall was laying a blueprint for the SIU's future . In 1946, the SIU came up with its first training program. This was particularly important to Hall, who regretted that his own education had been cut short. Hall was elected to the SIU's top post, secretary-treasurer, in 1948. Building on the union's commitment to organizing, he worked with Lundeberg in chartering three new SIUNA affiliates, each of which represented an important area of growth for the union. --continued next page he ", (; fficers were refused Licensed O a secret ballot election tor heir free choice of col\ective bargain· g representative 1be New York limes praised "the white-capped Seafarers" during this 1948 rally. The ILGWU was fighting organized crime. Such an election is absolutely necessary to prevent a further insure safe efficient ferr The SIU gained attention by helping more than 100 other trade unions in the post-war years. October 1988 Paul Hall showed solidarity. Seafarers marched on behalf of their licensed brothers. 15 �This sad state of affairs was exacerbated by the actions of the Canadian Seamen's Union, which was dominated by the Communist Party. The union was wreaking havoc on the waterfront. International Trade Unionism the Key Speaking of the troubled situation on the Canadian waterfront at the SIUNA's 1947 Convention, William McLaughlin of the British Columbia Seamen's Union had this to say: "It is a period of foreseen and unforeseen events. It is a period that will make exacting demands on the endurance ... and the common sense of each member of the movement. "We in Canada look forward .. . to a militant movement awake and alive to the working class needs. We see it in the nature of the values of international trade union solidarity, and, say, speed the day when all labor will be in the one house, with one set of ideals and principles, and united under the one banner. "International representation in the final analysis, is the only guarantee that will assure seamen the world over of the maintenance and success of any struggle in the defense of their rights." Battle of Halifax The 1946 General Strike enabled the SIU and other maritime unions to achieve gains. In 1949, the Inland Boatmen's Union of the Pacific was formed. This gave the international its first entry into the tug and barge field. In 1949, the SIUNA chartered the Brotherhood of Marine Engineers and the Marine Allied Workers Division (MAWD). The BME was formed to create an alternative to licensed seamen who did not want to be part of the CIO-affiliated Marine Engineers Beneficial Association and who were still working for unorganized lines. From its inception, the MAWD was perceived as being the organizing arm of the SIU (it was unique in that it was chartered under both the international and the Atlantic and Gulf District). In order to be fully effective, the A&G District needed to establish a base among shore-side workers. Helping Other Unions Increasingly throughout the decade, the SIU began to establish a nationwide reputation by supporting other unions in their beefs and organizing drives. Working through the SIUNA and the MID port councils, the SIU supported striking members of the United Financial Employees Union, Local 205, AFL, during the bitterly-contested Wall Street Strike of 1948. In 1946, the union went to the aid of the Masters, Mates and Pilots, the Marine Firemen, Oilers and Watertenders, the International Longshoremen's Association and the CIO Shipbuilders. When organized crime tried to infiltrate the Ladies Garment Workers Union, white-capped SIU seamen stood by their union brothers at a rally, held in midtown Manhattan, that was attended by more than 50,000 people. "Scattered through the crowd," said The New York Times, "were hundreds of white-capped Seafarers who drew enthusiastic cheers and applause for the aid they were giving the ILGWU in its war on the gangster hoodlums." And when Canadian shipowners asked SIUNA President Harry Lundeberg to help them fight the Communist element on the Canadian waterfront, SIU seamen joined their SUP brothers as full partners in this campaign. Writing about the battle to establish an independent Canadian affiliate of the SIU, SIU historian John Bunker had this to say: "The Canadian District of the SIU was formed in September of 1948. "When the contract between the Canadian Shipping Federation, which included most of the Canadian operators, and the Canadian Seamen's Union expired, the Federation signed contracts with the new SIU. ''As the SIU began taking over the ships according to the agreement, the CSU called a strike in March 1949. About 80 ships were affected ... The strike spread as far as Great Britain, Europe, Australia and New Zealand as left-wing longshore unions were brought into the beef in support of the CSU. "The famous battle of Halifax erupted on April 8, 1949, when some 300 SIU and CSU men came together in a head busting confrontation on the waterfront there, with a number being hurt by shotgun blasts, bricks, rocks, bottles and other missiles. "The SIU finally prevailed and the CSU faded away in what one writer called 'one of the worst defeats to be suffered by communism in North America.' " With the Canadian beef, the SIU had come full circle. It had started the decade under the trusteeship of the SUP. Within 10 years, it had become a full-fledged partner in the international and was able to offer support to other affiliates when they needed it. Seafarers relish a quiet moment during the General Strike of 1946. Hundreds hit the bricks. Canadian Beef Conditions for Canadian seamen deteriorated rapidly after World War II. Although still sizeable, the Canadian deep-sea fleet was being decimated by that country's colonial relationship with Great Britain. Canadian shipping companies were free to reflag under the British flag, and they did. A Canadian union hall. The SIU of Canada enabled seamen to win important gains. 16 SIU supports striking New Orleans telephone workers. The help was much appreciated. SIU Fiftieth Anniversary �Chapter Eleven: NMU Embroiled In An Internal Fight T he SIU's rise as a power on the waterfront was greatly helped by internal the NMU Pilot, the battle came to a head over a resolution which stated: problems that were embroiling its main competitor, the NMU. "Resolved that this convention of the American seamen reaffirms its faith in the The Communist Party had played an important role in the administration of United States and what is stands for and makes it clear that we will defend our the NMU since its inception in 1937. Yet relations betweenJoe Curran and the country against any enemy including the Soviet Union.'' Party started to sour towards the end of World War II. The delegates adopted this resolution by a vote of 448 in favor, 56 against with Publicly, at least, Curran took great pains to underplay the differences. And the 53 abstentions. A second vote was taken on expelling Communists from the NMU. Although it DailyWorker, the official organ of the Communist Party, continued to write glowing pieces about him. failed to gain the necessary two-thirds vote, it marked the end of the Communist "Curran worked at his job as few of the others Party as a major force on the waterfront. did," wrote Murray Kempton. "The Communists Today, it would be unconstitutional to expel a still held him up as a stately monument of the member for his political beliefs. Yet the fact remains proletarian. But in those years, he must have felt that roughly 20 percent of the delegates to the 1949 that his office as president of the NMU had about it NMU Convention refused to vote for an innocuous aspects of reign without rule.'' resolution saying that they would defend their Yet behind the scenes, there was a byzantine country. struggle for control of the union. To a country that was about to be engulfed in a In 1946, a number of high ranking NMU officials bitter confrontation in Korea, this was bad news. were expelled from the Communist Party. At the Had such a state of affairs been allowed to continue, same time, a number of Communists were dropped the whole justification for government subsidies to from the NMU's higher echelons. the maritime industry would have been underBy the summer of 1948, not one Communist mined. remained on the NMU's executive council. Despite The NMU was not the only CIO union to go these developments,' 'the Communists ... continued through this kind of ordeal. In 1949, the leadership to exalt Curran as a symbol," wrote Kempton. of the CIO expelled 11 unions because they were At one time, five out of six members of the NMU's executive "They thought of themselves as his creator." "masquerading as labor unions" and were "effeccouncil held cards in the Communist Party. The only one who tively Communist-dominated." The NMU was not didn't was NMU President Joe Curran, center at bottom. expelled because by this time Curran had already The Inevitable Showdown won his fight with the Party. Eventually, Curran was forced into a public showdown with the Communist In the eyes of many, though not all, AFL labor leaders, the issue wasn't the members of the NMU's higher echelons. The political realities of the post-war beliefs of the individual members. After all, many of the early members of the SIU era-the rivalry between the United States and the Soviet Union, the rising tide had been former members of the IWW of anti-communism in this country-made such a confrontation inevitable. The real issue was the wisdom of handing over the administration of a union Ideology aside, the most devastating charge that could be levelled against the to non-democratic forces. Speaking of the practical effect of that decision, ShanCommunists who played a leading role in the NMU was that they were less non Wall said in the May 1987 edition oftheNMU Pilot: militant than their AFL counterparts in fighting for the rights of their members. "In the beginning, the professed principles of the Communists seemed to line According to Kempton: up with the idea of working seamen-like wanting a strong union and wanting to "Nobody noticed that somewhere at the core, people were going soft and that wipe out discrimination. As long as the Communists said that they wanted the it was harder and harder even to pay men to go out and organize whatever ships same thing the rank-and-file members knew they wanted, there seemed to be no remained outside the union. For there were things that you could not buy. problem. Blackie Meyers spent $170,000 to unionize the Isthmian Steamship Line and "But by the beginning of World War II, the goals of the Communists began to ended up with nothing. A reformed and resurgent AFL sailor's union was shamopenly diverge from the goals of the membership. The working seamen naturally ing the NMU wherever there was a contest." wanted England and France to win the war. But when Russia and Nazi Germany Communist domination of the NMU was broken once and for all at the briefly became allies, NMU Communists, utilizing petty strikes and isolation union's 1949 convention. According to Shannon Wall in the May 1987 edition of slogans, tried to put every obstacle in the way of aid to the democracies.'' Chapter Twelve: SIU Seamen Mount Sealift in Korea The followl1 ig a ry o the SIU lbe b ~lfilrcrs 26 part-~..~ on LOG. L ess than five years after the end of World War II, the United States was suddenly faced with another major conflagration. On June 25, 1950, more than 60,000 North Korean troops crossed the 38th parallel behind a phalanx of Russian tanks and invaded South Korea. The United States reacted immediately, dispatching troops and supplies from bases in Japan to aid the Republic of South Korea. The United Nations supported the American action and some of its members later sent combat forces to Korea, too. This Korean invasion emphasized, probably more than any other in history, the vital importance of a merchant fleet being ready to support a war effort. It proved that the "bottom line" in an emergency is not a fleet on blueprints but a fleet that is already in service and ready for "full speed ahead." Even though our involvement in World War II was gradual, there was enough lead time to prepare sea transport for ourselves and our allies. The invasion of South Korea came suddenly and without any warning. In order to keep South Korea from falling into Communist hands, war supplies of all kinds had to be sent quickly. SIU crews carried American troops and arms (left) to safety in a huge sealift in Korea. At right, an SIU crew takes care of displaced civilians and army personnel. Reversal of Fortunes During the summer of 1950, United Nations forces threw the (North Korean) invaders back across the 38th parallel and pushed them all the way back to the Chinese border at the Yalu River. Then in November of 1950, more than 200,000 Chinese troops crossed the Yalu and drove back the UN forces, with the merchant marine preventing the UN retreat from becoming a military disaster. When it appeared that the UN forces -continued next page October 1988 Seafarers provided the United States with a reliable source of sealift during the Korean War. 17 �would be overwhelmed, every available ship was sent to H ungnam and other North Korean ports to evacuate civilians, troops and military supplies. SIU-Manned Vessels Part of Amazing Sealift American-flag ships, including many manned by the SIU, accomplished one of the most amazing sealifts in the world at Hungnam. In only two weeks time, freighters without any regular troop or passenger accommodations evacuated 105,000 troops, 100,000 civilians, 14,500 vehicles and 350,000 tons of guns, tanks, ammunition and other baule equipment. This was a tremendous logistical achievement, the full scope of which seemed almost unbelievable. The last ship to leave the embattled port of Hungnam was the Madaket of Waterman S.S. Company, carrying a full SIU crew. She steamed out of the shell spattered harbor carrying no less than 11,000 men, women and children. The Waterman Line's Choctaw left just a few hours before the Madaket, jammed with troops and supplies. Able Seaman Florenz Paskowski of the Madaket said that the night sky was lit up like the Fourth ofJuly. "It was like the Normandy beachhead," he recalled. "Refugees and troops streamed onboard while shells from our warships thundered overhead toward the enemy. Dead-tired soldiers and marines came up the gangplanks with hand grenades still pinned to their uniforms. They were covered with dust and mud." SIU Crews Sail Well Prepared All SIU ships crewed up and sailed on time. This was because of the union's foresight in setting up manpower comminees. The comminee accumulated a list of skilled sailors to man the ships soon after the war broke out. SIU-manned ships won many plaudits from the military for a job well done in the Korean War supply efforts. One example was the Sea Wind. "Your performance," wrote Vice Admiral C. T. Joy, commander of naval forces in the Far East, to the ship's captain, "has been notable throughout the Korean campaign. The merchant mariners who performed for you did so silently, but their accomplishment speaks loudly. The cooperation and assistance of the merchant marine adds but one more page of glory in our maritime history.'' Chapter Thirteen: The Fifties: SIU Makes Rapid Progress T he 1950s were a period of tremendous growth for the SIU. The union was working on many different levels to protect the interests of its membership. The union continued to pick up new work. While the NMU still had most of the subsidized operators, the Korean War had given the SIU an opportunity to grow. "The Korean War swung it around for the SIU," said Ray McKay, president of District 2-MEBA. "It created an opening for small operators, entrepreneurs who otherwise wouldn't have had a chance. Some of the companies that got started during this period developed into important sources of jobs for SIU and BME seamen. Morris Weisberger, who was then the SUP's Port Agent for New York, had a lot of contacts with these people. He was instrumental in helping the SIU sign up new work." The union explored all kinds of new areas for growth. In 1954 it became one of the first unions to recognize the potential of Puerto Rico. Keith Terpe, the union's director of organizing, was sent to that island to establish the Puerto Rico division of the A&G District. By 1970, the unit had 20,000 members employed in 82 different industries. for the members but for their dependents-they were not taxed as income. As required by law, the activities of the welfare plan were overseen by a board oftrustees, which was composed of an equal number of representatives from labor and management. Vacation Plan, Scholarship Program, Clinics Other benefits were introduced. A vacation plan was started in 1952. And in accordance with Paul Hall's commitment to education, a scholarship program for SIU members and their dependents was started. In 1955 the union signed another agreement with its operators to set up a nationwide system of clinics. Dr. Joseph Logue, a retired admiral who served in World War I, was named to head the new program. The first clinic opened in 1957. The whole operation was geared towards the needs of the seaman. "Doctor Logue had a special rapport with the membership," said Florence Penny, his administrative assistant. "They felt comfortable with him. Seamen no longer had to put up with long delays at hospitals. They SIU Moves Into New weren't dependent upon the whims Headquarters Building of a company doctor. Moreover, the The union's new position on the clinics stressed preventive medicine. We weren't specialists, but we could waterfront was underscored by its move to a new headquarters building. catch something early on. We had a close connection with certain hospiThe union had outgrown the old tals, like Lutheran Medical in Brookfacilities at 51 Beaver Street. Paul HaJl directed a top assistant, lyn, so a seaman just wasn't another Alphonse "Frenchy" Michelet, to find face in the crowd. a new building and oversee the move. "Doctor Logue was a deeply compassionate man. But he ran a tight Michelet spotted a building on the ship. If a member had to lose weight corner of Twentieth Street and Fourth Avenue in Brooklyn, N.Y. "Formerly or get his blood sugar count down, the Doc told him in no uncertain Job opportunities for SIU members expanded so rapidly that the union was forced to move to Public School Number 60, this large, a new headquarters building in Brooklyn. "Frenchy" Michelet oversaw the repairs (inset). terms. for a lot of seamen, it was althree story building was gutted and most like having their own personal renovated to become one of the finest union halls and union administration centers in the country," wrote SIU hisphysician." torian John Bunker. "In addition to offices and hiring hall, the new building featured a bar in the Improved Conditions shape of a Viking ship, a cafeteria seating 250 with a modern, stainless steel galley Throughout the decade, conditions for seamen onboard ship were upgraded. designed for use in a stewards training program. The hall also had a barbershop and a slop chest where seagoing gear was available to members at cost prices. For Barely 20 years earlier, seamen were forced to sleep in one large forecastle. In a while there was also a nightclub, with dancing and entertainment for union 1956, the Cities Service Baltimore became the first American-flag vessel to give members and their friends.'' unlicensed seamen their own private rooms. The new headquarters building was in a constant state of motion. "Paul Towards the end of the decade, Paul Hall started the Food Services Plan, a understood how important it was for seamen to have a place they could call their training program for stewards. The program served a two-fold purpose: to help own. Back then, a union hall was a seaman's second home," said Secretary Joe cut costs for the operators and to improve the quality of life onboard ship. DiGiorgio, who in his early days used to run the Sea Chest. The union also started a lending library that it put on all ships. In their spare "The union hall was where a seaman went to play cards on his time off, where time, seamen could now read anything from Zane Grey westerns to the classics. Meanwhile, in Washington D.C., the union argued for improved safety standhe connected with old friends. Paul was constantly making improvements--tearards onboard ships. It went one-on-one with government agencies like the Coast ing this wall down or putting a new carpet in, anything to make things better for Guard in protecting minimum manning standards. It tried to make sure that the the membership." job security of its membership wasn't jeopardized by some arbitrary regulatory change. Welfare Plan Started The Fifties had barely begun when the SIU signed a contract with nine operators which authorized the formation of a new welfare plan. This was part of a larger national trend. For the first time ever, unions began targeting benefits as a priority in contract negotiations. Throughout the decade, the union would win impressive gains in this area. Since the benefits furthered an important national goal-better health, not only 18 Cargo Preference Act of 1954 Still, improvements in wages, benefits and conditions would have been impossible without a steady source of cargo. "You can have the best contract in the world," said Frank Droza.k, the late president of the SIU, "but if you don't have any work it doesn't mean a thing." SIU Fiftieth Anniversary �An SIU dependent wins 1955 scholarship. SIU seaman makes good use of the union's new clinic by passing an EKG with flying colors. The union played an instrumental role in enacting the Cargo Preference Act of 1954, which set aside 50 percent of all government-generated cargo for American-flag vessels. The bill was sponsored by Sen. Warren Magnuson (DWash.), maritime's leading spokesman on Capitol Hill. A good portion of all the work that remains available to the American-flag merchant marine today is generated by this one piece of legislation. The AFL and CIO Merge; NMU and SIU Still Battle In 1955, George Meany engineered an historic merger between the AFL and the CIO. This marked a new era for the labor movement. Throughout the next 30 years, the SIU ~nd NMU would intermittently enter into merger talks. On several different occasions the two unions came close to tying the knot, but they were never able to surmount their differences. Throughout the '50s and early '60s, the NMU and SIU were embroiled in numerous beefs: Robin Lines, Moore-McCormack. American Banner Line . But probably the famous, and certainly the most unusual, was the one involving the American Coal Company. American Coal Beef The American Coal Company was established by Mineworkers President John L. Lewis . According to SIU historianJohn Bunker: "The new company was a means The union gained new benefits for Seafarers and whereby Lewis hoped to get a strong foothold in maritime because if the The SIU and NMU fought FOC vessels. predictions about the coal boom became true it would have required hundreds of Llberty ships a year to supply the European demand for coal. This would mean a huge fleet of ships and thousands of jobs. "In order to acquire ships from the RJPS//111111/JlflS I AMERICAN MERCHANT MARINE government's reserve fleet, it had to AND NATIONAL SECURITY show that it was in the shipping busiPROTEST AGAINST (i NIE ONLY / ness, so it brought a Liberty ship called the China Trader and renamed it the Coal Miner. "But more impressively, it also bought out the 68-year-old Bull Line, one of the SIU's oldest companies . Bull operated 15 ships at the time. "While MEBA and the MM&P were negotiating with the new outfit for a contract, the company signed an agreeement for officers with the Brotherhood of Marine Officers (BMO), which was affiliated with a UMW catch-all union called District 50. "For unlicensed men, the company signed a contract with the NMU , although it didn't have a single ship at the time of the signing." The battle between the two unions would rage on for several years . Responding to a request for labor unity fromAFL-CIO President George Meany, the SIU offered to give up the right to crew these vessels . In exchange, the NMU had to recognize the right ofMEBA and the MM&P. "When the NMU'sJoe Curran tried RllKJWJY October 1988 The NY mermaid became an SIU landmark. to make it appear that the SIU had refused to cooperate," wrote John Bunker, "Meany sent him a strong rebuke." A drastic decline in the coal industry in the early '60s rendered the whole beef moot. Old-Timers Come Out of Retirement To Help Their Union But before that happened, "a federal judge entered the dispute with a ruling that all hiring must be done through the unions and that the crewmen had to be hired on a seniority basis," wrote Bunker. "This unusual situation turned union hiring halls at Savannah, Norfolk, Philadelphia and New York into oldtimers conventions. Both the SIU and NMU beat the bushes for old-salts with wads of discharges." SIU members as old as 79 came out of retirement to man the ships. The average age of most crews was well over 60. Said retired official Ted Babkowski: "Paul Hall told me to look out for the old-timers and get them onto the ships. Those characters didn't need any nursemaids. They were as salty as sea biscuits and tough as old marlin. I offered to help one old SUP guy up the ladder with his gear. He acted like I had called him a fink. 'Hey junior,' he said. 'I could lift you and the sea bag, too.' " their families throughout the decade. NMU and SIU Unite To Fight FOCs In one important area, the SIU and NMU were able to overcome their differences and forge a united front. Towards the end of the decade they formed a joint union, the International Maritime Workers Union, to organize flag of convenience vessels . By the mid-1950s, the EUSC Doctrine had decimated the American maritime industry. Most of the work that remained to American-flag operators was in the protected Jones Act trade or was generated by the Cargo Preference Act of 1954. Throughout the decade both the SIU and NMU had tried to draw attention to this issue. Hearings were held on Capitol Hill, but no action was ever ta.ken. Both unions tried to organize the FOCs on a ship by ship basis . This posed a unique legal question. Could unions organize vessels owned by American companies if those vessels were technically registered under foreign flags? living conditions onboard ship improved. Supreme Court Finds in Favor of FOCs The NLRB grappled with this question. By the early part of the 1960s a definite trend had emerged. The courts applied a "contacts-test" to the vessel. --continued next page 19 �• The fewer contacts that an FOC vessel had with the nation of registry, then the more likely the NLRB would say that it fell under the jurisidiction of American labor laws. For example, if a vessel registered under the Panamanian flag paid no taxes, had a British crew and was owned by a company that was incorporated in Delaware, the NLRB was more likely to say that it was governed by American laws than if it employed Panamanian citizens and paid taxes to Panama. This whole promising trend was stopped dead in its tracks in 1963 when the Supreme Court handed down a decision, Belzer vs. United States , which said the NLRB had no jurisidiction over FOC vessel regardless of what kind of contacts they had with the nation of registry. SIUNA Continues to Gain Strength . ' , . . . of "Dignity is not always a matter of manners or dress or a cultured speech. There is also the dignity that comes to him who stands on his own two feet, looks the world in the eye and takes on all comers in the battle for what he might believe is just. "Such a dignity belonged to Harry Lundeberg of the Seafarers International Union of North America and the Sailors Union of the Pacific. His speech was as salty as the seas he sailed, and his manner matched his speech . Hats and coats were not for him: a cap and shirtsleeves or a sweatshirt were his trademarks. "He went to sea in the age of sail and left in the age of steam-but he never left his shipmates. For them he stood always ready to fight against the shipowners to win fair wages and decent working conditions and, later, against the Communist Party, who infested the waterfront. "Because he fought with whatever weapons were at hand, thousands of his fellow seamen found a new pride in their calling and a dignity denied to them before. "Harry Lundeberg left a mark on San Francisco, indeed on every American ship that sails the seven seas, a mark his death did not erase and cannot erase. Maybe he was not a gentlemen in the shallow and generally accepted use of the term; but dignity he had in plenty, and no one could say that he was not a man." Throughout the decade, the SIU remained actively involved in the affairs of its international, the SIUNA. Under Ludeberg's leadership, the SIUNA continued to gain strength. By 1951, the SIU of Canada had established itself as a full-fledged member of the international. The union's membership had grown from 200 to 6,000. The union now had 80 companies under contract. It was able to improve conditions and wages for Canadian seamen. Hal Banks, who headed the union, began an organizing drive aimed specifically at French-speaking seamen, many of whom remained unorganized. The Marine, Cooks and Stewards attended its first SIUNA Convention in 1953; the MFOW in 1955 . The MCS was headed by a protege of Harry Lundeberg, Ed Turner. The union had been chartered to compete against the communist-dominated National Union of Marine Cooks and Stewards. After a heated organizing drive, Turner and his AFL allies re-esSen. Warren Magnuson (D-Wash.) introtablished order. duced the Cargo Preference Act of 1954. At the 1953 SIUNA Convention, Turner talked about the union's early The SIU started a book drive for all ships. SIU seaman reads the Seafarers LOG to learn about the important maritime issues of the day. growth: "On April 5th, 1952, the Marine Cooks & Stewards, AFL, opened an office and hiring hall at 100 First Stree t, Sa n Fran cisco. We had trouble fo r some time keeping this office open, due ..to the .. goon squad from the NUMC&S . But we were successful. ''At the time the office was opened we had a membership of 200. (Today, a year later) ...we have issued 2 ,600 membership books. The organizers who worked on this drive up and down the coast for the Marine Cooks & Stewards had to work under the most adverse conditions. "The organizing drive as it exists today would not have existed were it not for. .. the various branches of the international." One of Turner's major accomplishments during this early period was the establishment of a training school in New job opportunities became available because of the union's political action program. Santa Rosa, Calif. Paul Hall would later use this as a prototype for the The new headquarters building became a second home to many seamen. It was where they ate, met their friends and threw in for a job. Harry Lundeberg School in Piney Point, Md. Harry Lundeberg Dies In 1957 the man who had guided the SIUNA from its inception died . Harry Lundeberg was mourned by seamen from one coast to another. Morris Weisberger was named president of the SUP. Paul Hall was elected head of the SIUNA. Speaking of the man he had replaced: Paul Hall had these things to sayat the 1959 SIUNA Convention, ''Before the convention gets under way, I would like to do something I did at the last convention, which is to read an article pertaining to Harry Lundeberg which appeared in one of the San Francisco papers upon his death. It is called, 'The Dignity of a Man.' 20 SIU Fiftieth Anniversary �Chapter Fourteen: SIU Fights for a Democratic Movement F ew leaders leave such an impression on history that their names become synonymous with a movement or a cause. George Meany, the earthy, cigarsmoking plumber from the Bronx, was such an individual. For many, he remains the personification of the American labor movement. The members and officials of the SIU served as footsoldiers in one of his most stirring campaigns. Throughout the 1950s, Meany fought for a democratic trade union movement. The fight began on the New York waterfront, where corruption had become so pervasive that it threatened the integrity of the entire labor movement. "We have to have a clean movement in these United States," he said, "and not only because we think it proper but also because of the paramount obligation to serve the members." Waterfront Commission Highlights Abuses In 1951, the New York Waterfront Commission began investigating crime on the waterfront. It uncovered an extensive pattern of graft and intimidation. After much soul-searching, Meany moved to expel the main culprit, the International LongshoremensAssociation, from theAFL. "That was the first time that the AFL had ever injected itself in any way into the internal affairs of a union," he said. Although autonomy was the most fundamental principle of trade unionism, "we were not going to let them use it as a cloak for things that were wrong, basically corrupt.'' After expelling the IIA, Meany chartered a new union, the American Federation of Longshoremen (the name was later changed to the International Brotherhood of Longshoremen). SIU Secretary-Treasurer Paul Hall was named director of the new organization. John Dwyer, left, was the inspiration for the Marlon Brando character in Ott the Waterfront. He's talking to Bill McMahon, whose brother was found dead in the Hudson River (1953). SIU official Ted Babkowski reads about corruption on the waterfront in an old AFL paper. John Dwyer According to SIU historian John Bunker, "a key figure in the new union was 38-year-old John Dwyer, a rank-and-file leader in Village Local 895, a second generation longshoreman on the Manhattan docks and a long-time fighter for a clean and democratic union. "The alliance of dissident longshoremen with the SIU occurred at a meeting at the St. George's Hotel in Brooklyn, where Dwyer (and several other members of the ILA) metwith Paul Hall and Morris Weisberger. " 'I told them we would help all we could, provided they would go with us all the way,' said Dwyer. 'We go all the way on everything,' Hall told us. 'The SIU never quit a fight yet. We go to the last bell.' " On the Waterfront Dwyer, who later came to work for the SIU as an official, was the inspiration for the Marlon Brando character in "On the Waterfront." A writer, Bud Schulberg, became interested in Dwyer 's struggle. He wrote a series of articles which he later adapted into a screenplay. SIU organizers began signing pledge cards for the new union in large numbers. In December 1953, an election was held, but the new union fell short: 7,568 votes to the IIA's 9,060. But there was so much violence and coercion that the NLRB ordered a new election. Thousands Gather at the SIU Hall "Intimidatio~, beatings and murders dominated this whole campaign, for the racketeers were fighting for survival on the waterfront," wrote Schulberg. "But on election night, May 26, 1954, the rebels were in a victory mood. With no union hall of their own, thousands of them gathered at the Seafarers Union Hall in Brooklyn to await the election returns. Paul Hall, the formidable ex-sailor president of the SIU, was the ranking AFL officer in this war against the IIA. October 1988 "Beer was on the house that night for the men who had stood up to the danger, ostracism and starvation in their effort to wrench control of the 'Waterfront from the racketeers.'' Yet the new union was to lose bya small margin out of the more than 16,000 votes cast. ''A mere 319 votes separated the old order from the new," wrote Schulberg. "In Jersey City alone, buses scheduled to carry anti-II.A dockworkers to the polls mysteriously failed to show up. One of the AFL organizers responsible for this transportation was promptly rewarded by the ILA-promoted to hiring boss. That one defection-and there were others--cost this tragic photo-finish defeat." The battle between the SIU and the ILA was to continue for several more years. In June 1958, Paul Hall met with Captain William Bradley, the new leader of the IIA, and reached an agreement to end the five-year dispute. A year later, the ILA was readmitted into the AFL-CIO. "We gave it all we had," said Hall. ''Like anything we go in for, we go in 'til the final bell. For the sake of peace on the waterfront we took off the gloves. "We didn't win the vote, but we fought for a clean union for waterfront workers and that was worth the fight." Paul Hall and Georse Meany Cement Their Friendship The new ILA that emerged from this fracas was a cleaner, more democratic union. Certain locals of the ILA have emerged as important allies of the SIU in fighting for the rights of seamen. And as a result of the beef, Paul Hall and George Meany formed a close, life-long friendship. Meany knew that anytime he had a tough campaign, he could depend on Paul Hall's support. And Hall was a strong admirer of Meany, perhaps because the two of them shared a common quality: leadership. Speaking about the AFL president years after this beef, Hall said: "George was ideally equipped at a time when he was called upon to put together varying personalities. You give me one good guy on a ship who knows what he is doing, and I'll give you a united crew with a single purpose. "If Meany comes into the room and nobody knows who he is, he has the quality to attract the attention of other men. If you go aboard a ship and meet in the mess hall over a cup of coffee, you'll soon see who the leader is. They call that built-in leadership quality, and this Meany has.'' Fighting the Teamsters The IIA beef wasn't an isolated incident. Meany would battle corruption in the trade union movement throughout the rest of the decade. The issue had aroused considerable publicity, and Sen. John L. McClellan was holding hearings on the matter. There was a political dimension to the issue. As UAW President Walter Reuther noted, "Failure to eliminate corruption would lead to a law that would make Tuft-Hartley look like a liberal, pro-labor law by comparison." The McClellan Committee uncovered extensive abuses in the Teamsters. In 1957, by a 25-4 vote, the executive council voted to expel the union. Teamsters Raid AFL-CIO Unions Unlike the ILA beef, the AFL-CIO made no attempt to set up an alternative union to the Teamsters. "It would have been impossible for us to take on the Teamsters and try to destroy their union,'' said Meany. The federation's courageous decision to expel the Teamsters came at a high cost. Outside the "House of labor," the Teamsters were free to engage in raids on other unions, which they did with increasing frequency. -continued next page 21 �Thousands gather at an outdoor rally held at the SIU hall in Brooklyn in support of the newly-formed AFL Longshoremen's Union. The fight for a free labor movement was in full swing. Paul Hall pledges to support the dissident longshoremen. The SIU came to the aid of small unions who were being raided by the Teamsters. Below, the Chicago taxi fleet. When this happened, AFL President George Meany and the heads of small, vulnerable unions who didn't want to be gobbled up by the Teamsters knew that they could turn to the Seafarers for support. Battle Lines Drawn in Puerto Rico The battle lines were drawn in Puerto Rico when Meany and Luis In Puerto Rico ... Munoz, governor of Puerto Rico, re"In Puerto Rico the SIU took on the quested help from the SIU. The fight biggest with a directive from Meany to continued stateside, in Chicago, 'stop Hoffa.' Hoffa retaliated with 'Bust Philadelphia, Detroit and St. Louis, the SIU in Puerto Rico!' where the SIU was on the front lines "The Seafarers soon discovered that the Teamsters were muscling in on SIU in the fight to keep AFL-CIO unions contracts and the fight was on Before it from being raided by the Teamsters. ended some nine years later there were Wrote John Bunker, "In the early hundreds of bitter confrontations bepart of the '60s, the International tween SIU and the Teamsters all over the island, with head-busting picket line batBrotherhood of Teamsters had more cles where white-capped sailors and than one and a half million members, green-capped Teamsters mixed it up plus a bank roll that even Chase Manwith clubs, chains, fists and baseball hattan would have envied. The membats. There were bullets and fire bombs, too. bership of the SIU at the time did not "SIU Representative Keith Terpe once exceed 75,000, including all its afstepped out of his house in the morning filiates . to be met by shots from a waiting car "Compared to Jimmy Hoffa's that then quickly sped away. The bullets missed him by inches." mighty Team ters, Paul Hall's SIU was a David with a slingshot. But little David took on Goliath and stung him with defeats from Puerto Rico to San Diego and other points in between. "The Teamsters' most decisive and embarrassing confrontation with the SIU came in Chicago where the sailors helped rebellious cab drivers (from being swallowed up by the Teamsters). " Joe Abata formed the Democratic Union Or- 22 ganizing Committee to oust Teamster Local 777 from control. After a hard and bitter campaign, the SIU and Abata won. "For the first time in 12 years," wrote Bunker, "the drivers received an increase in pay, plus benefits. And for the first time each driver received a copy of the union contract and could attend regular monthly membership meetings." Hoffa Wanted to Control the Waterfront; Great Lakes Seamen Endangered In Chicago ... "Hall's outspoken opposition to the Teamsters' chief almost cost him his life in Chicago in 1960. After a meeting of the AFL-CIO Executive Council, Hall and Steve Leslie, head of the Operating Engineers, were seated at a restaurant table when the head of a Chicago Teamster local came up, took out a gun concealed in his hat and said to Hall 'Do you want it now or outside?' "Leslie distracted the gunman's attention and brushed his arm aside, enabling Hall to take the gun. When they managed to get around the table and grab the intruder, other leamster goons invaded the joint and a real donnybrook erupted. " 'We fought our way out,' said Leslie, 'but it was a close call-a real knucklebusting brawl.' "Later that evening Hall walked into a meeting of Teamster big-wigs at a nearby hotel, gave them a revolver and said, 'Here's your gun. I don't want any leamster property!' " "It should be remembered," wrote Bunker, "that Paul Hall and the SIU had a special reason for wanting to climb into the ring against the Teamters. In 1960 Hoffa cooked up a grandiose scheme to bring all longshoremen and marine workers into the Teamsters through a proposed Conference of Transportation Unity. This plot included alliances with Joe Curran's National Maritime Union and Harry Bridge's International Longshoremen's and Warehousemen's .A.s.5ociation. "As part of this plan, Hoffa moved into la.kes shipping and tried to take over one of the SIU fleets there. He also set up the Marine Officers Association to raid the Masters, Mates and Pilots and the Marine Engineers Beneficial Association jurisdictions. He was unsuccessful.. .but it was a strong signal of his overall intention. SIU Fiftieth Anniversary �"'James Hoffa,' said the Chicago American, 'is determined that the Teamsters shall boss the waterfront workers and the seamen, thus controlling all of the nation's transport facilities for freights except the railroads and the airlines.' " Defection in Philadelphia to labor's highest council. "The battle for a democratic trade union movement was one of the most stirring in this union's history," said current SIU President Mike Sacco. "Many of the people who participated in those battles are still alive today. Whenever I come across someone who was active in one of those beefs, I think to myself, here is someone who was willing to risk his life for the trade union movement. "Ultimately," said Sacco, "it all boils down to the actions of one individual. A lot of young people today take a lot of things for granted. They just don't understand the sacrifices that the people who came before them made." One of the biggest fights against the Teamsters occurred in Philadelphia, where Steve "Blackie" Cardullo, national director of the United Industrial Workers Union (the new name for the Marine Allied Workers Division) , defected to the Teamsters. At stake were the democratic rights of hundreds ofUIW members working In Philadelphi?....r: , in such shops as Hussman Refrigeration. It was a tough and bitter fight, ·~ut noon time on Feb. 24, 1962, Red campbell was waiting fot lunch and watching a basketball game on t.v. Suddenly there was a shattered glass and ~bottle came sailing through but the SIU won. The SIU almost won Teamsters Re-admitted To AFL-CIO the big front window of the union hall. Even though the battle with the another fight. It had backed the Voice uMoments later there was a crash and a shock ·that rocked the btiitding as the rest of the Teamsters had been long and bitterly of the Teamsters Organizing Commitwindow splintered in aU directions and the front end of a truck nosed into the bah, followed fought, SIU President Frank Drozak in by a barrage of bricks and bottles. tee (VOICE), a dissident group of "George McCartney had been there sining a few feet away writing a report and wishing he 1988 joined a united executive counTeamster members committed to alUld be home th.at night for his wife's birthday. cil of the AFL-CIO in voting to resecuring a democratic local in the " 'I knew right away what had happened,' he said. 'The Teamsters had come to call. I grabbed admit the Teamsters into the "House Philadelphia area. The SIU was given a bat and rushed -Out the door-li.ke the charge of the Light Brigade. I ran into four gorillas loaded with bricks and bats. 1 swung my bat and they backed away. Then I realized I was the of Labor." practically no chance of winning this only one in McCartney7s charge. l got back inside somehow without catching any bricks or ''Times change and so do one. But the final vote was 3,870 to bottles.' priorities," said Frank Drozak. "If any 3,27 4. "It was," said Business Week, By that time big Ralph Qninnonez bad charged out the door with Tom Gould, Steve Troy union had the right to vote against ad"the first real challenge to Hoffa." and some othets. The 'R!rtmstets jumped inr.o a car and sped away.n mitting the Teamsters, it was this one. The battle for a democratic trade ''And yet it was vitally important for union movement had several importhe Teamsters to be re-admitted. tant consequences. Most were good; During the '50s, the big battle was to clean up the labor movement. George one, unfortunately, was not, and it still plagues trade unionists today. In 1959 Meany, Paul Hall and others did so. Congress enacted the Landrum-Griffin Act, which imposed severe new regula'fuld now the federal government wants to go far beyond the Landrum-Griffin tions on the labor movment and created a bureaucratic nightmare. Act in its fight against the Teamsters. They say that this is a special case : don't "The entire labor movement was punished for the actions of a few, " said Arworry. chie Robinson. The SIU was luckier than most. Under the watchful eye of Howard Schulman, a one-time president of the 12,000 member Labor Law sec"If the labor movement has learned anything these past eight years of the tion of the American Bar Association, the SIU was able to minimize the effects of Reagan administration, it is that if there is any kind of loophole it will be abused. "If Ronald Reagan can appoint James Watt as Secretary of the Interior or put "harassment" suits that became commonplace after enactment of the legislation. Ann Buford in charge of the Environmental Protection Agency, then sure as I stand here, any precedent taken in connection with the Teamsters will be abused. In Hall Named to the Executive Council of the AFL-CIO the early '60s, we went to war with the Teamsters to protect the concept of democratic trade unionism. It's now the '80s, and we'll support them every inch In 1962, Paul Hall was named to the executive council of the AFL-CIO. Hall's of the way for the same reason." courageous actions during this period played an important part on his elevation • 4 In 1957, George Meany expelled the Teamsters to ensure a democratic labor movement. Paul Hall and George Meany joined forces in the battle for a democratic labor movement. - As a result of the sacrifices made by the SIU, Chicago taxi drivers made important gains. i.A\\ MEMBERSHIP MEETING October 1988 23 �Chapter Fifteen: Fight to Save the Maritime Industry B y the early '60s, technological advances were so rapid and far-reaching that they posed a serious challenge to the job security of American seamen. The rise of cross-Atlantic air travel killed off the lucrative passenger vessel industry. Eight of the few remaining American-flag passenger vessels were sold overseas or laid up in 1969. They were all under contract to the NMU, and their demise put a serious strain on that union's pension plan. In 1958, the SIU had made an attempt to create new work for its members in this area when it became involved in the American Banner Lines beef. The union implemented an innovative training program, but the company lasted only one year. training school in Brooklyn, N.Y In 1968 , the SIU got into a beefwith District 1MEBA over an apprentice engineer rating that District 1 wanted to have introduced on its Delta ships. The SIU said that it violated its jurisdiction; after a brief confrontation the rating was dropped from all SIU-contracted vessels. The apprentice engineer rating was particularly important because it represented an attack against the SIU's future. The SIU had introduced a new rating in the engine room, the QMED. During the Vietnam War there were plenty of jobs Containerization Changes Maritime l - Other changes were just as farreaching. In 1957 a new era in shipping was ushered in when the Gateway City became the first fullycontainerized vessel in the world. The technology had been pioneered by two North Carolina trucking brothers, James and Malcolm Mclean, who had bought Waterman Steamship Company in 1955. Containerization changed completely the face of the maritime industry. It placed a premium on space, which rendered ports like Manhattan obsolete. By wedding trucking and shipping it ushered in a new era of intermodalism. And it drastically cut down the amount of time that a ship needed to spend in a port. Other changes were revol utionizing the maritime industry. Automation cut down the number of people needed to crew a vessel. It also put a premium on workers who could handle sophisticated computerized equipment. Generous subsidies and favorable tax laws enabled foreign fleets to get a jump start with diesel technology. This substantially reduced their operating costs, making them more competitive. The first American company to introduce that kind of sophisticated equipment was the Falcoln Group, an SIU-contracted company headed by the visionary C. C. Wei. Richard Nixon gave maritime a reprieve with the 1970 Merchant Marine Act. In 1976,jimmy Carter pledged sup p ort for a cargo preference bill. Ford vetoed cargo preference, Paul Hall vetoed Ford. SIU lobbyist Phil Carlip w as a fix t u re on Capitol Hill. Vietnam War Creates New Jobs for American Seamen .L:.. American shipping was given a reprieve of sorts by the Vietnam War. Once again, demand for shipping increased. Once again, it was a mad scramble to provide properly trained crews for all the vessels. Manpower became the catch-all phrase among port officials . "We didn't actually shanghai anybody," said one SIU official, "but there were times when I wished it were a viable option." The battle to man all the vessels was two-fold. If vessels consistently sailed short-handed, an operator would argue that the manning scales were out of line. And if the work were done by licensed officers, the SIU would lose the slot altogether. A lot of new members came into the SIU during this time. The demand for shipping made it possible for many members to gain 'il books and advanced ratings in record time . Bobby McKay became the youngest deck officer in the history of the maritime industry. He had started with the SIU as a teenager and worked his way up. Other members made good use of the opportunities. john Adams was from Southern Maryland. "I was hanging around with no place to go . If it hadn't been for the SIU and the opportunities it presented me, I don't know what would have become of me," he said. He became a captain in 1986. In order to handle this increased demand for shipping, the SIU and District-2 MEBA opened a joint 24 for all American seamen. But everyone knew that once the war ended, the decline in shipping would resume unabated. FOC fleets did not pay taxes, nor did they have to meet the same kind of minimum safety and health standards that American companies were required to meet. Coupled with automation and other technological advances, this meant that the number of jobs available to American seamen would inevitably shrink. SIU President Paul Hall realized that the long-time job security of American seamen depended on just two things: political action and education. Throughout the sixties and seventies, he made both a priority. SPAD Gets Results for American Seamen Under Hall's direction, the SIU developed one of the most effective political action programs in the country. A new program, the Seafarers Political Action Donation program, or SPAD, was introduced. The members were told that their SIU Fiftieth Anniversary �job security depended on political action. Under American law the general funds of a union could not be used for lobbying; this meant that seamen had to make direct contributions to a separate fund. ''Politics is Porkchops" ran the headlines in the SIU LOG. The union made an all-out effort to communicate to its membership the importance of political action. The members responded in style, making voluntary contributions to the union's political action program. Thanks to their generosity, SPAD became one of the largest programs of its kind. The SIU then used it to lobby for programs that would create a steady source of cargo for American seamen. The government challenged the legality of SPAD in the courts. A federal judge eventually dismissed the case, saying that the government's actions amounted to "legal harassment" of the union, thus clearing the way for further action. The program continues to give the SIU a solid political base in Washington, D.C. place the Maritime Administration into the Department of Transportation, where he felt it would get lost in the shuffie. Like the Isthmian and Cities Service fights, Hall made political action an all-out campaign. The MID was turned into a war room, complete with charts and graphs showing how a particular senator or congressman had voted on an important issue. He again assembled one of his famous "teams." The MTD team consisted of Pete McGavin,Jean Ingrao, Phil Carlip, 0.W "Bill" Moody, John Yarmola, and a few others. New Research Center Formed In this new ballpark, knowledge was power. Hall then persuaded SIU-contracted companies to develop an independent research center, known as the Transportation Institute. It opened in 1969 under the direction of Herb Brand, one-time editor of the Seafarers LOG. SIU Becomes Leading Political Player Hall became a leading player on the national political scene. AFL-CIO President George Meany asked him to direct Hubert Humphrey's presidential campaign in California. A confident of New York Governor Hugh Carey, Hall was ranked among the 10 most powerful people in the stateh by New lf>rk Magazine. Paul Hall with two members of his "MID team." Jean Ingrao, center, John Yarmola, right. In the '70s, the MID played a pivotal political role. lbe SIU developed a sophisticated political action program. Paul Hall talking to industrial workers at a UIW membership meeting. On the executive council of the AFL-CIO, Hall was a consistent supporter of George Meany. He broke with Meany just once: in 1973 when the council voted to impeach Richard Nixon. Meany understood why: aside from Franklin Delano Roosevelt, no president in this century had done more to promote the American-flag merchant marine. Nixon had signed into law the Merchant Marine Act of 1970, an ambitious shipbuilding program which extended Title XI loan guarantees to tankers and inland equipment. Hall's role in passage of the bill earned him the title of "Father of the modern American merchant marine ." Merchant Marine Act of 1970 Only Half of the Solution MTD Plays an Increasingly Important Role During this time the Maritime Trades Department played an increasingly important role in protecting the job security of American seamen. Under the direction of MTD President Paul Hall and Secretary-Treasurer Pete McGavin, the MID vvas a major player on the national political scene. The MTD consisted of 44 international unions representing 8.5 million members. Hall had realized that there was little that 100, 000 seamen could do alone. But by engaging shore-side workers into the struggle for a stronger, more secure merchant marine, the battle lines were more evenly drawn. Throughout the sixties and seventies, the MTD became a leading voice in the fight to secure a steady supply of cargo for American companies. It was on the front lines in preventing the government from closing down the USPHS hospital system. Lyndon] ohnson once complained that the only man he couldn't beat on Capitol Hill was Paul Hall. Hall had continually frustratedJohnson's attempts to October 1988 The Merchant Marine Act of 1970 was supposed to have created 300 new ships. Fewer than one-third that amount were actually built. "People forget,'' said MTD Secretary-Treasurer Jean Ingrao, "that Paul Hall envisioned the Merchant Marine Act of 1970 as one-half of a comprehensive program. The other half was securing a steady source of cargo for the American-flag merchant manne.'' Hall spent the last nine years of his life pursuing this one goal. He came close to achieving it in 1974 when Congress enacted the Energy Transportation Act, which would have set aside a certain percentage of petroleum and bulk cargoes for American-flag vessels. He had received an assurance from President Gerald Ford that he would sign the bill into law if it passed both houses of Congress. But when it did, Ford reneged on his promise. "For years," wrote Victor Reisel, "Hall dealt in presidents and with presidents. He knew Jerry Ford when most labor leaders didn't know the Michigan congressman from a Pinto. In 1976 Hall could have re-elected Ford because he always played arithmetic politics. He had the votes to throw to his old friend Ford. But the ex-president, after having invited Paul to Vail, Colo . for a conference, refused to back a cargo preference bill which would have put considerable oil ,,.. and grain tonnage in American vessels. "Jerry Ford vetoed that on principle. Hall vetoed Ford, as he had vetoed other presidents ... Hall made certain that Jerry Ford would lose New York state. But first, Hall got candidate Jimmy Carter to sign a long letter at the Park Sheraton Hotel promising to deliver a cargo preference bill." Hall urged Congress to implement bilateral trade agreements and to develop steady sources of cargo for American-flag vessels. During the early years of 25 �Officers of the SIUNA are sworn in at the 1975 convention. Throughout the decade. the SIU remained active in the affairs of the international by helping other affiliates and pursuing mergers. detente, the United States and the Soviet Union signed a bilateral trade agreement allowing the American-flag merchant marine to carry one-third of all grain cargo to the Soviet Union. Pension Plan Adopted There was much more than just politics during these years. In 1961, in negotiations with deepsea companies, the SIU got its first pension plan. "If you ask me, this was the most important thing that Paul Hall ever did," said Vice President Red Campbell. "The other maritime unions had their pension plans long before we did . Paul waited until he knew that ours would be financially secure. He took a lot of heat on that one. But he was right, and today the members have the finest pension plan in the industry." "Paul's mother had been left destitute after a union pension plan she was supposed to have received went bust," said Rose Hall, his widow. "This made him determined to make sure that any benefit he offered the membership be secure. He didn't want his membership to be in the position that his family was put in. They had relied on the pension for their sole means of support, and when it went under they were left virtually penniless." The facility was forced to close when ship construction from the Merchant Marine Act of 1970 failed to meet projected goals. Still, the project had earned the respect of trade unionists and civil rights leaders around the country. It served as a model for other programs aimed at promoting minority employment in the highly skilled construction trades. After the SIU entered into a merger agreement with the Marine Cooks and Stewards, hundreds of culinary workers employed on the Queen Mary Hotel joined the UIW This marked a turning point in the UIW's efforts to sign up new workers in the service sector. ERISA - During this period the whole nature of union administration was changing. Congress and the government were piling one regulation on another. Sometimes, the regulations flatly contradicted one another. "On Labor Day of 1974," wrote Caroline Gentile, former administrator of the SIU Pension Plan, "Congress passed a revolutionary piece of legislation that would have a profound effect on the way employee benefit funds such as pension plans and medical plans were run. The statute was called the Employee Retirement Income Security Act (ERISA). It was obvious from the beginning that ERJSA was a very complicated statute that would require a good deal of examination and careful analysis before any action could be taken, but within 12 months of the Act's passage each Seafarers employee benefit plan would have to be changed. "Unlike many other plans that would require major amendments, the Seafarers' plan had already provided for many of the protections that Congress sought to guarantee by the passage of ERISA ... Although many of the rules (mandated by ERISA) seem simple and familiar today, the statue was confusing and difficult to interpret when it was first enacted. The problems were worsened by disagreements about the meaning of the legislation between the Department of Labor and the Internal Revenue Service." SIU Vice President Lindsey Williams, left, presents SIU member with his pension check. Olroline Gentile, former administrator of the SIU Plans, outlines ERISA for the trustees. SIU Active in International's Affairs The union continued to be active in the affairs of the international. Throughout this period, the A&G District actively pursued merging with other affiliates. In 1976, the Inland Boatmen's Union became part of the A&G District. A similar agreement was reached in 1978 with the Marine, Cooks & Stewards. The SIU continued to offer support to the other affiliates. It strongly supported the SUP and the MFOW in their dispute over the manning of the Valerie F And when the SIU of Canada was embroiled in the bitterly-contested Upper Great Lakes beef, the A&G District did everything it could to help its sister affiliate. The SIU made sure that all benefits offered under the Pension Plan were secure. United Industrial Workers Union Continues to Grow - Throughout this period, Hall supported development of the United Industrial Workers Union, which was directly affiliated to both the international and the A&G District. It had been chartered in 1949 under the name of Marine Allied Workers Division, but changed its name in 1961 to reflect a change in the composition of its membership. For the first few years of its existence, the UIW concentrated its efforts on signing up workers in marine allied trades. Gradually, however, it began to sign up more and more workers in industrial shops. In 1962, it played a pivotal role in Hall's campaign against the Teams~ers. The UIW gave the SIU an important base among shore-side workers whose support seamen needed if they were to continue to remain an important political force. Some locals of the urw, such as the one in Columbus, Ohio, were quite active in grassroots activities. In 1970, under the direction of Frank Drozak, the UIW's national director, and Ralph Quinnonez, the union's Atlantic Coast director, the UIWwas able to sign up more than 2,000 new members on the U.S. Virgin Islands. Later in the decade, the UIWwas active in getting the Brooklyn Navy Yard reopened. 26 Throughout the '60s and '70s, wages and benefits for UIW members continued to improve. In a sense, the UIW's growth was proof that the seamen's ageold struggle for equality and justice could stir workers outside the maritime industry. Later, in the 1980s, the UIW would serve as a focal point for the union's fight for legislation to promote fair trade in the international marketplace. SIU Fiftieth Anniversary �Chapter Sixteen: Lundeberg School Gives Thousands Of Seamen a Chance for a Better Life I n 1967, a small group of teenagers became front-line soldiers in a campaign that would occupy Paul Hall's attention for the last 13 years of his life. None had ever been employed onboard an American-flag vessel. Some had been born and raised in New York City ghettoes; others were from Appalachia. Few had any real job prospects for the future. They were the first group of trainees to be admitted to the union's new training school in Piney Point, Md. They were greeted by union officials who had spent nearly two years preparing for this moment. After signing in, the trainees were issued regulation uniforms-jeans, work boots, levi shirts. Their heads were shaven and they were put up in a makeshift dormitory in a rundown motel. They got up at dawn, marched in formation, learned how to tie knots and earned their lifeboat certificate. After six weeks, they were given their first job onboard an Americanflag vessel. Their careers as merchant seamen had officially begun . Came Upon the Land By Chance "They all have a special memory of Paul Hall. He met personally with every upgrader and trainee. He oversaw every detail of construction. "SIU men remember seeing him tour the base for hours on end in his electric golf car: checking, prodding and sparing no rebuke to get things done.'' Educate the Whole Person From the beginning, Paul Hall had a clear perception of what he wanted the school to become. "We want to train seamen to meet the job opportunities of the future," he said. "We have to educate the whole person." ,.-In 1970, the school began offering courses in basic education. Within eight years, more than 1,000 seafarers were able to receive their high school equivalency diplomas. Many were in their fifties and sixties; some had put off upgrading for years because they were embarrassed to admit that they couldn't read. In 1978, the school reached an agreement with St. Charles Community College to offer college-level courses. By 1985 , the school had developed its own degree program so that students could earn associate in arts degrees in Nautical Science Technology and Marine Technology. Yet Piney Point was not just another school. Its curriculum was fashioned with two goals in mind: to make the American-flag merchant marine more competitive and to enable seafarers to take advantage of any new job opportunities in the maritime industry. This marked the beginning of the Harry Lundeberg School of Seamanship. For several years, the union had been exploring ways of consolidating its various training programs. The drastic changes that were engulfing the maritime industry had convinced Paul Hall that the union needed to upgrade its commitment to education. The SIU had come upon the land for the school by chance. New York Port Agent Joe DiGiorgio had gone to Piney Point to meet with a representative of Steuart Petroleum. Close by was a rundown vacation resort that New Programs, had once been a torpedo testing staNew Job Opportunities tion for the Navy. The union bought the land In 1972, the Lundeberg School through a trust set up by its conrecognized the need for trained pertracted companies. Frank Mongelli sonnel aboard the tugs, towboats and and Tom Soresi were sent down to get inland barges. In order to provide the school in shape. For several seamen with the training to take admonths, they did nothing but hard vatage of th~se new opportunities, a labor, bulldozing land, draining the special program was designed. When swampy land and working on making job opportunities arose onboard LNG the facilities habitable. ships and diesel powered vessels, it They were soon joined by other crafted a program of study to SIU officials: Bob Matthews, Mike and promote job opportunities in those The Harry Lundeberg School at Piney Point was the culmination of a dream for Paul Hall. Joe Sacco, Bob Clinton, Tom Brooks, areas. Bill Hall and others. When the school In recent years, emphasis has been SIU trainees were given the tools to compete in an increasingly complex maritime industry. was ready to accept students, Ken on training seafarers for employment Conklin, a retired marine, was put in onboard military vessels, which have charge of the trainees. provided the only new jobs in the It was rough duty. Work days lasted maritime industry. A large cargo han14 hours or more. Officials were dling crane was installed, enabling separated from their families for the school to offer a comprehensive months at a time. And yet for many it sealift mobility course. The Army and was the high point of their careers. Navy began sending people to the Within a few years Piney Point had beschool to take advantage of these come a showplace for the SIU and the facilities. maritime industry A multi-functional bridge deep-sea The growth was gradual. At first, and inland simulator is now in opera- ~ the school taught only lifeboat and tion, one of the few in the nation . basic seamanship. But by the mid This gives seafarers a chance to ac'70s, the school had a full-fledged curcumulate necessary, realistic, "handsriculum. on" experience while still in the classroom. "Hundreds of SIU members and officials have a special feeling for the school," The most important thing about the school is its adaptability. When the union wrote John Bunker, "because they helped to build it in the hot, humid days of signed a contract to crew S.S. Independence and Constitution, the SHLSS was -summer and in the frigid winter when the base was swept by winds from iceable to train skilled chefs and food-handlers to make these passenger vessels a choked St. Mary's Bay. Many a youngster who sweated there as a trainee is now culinary delight for their passengers . sailing as a mate or engineer. --continued next page October 1988 27 �I I I t The Lundeberg School was conceived with the aim of "educating the whole person." The anchor in front of the hotel, center, became a symbol for the entire school. "The union's commitment to education has been carried on through three different administrations," said Ken Conklin, vice president of the school. "First with Paul Hall, then with Frank Drozak and now with Mike Sacco." ARC Program side organizations now book conventions and seminars at the school. 1\vo years ago, SIU pensioners started living there on a full-time basis. Culmination of a Dream For Paul Hall, the Lundeberg School was a culmination of a dream. Deprived of an education, he enabled thousands of seamen to gain theirs. In 1979, a few days before he was to give the seconding speech for Lane Kirkland at the convention of the AFLCIO, he had a seizure. It was an inoperable brain tumor. He fought off dea1:h for several Lee. months. He drifted in and out of a coma; he barely knew where he was. The union ran a series of conferenThe last year of his life had been one ces on alcohol abuse at Piney Point in of his happiest. He had nurtured his 1974 to publicize this problem. There beloved wife Rose to health after a was a lot of resistance to the new serious illness. Her recovery had program, especially from those who brought him great joy. needed it the most. Yet as a result, When he fell ill she rarely left his lives have been saved. side. Every day for eight months, 12 "When I came to the ARC," said hours a day, sometimes more, she was Bill Eglinton, who now is a counselor at the hospital guarding him. Long there, "I was down to 150 lbs. I was in bad shape. I had a bleeding ulcer and after he lost consciousness, members of the hospital staff came to visit, for was experiencing black-outs. he had mesmerized them with his "I started losing jobs. I was wrinen presence. In SIU union halls across up a few times. Finally, I just couldn't the nation, old-timers would grab offitake it any more. I got off a ship and cials and ask, "How is Rosie? How's went straight to the union hall. ''I talked to Philadelphia Port Agent the Chief?" The union's Addictions Rehabilitation Center provides recovering seamen with support. When he died, there was a sense of Joe Air. He had someone pick me up loss at the hospital. Even people who and drive me down to Baltimore, had barely known him could feel their lives diminished in some unexplained way. where I went into a detox center. In many ways, that last, tragic campaign was his finest. Once, when he came "I then went to the ARC. We were one of the first groups. There were 12 out of a coma, he gave a speech, one of the best he had ever delivered. He was others guys. Afterwards, I took the A.A. books with me onboard ship. They gave going to build a town for seamen, a place that they could call their own, where us tapes to listen to. they could live and work in dignity. "There usually was another guy onboard ship who had been through the Of course, he had already done that. It vvas called Piney Point. program. No maner what _IX)rt we hit, we were usually able to get to an AA. His last lucid moment came in January 1980. A picture of George Meany meeting." flashed on the television screen. The Grand Old Man of Labor was dead at 85. "There's George," he said right before he slipped back into a coma. It was No Longer Hard Duty truly the pas.sing of an era, for maritime and for labor. At his funeral, Lane Kirkland said it best. "That big, red Alabama heart of Paul _ Piney Point is no longer hard duty. A beautiful new hotel and recreation center Hall is now still, but the strong beat of it carries on in the love of his family, in the was constructed in 1981. A library, named after Paul Hall, opened at the same memories of his friends, in the union he built, in the solid works that he did, and time. The Lundeberg School is located in an historic section of Southern in the brighter and richer lives of thousands of young people who got a bener Maryland. The school's crowning glory is its waterfront section: Piney Point is lochance in life because of him.'• cated close to where the Potomac River empties into the Chesapeake Bay. Out- The SIU was one of the first unions in America to recognize the serious threat posed by drug and alcohol addiction. More than 700 seafarers have _regained their sobriety and drug-free status by making use of the Addictions Rehabilitation Center in nearby Valley 28 SIU Fiftieth Anniversary �Chapter 17 The '80s: SIU Adjusts to Sweeping Changes, Plants Seeds of Hope B y 1979 Paul Hall had reached the zenith of his career. As senior vice president of the AFL-CIO, he was one of the most influential labor leaders in the nation. He had taken the small, struggling affiliate that Harry Lundeberg established on the Atlantic and Gulf Coasts and built it into one of the most powerful unions in the nation. He had battled organized crime on the waterfront and beaten the world's largest conglomerates. The wages and working conditions of American seamen, who had been among the most exploited of workers, now compared favorably with their counterparts on shore. Just one accomplishment had escaped his grasp: persuading Congress and the American people to implement a national maritime policy. 1980 Presidential Election Pivotal The USPHS hospital system, which had provived seamen with quality medical care for nearly 200 years, was shut down. The administration procrastinated in coming up with a new liner subsidy program, even though the program, which was central to the continued survival of the American maritime industry, had begun to expire. The program it eventually unveiled has failed to generate much enthusiasm. Maritime's Survival is at Stake In 1980, when the Reagan administration took power, there were 600 deep-sea vessels registered under the American flag, which was barely enough to meet this nation's sealift needs. Today, on the eve of the union's 50th anniversary, that number has fallen to just 360. The maritime industry has undergone a wrench- . ,.,... ing restructuring. Once-proud companies like U.S. Lines no longer exist. Automation has reduced manning scales. Conditions have been made worse by a decadeIong depression in the shipping industry. In order to stay afloat, shipping companies and labor unions have been forced into frenzied bidding wars. Worldwide trends for seamen and other maritime workers are ominous. In order to compete with open registries, traditional maritime nations like Norway have begun setting up their own second registries. Clearly, the continued survival of the Americanflag merchant marine presents the members of the SIU with their greatest challenge as the union faces its second 50 years. He viewed the upcoming presidential election as maritime's last chance to gain a steady supply of cargo. He was gearing up for the election when tragedy struck. Just before he was to deliver Lane Kirkland's seconding speech at the AFL-CIO Convention, he was felled by an inoperable brain tumor. FrankDrozak, his long-time associate, immediately stepped in and gave the union a strong presence during a potentially troubling period. Because of their close association, there was a smooth transition. Within months, Drozak was playing a leading role in securing support for Jimmy Carter, who was publicly committed to signing a cargo preference b. l. Carter lost the 1980 election by a wide margin, in part because of a sense of national frustration brought about by the Iranian hostage crisis. Control Chaos in the Tug of the Senate passed to the Republican Party for the and Barge Industry first time in more than 20 years. The combination of these two events helped pave the way for the soDeep-sea sailors were not the only maritime The Keystone State, one of the union's first military vessels. called Reagan Revolution, which transformed the workers to experience difficulties during this face of American politics. period. A depression in the oil industry and an explosion of corporate takeovers At first, many in the maritime industry had great hopes for the new administration. During the campaign, Reagan had issued a seven-point program to created a desperate situation in the tug and barge industry as well. A pattern "revitalize" the American-flag merchant marine. Yet this turned out to be nothing soon emerged. A company that had a long-standing relationship with the union more than an empty campaign promise. (ACBL, SONAT Marine) would be taken over by a conglomerate. Almost im· ._ mediately, the new management team would start making moves to break the union. That way they could gain access to the funds stored in multi-employer Reagan Revolution Sweeps America plans, reduce wages and welfare benefits and eliminate job descriptions, work The labor movement was faced with a new environment distinctly hostile to its rules, the seniority system and other improvements the union had won. interests. The administration made its intentions clear early on when it broke the Tug and barge companies began unilaterally reclassifying certain groups of Professional Air Traffic Controllers (PATCO) Union in a bitterly contested strike. workers as "supervisory personnel." This made good-faith bargaining nearly imIronically, PATCO had been one of the few unions to possible and threw what should have been routine support Reagan during the 1980 election. negotiations into the courts. Workers were left in Federal programs which had provided a minilimbo while the appeal process took two, three mum safety net for millions of American workers years to play itself out. were axed. The National Labor Relations Board was "It used to be that you would sit across the table packed with conservative appointees, which made it from an owner and talk to him as one human being difficult for unions to receive an impartial hearing. to another," saidSIUVicePresidentJohnFay. "Now, Business groups began holding seminars on how to he has his lawyers and his accountants, and you break unions. The percentage of the American have yours. Everything has to be in writing; even if workforce holding membership in a union dropped you trust a particular management team you know below 20 percent for the first time in the post-war that any company today can wind up being a pawn era. in some takeover bid. The flexibility and trust has Pension funds were under attack. Companies gone out of labor-management relations." sought to pull out of secure, multi-employer plans and establish their own single-employer plans. Not Jones, Cargo Preference The S.S. Constitution, one of two SIU-crewed passenger ships. one multi-employer plan has ever filed for Acts AttacK:ed bankruptcy, but in the three-year period between 1974-1977 alone, more than 8,000 single-employer plans went under. During the Reagan years, repeated attacks have been made against the two most important maritime promotional programs-the Jones Act and the Cargo Preference Act of 1954. Maritime Programs Axed In 1985, agriculture groups mounted their most serious challenge to the Initially, many maritime officials believed that their programs would escape the Cargo Preference Act of 1954. Right before one critical vote, SIU President Frank axe because of the Reagan administration's strong commitment to defense. After Drozak flooded Capitol Hill with whitecapped seamen who made unannounced visits to their elected representatives. all, they reasoned, the American-flag merchant marine plays a pivotal role in providing sealift. He later played a leading role in bringing about a compromise between They were wrong. The American-flag merchant marine was hard hit. Funding maritime and agricultural groups on this issue. This led to the restructuring of the Cargo Preference Act. Certain types of cargo were removed from the act's _ for the Construction Differential Subsidy program was halted. In addition, the administration tried to gut the Title XI Loan Guarantee Mortgage Program and the Capital Construction Fund. --continued next page October 1988 29 �jurisdiction. In return, the cargo preference requirements for other types of government-impelled cargo were raised from 50 to 75 percent over a three-year period. SIU Vice President Jack Caffey noted that management and labor could now mount a united front to resolve thorny problems relating to vessel safety, liability insurance and fishing rights in disputed international waters. Administration Seeks to Export Alaskan Oil Services Beefed Up The administration made no secret of its desire to export Alaskan oil overseas despite a ban contained in the Export Administration Act. This would have had the effect of laying up 40 tankers in the domestic trades. The maritime industry was able to gamer enough support in Congress from preventing that from happening. Many Gains Recorded Shortly after taking over the helm of the SIU, Frank Drozak took steps to improve services to the members. In order to give the union a more visible presence in the nation's capital, he relocated the headquarters building to Camp Springs, Md. He completely computerized the union's records. Not only did this facilitate the processing of claims, but it laid the foundation for a stronger, more efficient Manpower Department. Building upon the legacy of Paul Hall, Drozak made education a priority. He continued to upgrade the facilities at the Seafarers Harry · Lundeberg School. In his speeches, columns and taped messages, he urged SIU members to upgrade their skills. Under Drozak's direction, the union looked into imaginative ways of dealing with a radically changed maritime industry. The abrupt closing of the USPHS hospitals created a crisis for most welfare plans. The trustees effected savings in Unfair Trade Plagues America the Seafarers Welfare Plan without having to cut back on the benefits provided seamen. In New Orleans and Seattle, for example, a preferred provider system It was Frank Drozak's belief that the problems facing the American maritime was set up which guaranteed seamen in those ports bener medical coverage for industry were part of a larger problem. He felt that the international trading sysless money. tem was inherently unfair and that something needed to be done to protect the As president of the 8.5 million member Maritime Trades Department of the security of American workers. AFL-CIO, Drozak led a successful 11-year fight to gain recognition for the role He called upon Congress and the administration to enact an industrial policy. that American seamen played in World War II. He worked tirelessly for ratification If they didn't, he predicted a mass exodus of jobs overseas. All the American ofILO Convention 147, which set minimum international standards for seamen. workers would be left with, he said, "were Mickey Mouse jobs in places like It was the first ILO Convention to be signed by the United States in 35 years. McDonald's paying minimum wage rates." The prototype for this, he said, was The SIU worked for passage of a port development bill to stimulate activity in the formulation of the Effective U.S . Control Doctrine, which decimated the the dredging industry and opposed the imposition of user fees, which were American-flag merchant marine and the fleets of our NATO allies. During his long career in the maritime industry-he had started sailing in the viewed as posing a serious threat to the economic health of the inland waterways industry. deck department in the waning days of World War II- Drozak had witnessed drastic changes in technology and automation. Unless the SIU and the members It supported efforts to reduce the burdensome requirements heaped on the of the union adapted to the rapid changes which were engulfing the industry, he maritime industry, which is regulated by more than 75 agencies. At the same time, the union opposed the said, they would be left behind. administration's broader policy of Absent help from the federal deregulation, on the grounds that it government, he believed that the only would lead to a breakdown of safety avenue of growth was in the military standards in the transportation insector. He repeatedly called upon the dustry. federal government to contract work out to the private sector. This would The union joined others in the have a three-fold effect. It would inmaritime industry in strenuously opposing the reflagging of 11 Kuwaiti crease the sealift capability of this tankers. Rep. Helen Bentley (R-Md.) country by securing an adequatelysummed up the feelings of many in sized pool of skilled mariners. It the industry when she said that the would save the American taxpayers administration had debased the hundreds of millions of dollars. And it maritime laws of the country and would save the American-flag merturned the American registry into a chant marine. flag of convenience. In order to protect the rights of SIU Garners Military New Bedford fishermen, the SIU Work called a strike against the Seafood During a period of industry-wide ..,. Producers Association in 1985. A setdecline, the SIU was able to sign up tlement was finally reached two years hundreds of new jobs for its members SHI.SS Vice President Frank Mongelli (left) met with representatives of the Army and Navy. later. In announcing the agreement, -. 11ic SIU-contracted American Eagle was pan of the convoy foe the Grenada invasion. Member shows souvenir from invasion. 30 The SIU-contracted Falcon Leader was one of the last vessels to be built with CDS funds. Shipbuilding came to a virtual halt in U.S. yards. SIU Fiftieth Anniversary �'~ · onboard military vessels that had been contracted out to the private sector. The turning point came in 1984, when an amendment attached to the Depart· ment of Defense authorizations bill mandated that the Military Sealift Command go through an A-76 bidding process. It was a slow process made possible by the high quality of SIU crews. In 1984, for example, an SIU crew onboard the Southern Cross made a strong impression on the military, earning a letter of commendation for its flawless performance in NATO exercises. The SHLSS retooled its curriculum to include a sealift course incorporating training for helicopter operations and underway replenishments. Students admitted to the school were trained to chores onboard deck and in the engine room. Drozak brought management, labor and government together at a sealift conference, the first of which was held in May 1986 in Piney Point. Frank Drozak Dies The various affiliates of the SIUNA met in August 1987 at one of the intemational's regularly scheduled conventions to deal with the many problem's facing the maritime industry. On the first day of the convention, SIUNA President Frank Drozak fell ill. It was cancer. By April 1988, his condition had become so grave that he called SIU Executive Vice President Michael Sacco to headquarters to begin taking over the helm of the union. Speaking at the union's April membership meeting, Sacco praised Drozak for his many accomplishments. He also urged the membership to reflect upon the meaning of the union's upcoming 50th anniversary He said that the labor movement had enabled American seamen to materially improve the quality of their lives. The wages and conditions that workers now take for granted were gained over the course of several decades. People had given their "blood, sweat and tears" so that future generations would have a benerway of life. Seamen's Struggle Enters a New Phase The struggle, said Sacco, is not over. It is just entering a new phase. Today's members are writing a new chapter. History will record their sacrifices and battles, just as it has recor ed those made by the SIU memrs who served in World War II and built a new union out of the ashes of the ISU. In June 1988, Frank Drozak died. His agenda had been shaped by an historical accident. He assumed office during the 1980 presidential campaign. He died just as the "Reagan Revolution'' was winding down, when the shipping industry was still mired in a decade-long depression. Red Campbell, vice president in charge of contracts, put his career in perspective. "Frank Drozak's enduring legacy is that he enabled this Frank Drozak union to stay afloat during one of the darkest periods in the history of the maritime industry. The union signed up hundreds of new jobs in the military sector and upgraded its services and training program. Unlike others in the maritime industry, it never gave up hope." A Plan For Maritime's Survival "The point is rapidly approaching when the United States will have to decide once and for all if it wants a merchant fleet capable of meeting its security needs," said Campbell. The same conclusion was reached by the Commission on Merchant Marine and Defense, which recently released a seven-point program aimed at revitalizing the maritime industry. "There is a clear and growing danger to the national security," said the report, "in the deteriorating condition of America's maritime industries. "There is today insufficient strategic sealift, both ships and trained personnel, for the United States using only its own resources as required by the defense planning assumptions, to execute a major deployment in contingent operations in a single theater such as Southwest Asia. Without decisive action, the situation will worsen substantially by the year 2000. "Major government effort is urgently required, indeed overdue, to revise our national objectives, policies and commitments in order to reverse the decline of the maritime industry" Maritime Must Unite In his first report to the membership, SIU President Michael Sacco had this to say on the maner: "We are now at the brink of a new administration. At this point, no one can tell what's in store for U.S. shipping. In these days of non-issue campaigning, no one knows where candidates stand on specifics. "But that doesn't mean that the industry can afford to sit still and wait. It had better get itself together, and I mean all of it-all of management and labor-and begin discussing and examining ways and means of using all resources available, to be certain U.S. shipping is not allowed to continue downward without a mighty effort on our part to tum things around. "It can be done, it's been done before. It's going to take good sense and hard work on the part of every section of the industry. The alternatives make it an absolute must for us to take a good hard ~hot at the challenge. We of the SIU stand ready to do our share!'' Michael Sacco ... ... i Anniversary Supplement Editor Max Hall Special thanks to Herb Brand, George McCartney, Red Campbell, and the staffs of the Paul Hall Archives, the SIU Hiscorical Research Deparcment and the Seafarers LOG. SIU Executive Board Michael Sacco President Joseph Sacco Joseph DiGiorgio Exec11t11ie Vice President Secretary Angus "Red" Campbell John Fay Vice President Vice President George McCartney Thomas Glidewell Vice President Vice President Roy Mercer Steve Edney Vice President Vice President Jack Caffey SIU President Frank Drozak was able to improve SIU services during a period of industry-wide decline. The new headquarters building. October 1988 Vice President 31 �----------•a 1-' i'i "We have an educated and informed membership. Together we will forge new programs to meet the challenges of the future. " -Michael Sacco � 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 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Special Edition 1988 Description An account of the resource HEADLINES SIU CELEBRATES FIFTIETH ANNIVERSARY THE SEAMEN’S STRUGGLE FOR EQUALITY THE LAW WAS STACKED AGAINST SEAMEN BUCKO MATES AND CRUELTY AT SEA LIFE AT SEA SEAMEN’S ACT OF 1915 BRINGS FREEDOM MARITIME ENTERS DARK AGE RED SCARE SWEEPS COUNTRY AN ILL-FATED STRIKE BREAKS THE ISU THE GROWTH OF RADICAL ORGANIZATIONS ON THE WATERFRONT THE FIRST AMERICAN-OWNED PANAMANIAN-REGISTERED VESSELS THE GREAT DEPRESSION THE SEAMEN’S MOVEMENT IS REBORN SPLIT IN ORGANIZED LABOR BLOODY THURSDAY THE SIU IS BORN OUT OF THE ASHES OF ISU SIU LAYS STRONG FOUNDATION FOR FUTURE SIU FACES OMINOUS POST-WAR TRENDS PAUL HALL TAKES OVER THE HELM OF SIU THE SIU BECOMES A WATERFRONT POWER SIU SEAMEN MOUNT SEALIFT IN KOREA THE FIFTIES: SIU MAKES RAPID PROGRESS SIU FIGHTS FOR A DEMOCRATIC MOVEMENT FIGHT TO SAVE THE MARITIME INDUSTRY LUNDEBERG SCHOOL GIVES THOUSANDS OF SEAMEN A CHANCE FOR A BETTER LIFE THE ‘80S: SIU ADJUSTS TO SWEEPING CHANGES, PLANTS SEEDS OF HOPE Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 10/1/1988 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. 50, No. SE 1988 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/e85018873442e70ab56e22dff1faff22.PDF b58720eab70306cfe87b1afd05c7fbb1 PDF Text Text - -v'';.' V "-'-T' r^- •^-;.;-|.yyS7=^.'.-'" •t 1. ^4'' rl P" :i J 1 '• I'V \i^\ •' ' • . .* ? T - " ft This special edition of the July Seafarers LOG contains the new Tanker and Freightship Agreements which have been overwhelniingly ratified by the membership, both in the Union Halls and aboard ship. The new agreements, which became effective June 16, 1975 and which run until midnight, June 15, 1978, are repeated here in their entirety. NOTE: All changes contained in the new contract are indicated by shading. Freightship Agreement Tanker Agreement See Page 18 See Page 2 •V • . •%»:• J Mi mp'^w 1' 'i "• : : • •r. i :,^r K'M ••KI%-'7'-'U :.'•(••: -I' ^^•• 7a, July 1971 !( �•V NEW STANDARD TANKER AGREEMENT -••'SA-: • 'M- between SEAFARERS INTERNATIONAL UNION Atlantic, Gulf, Lakes and inland Waters District, AFL-CIO •i:: and Contracted Companies V i 3.-' June 16.1975-June 15.1978 1' rticlein Deck Department: J .i . Page .9 ^ Page Division of Overtime Page Division of Watches Page MenStandingSeaWatches.:.,-..'.............. Page a^^s ... v..... I...-'. 9 . , hfe 2 , , ...-.A,/, ' . ' „ ; .. 9 9 9 9 ' '' Hours and Duties Aifide VIOtherProyisioiis : Article VII Effective Dates Article Vm Terminatioii Steward Department Working Rules Steward Department Guide Ship] * ^ . Page Page Page ..... Page / Page >. 1. Page 12 1313 13 13 14 �TANKER AGREEMENT ARTICLE i EMPLOYMENT SECTION 1. The Company recogiiizes the Union as the sole and exclusive bargaining representative of all Unlicensed Personnel employed on board American-flag vessels owned or operated by the Company or its sub­ sidiaries. SECTION 2. The Union agrees to furnish the Com­ pany with capabla, competent and physically fit persons when and where they are i^equired, and of the ratings needed to fill vacancies necessitating the employment of Unlicensed Personnel in ample time to prevent any delay in the scheduled departure of any vessel covered by this agreement. To. assure maximum harmonious relations and in ordar to obtain the best qualified em­ ployees with the least, risk of a delay in the scheduled departure of any vessel covered by this agreement, the Company agrees to secure all Unlicensed Personnel through the Hiring Halls of the Union. If, for any rea­ son, the Union does not furnish the Company with ca­ pable, competent hnd physically fit persons when and where they are Quired, and of the ratings needed to fill such vacancies, in ample time to prevent any delay in the scheduled departure of any vessel covered by this agreement, the Company may then obtain members of the Unlicensed Personnel from any available source, in which case the Union shall be notified. SECTION 3. The Company agrees, that as a condi­ tion of employment all Unlicensed Personnel shall be­ come members of the Union within thirty-one days after the execution of this agreement, or within thirtyone days after hire, whichever is later, and shall remain members of the IJnion while employed by the Com­ panies listed in Appendix A, attached hereto, and made a part hereof, during the life of this agreement. The Company is not obligated to take steps to enforce this provision unless due notice is received in writing from ithe Unionj to the effect that a member of the Unli­ censed Personnel is not in compliance herewith. SECTION 4. (a) The Union agrees that the Company has the right to reject (by written notation on the job assignment slip) any applicant for employment who the Company considers unsatisfactory or unsuitable for the vacancy, or to discharge any member of the Un­ licensed. Personnel who, in the opinion of the Company, is not Satisfactory. If the Union considers the rejection of any applicant for employment or the discharge of any mhmber of the Unlicensed Personnel as being with­ out reasonable cause such action by the Company shall be dealt with under the grievance procedure and the Union agrees that any such rejection or discharge shall not cause any vessel to be delayed on her scheduled departure. (b) Unlicensed Personnel when applying for employ­ ment shall submit to the physical examination pre­ scribed by the Company, and shall submit from time to, time thereafter to such physical examination as may be required by the Company. In the event any decision of the Company physician is challenged by the Union, as to the physical fitness of a member of the Unlicensed Personnel, such member shall be re-examined by a Public Health Physician and his decision shall bo binding. SECTION 5. The Company agrees not to discriminate against any member of the Unlicensed Personnel for legitimate Union activities, and the Company further agrrees that no person referred in accordance with this Article, shall be discriminated against because of race, creed, color, sex, national or geographic origin. SECTION 6'. Tile term Unlicensed Personnel as used in this Agreement shall not include super-cargoes, ca­ dets, pursers and livestock tenders. SECTION 7. Either party shall have the right, upon written notification to the other, to re-negotiate any part or all of Article 1. Upon receipt of such notification the parties to this agreement shall meet within seven (7) days for negotiations of this issue. SECTION 8. (a) Subject to the provisions of this Article and of the Shipping Rules promulgated in ac­ cord herewith, jobs shall be referred and held on the following seniority basis: (1) Class "A" seniority rating, the highest seniority rating, shall be held by: A- all unlicensed seamen who possessed such rating on September 8, 1970, pursuant to the Shipping Rules then in effect; B. all unlicensed seamen who possess Class B seniority rating pursuant hereto, and who have shipped regularly as defined herein for eight (8) consecutive years, pro­ vided such seamen have maintained their Class B senior­ ity rating without break and provided further that they have completed satisfactorily the advanced course of training then offered by the Harry Lundeberg School of Seamanship for the Department in which such sea­ men regularly_ship; and C. all unlicensed seamen who have been upgrraded to Class A seniority rating by the Seafarers Appeals Board pursuant to the authority set forth herein. (2) Class "B" Seniority rating, the second highest seniority rating, shall be held by: A. all unlicensed seamen who possessed such rating on September 8, 1970, pursuant to the Shipping Rules then in effect; B. all unlicensed seamen who possess Class C seniority rating pursuant hereto and who have shipped regularly as defined herein for two (2) consecutive years; and C. all unlicensed seamen who possess Class C senior­ ity rating pursuant hereto and who have graduated from the Harry Lundeberg School of Seamanship entry rat­ ing training program and have been issued a ship as­ signment card in accordance with the Shipping Rules, then in effect. (3) Class "C" seniority rating, the lowest seniority rating shall be possessed by all unlicensed seamen who do not possess either Class A or Class B seniority rat­ ings. (4) For the purposes of upgrading seniority, "ship­ ping regularly" shall mean employment as an unlicensed seamen for no less than ninety (90) days during each calendar year aboard one or more American-fiag vessels covered by this collective bargaining agreement. The time required to constitute "shipping regularly" shall be reduced proportionately in accord with the amount of bona fide in or out-patient hospital time spent dur­ ing a given calendar year by a covered seamen. No sea­ man shall' suffer any loss of seniority credit accrued prior to his entry of military service in the armed forces of the United States if he registers to ship in covered employment within one. hundred twenty (120) days fol­ lowing his separation from military service. (b) Subject to Section 3 of this Article 1, assign­ ments to jobs within the foregoing classes of seniority rating shall be made without regard to union affliation. - (c) There is created the Seafarers Appeals Board, a permanent board of four (4) members, to hear and determine all disputes arising under this Article 1, and to promulgate and administer the Shipping Rules au­ thorized by this Section 8. (d) The Seafarers Appeals Board, shall have the power to reduce from time to time, but not the power to increase, the requirements for seniority ratings set forth herein; and if such power is exercised, the Board shall arrange for effective publication of such decision. The Seafarers Appeals Board shall also add newly con­ tracted companies to Appendix A, and shall promulgate Shipping Rules, including reasonable disciplinary, ad­ ministrative and procedural rules and regulations, to govern employment operations of hiring halls and the seniority and referral to jobs of all unlicensed personnel under and pursuant to this Agreement. Such Shipping Rules'may provide for rotary shipping within classes, shall provide for full seniority credit for employment by, or election to any office or job in, or any employ­ ment taken at the behest of, the Union (which senior­ ity credit is hereby granted), and may include reason­ able, non-discriminatory preferences to be accorded to unlicensed personnel, as well as provisions for total or partial seniority credit, to be gi'anted in the Board's reasonable discretion in cases other than those set forth herein where a seaman's shipping employment has been interrupted by circumstances beyond his control and where denial of such seniority credit would work an undue hardship. The provisions of this subsection (d) shall be subject to the following subparagraphs: (1) The said Shipping Rules may not be inconsistent with this Agreement, nor may they change the intent and purpose hereof. (2) Rotary shipping within Classes A, B and 0 of seniority rating shall be based on a period of unemploy­ ment of ninety (90) days. (3) Class C personnel with a certificate of satisfac­ tory completion of the entry rating training program of the Harry Lundeberg School of Seamanship shall be preferred for employment over Class C personnel. (4) As part of the Food and" Ship Sanitation Pro­ gram, there is hereby established "The Steward's De­ partment Recertification Program," which shall be exclusively operated by Employer Trustees for the pur­ pose of reclassifying and recertifying Steward depart­ ment personnel, pursuant to arrangements and details to be worked out. Six (6) months after such program is initiated in any port, " j^all be preferrM for employment over other -whenever possible, , '\ (6) "fhe Steward Department decertification Program and the Deck' Department Recertification Program for Bosuns, heretofore established, may be modified or dis­ continued in whole or in part when circumstances so warrant. (7) Within each class of seniority in the Deck De­ partment, the Engine Department and the Steward De­ partment, preference for employment shall be given to all entry ratings who are endorsed as Lifeboatmen in the United States Merchant Marine by the United States Coast Guard, unless the requirement of such endorse­ ment has been waived by the Seafarers Appeals Board. (8) The job circulation regulations may provide for requiring those possessing a seniority rating below Class B to leave a vessel after no less than sixty (60) days or one round trip, whichever is longer, provided further that this regulation may not be applied so as to cause a vessel to sail shorthanded. There shall be no bumping within Class A. No transportation, sub­ sistence or wages shall be paid a man joining or leaving a vessel through exercise of seniority privileges, not­ withstanding any provisions of Article II, Section 65 of this Agreement. Any disputes arising out of the application of this subparagraph shall be decided under the procedures of the Seafarers Appeals Board. (e) The Seafarers Appeals Board shall include in the Shipping Rules promulgated in accord herewith, reasonable rules of procedure to govern matters coming before it. (f) The Seafarers Appeals Board shall have four (4) members, two appointed by the Union and two appointed by that committee representing the majority of contracted employers for purposes of negotiations with Union, commonly known as the Management Ne­ gotiating Committee. Each party shall also appoint two alternates for the members so appointed, to serve in the absence of such members. (g) The quorum for any action by the Seafarers Appeals Board shall be at least one member appointed by each party. At any meeting of the Seafarers Appeals Board the members appointed by each party shall col­ lectively cast an equal number of votes regardless of the actual number of members present and voting. Except as otherwise provided herein, decisions of the Seafarers Appeals Board shall be unanimous. In the event of a tie vote, the Board shall elect an impartial person to resolve the deadlocked issue. In the event the Board is not able to agree on such an impartial person, the matter shall be submitted to final and bind­ ing arbitration in New York City pursuant to the Vol­ untary Labor Arbitration Rules then in effect of the American Arbitration Association. (h) Any person or party subject to or aggrieved by the application of this Section 8 shall have the right to submit any matter hereunder to the Seafarers Appeals Board for determination. Such submission shall be in writing, shall set forth the facts in sufficient detail to identify the matter at issue, and shall be sent by certified mail, return requested, to the Se^ desiring to be heard in person before the Board shall re­ quest the same in his written application. In such event the applicant shall be notified at least two (2) weeks prior to the Board's next regular meeting of the date and location of such meeting, and the applicant may attend such meeting at his own expense and be heard. SECTION 9. The parties hereto agreS that the ap­ propriate unit, for representation purposes, is the Un­ licensed Personnel aboard the vessels owned or con­ trolled, as aforesaid, by all the companies listed on Appendix A, and any amendments to said Appendix, as set forth herein. -"i I I 7 \\ •1^ i iI ^ I r-i SECTION 10. The Union, shall protect and indemnify the companies party to this agreement in any cause of action based on improper application by the Union of the employment provisions of Article 1 of this Agreement. The Company shall protect, and indemnify the Union in any cause of action based on improper application by the Company, of the employment pro­ visions of Article 1 of this Agreement. SECTION 11. The provisions hereof are subject to Federal and State Law and if any part hereof is in con­ flict therewith, such part shall be deemed inapplicable and to the extent thereof, shall be deemed severed from this Agreement, the remainder of which shall remain in full force and effect. (6) As a part of the Harry Lundeberg School of Seamanship, there is hereby established "The Deck De­ partment Recertification Program for Bosuns," which shall be exclusively operated byHLSS Trustees for the purpose of classifying and recertifying Deck Depart­ ment personnel, pursuant to arrangements and details to be worked out. Six (6) months after such program is initiated in any port, such? SECTION 12. Alien or non-resident seamen in the Far East, may execute written authorizations to the Seafarers' Vacation Plan, assigning to the Union, vaca­ tion benefit payments which may be due such seamen, in discharge of their Union monetary obligations for initiation fee and dues; and the parties further agree that new seamen employed or seamen who have not as yet paid their full initiation fee to the Union, may execute written authorizations to the Seafarers' Vaca­ tion Plan, assigning to the Union, vacation benefit pay­ ments which may be due such seamen in discharge of their Union initiation fee obligation. All of the forego- .i! •if- �ingi authorizations shall be in accordance with the provi­ sions of applicable law. The Collective Bargaining Agreement between the parties, as amended, is to remain in effect as herein­ after provided. SECTION 7. COMMENCEMENT OF EMPLOY­ MENT. Pay for seamen ordered by the Company shall start when the man is required to pass the Doctor, go to the Company office or report aboard the ship ^th his gear and ready for work, whichever occurs first, i ARTICLE If GENERAL RULES SECTION 1. PASSES. The Company agrees to issue passes to the Union representatives for the purpose of contacting its members aboard vessels of the Company covered by this Agreement. Representatives of the Union shall be allowed on board at any time but shall not interfere with men at work unless said men are properly relieved. (The relief gets no extra compensation.) SECTION 8. TERMINATION OF EMPLOYMENT. Any man leaving a vessel shall, upon request, be given a slip showing reason for his termination of employ­ ment. SECTION 9. STATEMENT OF EARNINGS. Un­ licensed crewmembers shall be given a. complete record of all earnings and deductions for the voyage not later than at the time of payoff. SECTION 10. CUSTOMARY DUTIES, (a) Mem­ SECTION 2. DELEGATES, (a) One man in each bers of all departments shall perform the necessary deparment shall be elected by the Unlicensed Seamen duties for the continuance of the operations of the in that department to act as Departmental Delegate. vessel as set forth in this Agreement. Necessary work Such Delegates shall, together with the Permanent shall include any operation necessary to the movement Ship's Committee members keep track of all conditions of the vessel and the preparation of any gear or tank and problems and grievances in their respective depart­ .used in the loading or discharging of cargo. ments, and present to their superior officers, on behalf (b) When it is necessary to shift a man to fill a of the Unlicensed Seamen in their Departments, all. vacancy, the man so shifted shall perform the duties facts, opinions and circumstances concerning any matter of the rating to which he is assigned. which may require adjustment or improvement. SECTION 11. VESSELS AGROUND. In the event (b) PERMANENT SHIP'S COMMITTEE: The Per­ the vessel runs aground, this Agreement shall be lived manent Ship's Committee shall consist of three mem­ up to by the Company regardless of whether the Com­ bers: the Boatswain, the Chief Steward and the Chief pany or the Insurance Company is paying the wages (Electrician) or (Pumpman). The Boatswain shall be and overtime, until such time as articles are terminated. Ship's Chairman. The Chief Steward will be ReporterSECTION 12. MEDICAL RELIEF, (a) Full med­ Secretary, and the Chief (Electrician) or (Pumpman) shall be Educational Director. In the event there is no ical attention as required by law shall be given to all (Electrician) on board, the Deck Engineer shall serve Unlicensed Personnel. Except where it is assumed by the as Educational Director. If there is no Deck Engineer U.S. Consul or the U.S. Public Health Service, such on board, the Engine Utility shall serve as Educational medical attention shall be furnished by the Company Director; If neither of the above ratings are on board, at the expense of the Company. , (b) The Company agrees, when stocking medicine the Ship's Chairman and the Reporter-Secretary shall designate a qualified member of the Engine Department chest, to include penicillin which shall be furnished free to serve as Educational Director for the voyage. The of charge to seamen in need of same. The rules of the duties of the Permanent Ship's Committee shall be to U.S. Public Health Service shall be observed with re­ assist the Departmental Delegates in their duties, to spect to dosage and administration. (c) Medical relief will not be provided except that convene and conduct the Weekly Unlicensed Crew Meet­ which is available aboard the vessel, if the cause of the ings, and to perform the following individual duties: The Ship's Chairman shall preside at all Shipboard illness is the fault of the member of the crew, such as Meetings of the Unlicensed Crew and shall be the venereal disease, etc. primary spokesman aboard ship for the Unlicensed SECTION 13. MAINTENANCE AND CURE. When Crew. a member of the Unlicensed Personnel is entitled to If, in the opinion of the majority of the crew, the maintenance and cure under Maritime Law, he shall be Boatswain does not meet the qualifications to act in the capacity of Ship's Chairman, the crew may select paid maintenance at the rate of $8.00 per day for each day or part thereof of entitlement. The payment due . whomever they consider qualified. The Reporter-Secretary shall handle all paper work hereunder shall be paid to the man weekly. This pay­ involved in documenting matters brought to the atten­ ment shall be made regardless of whether he has or tion of the superior officers, and he shall also prepare has not retained an attorney, filed claim for damages, and maintain Minutes of the Unlicensed Crew Meet­ or taken any other steps .to that end and irrespective of any insurance arrangements in effect between the ings. The Educational Director shall be responsible for Company and any insurer. maintaining and distributing all publications, films and ' SECTION 14. REPATRIATION, UPKEEP AND mechanical equipment relating to education on such TRANSPORTATION, (a) Where a crewmember must subjects as safety, training and upgrading, health and leave a vessel because of illness or injury in any loca­ sanitation. i tion outside the Continental United States, he shall be (c) WEEKLY MEETINGS. To make sure that all repatriated at company expense as set forth herein, at problems concerning the Unlicensed crew are brought the earliest date possible and advances equal to allot­ to light and resolved as quickly as possible, there shall ments, if any, shall continue during such repatriation, be a Meeting of the Unlicensed Crew every Sunday provided he has sufficient monies due him from the while the vessel is at sea. Company to cover such advances. Vessels remaining in port on Sundays may hold these It is the purpose of the above paragraph to provide meetings as soon as possible after departure. At such for the automatic payment of advances—in a sum equal meetings the Permanent Ship's Chairman shall report to the agreed allotment—and to do this automatically, to the Unlicensed Crewmembers all matters referred to which advances are then to be charged against any them and shall receive any new and additional prob­ claim for earned or unearned wages. The advances are lems not previously raised. As compensation for the to be paid in exactly the same time and manner and additional duties required by this Section, the mem­ to the same person or persons that the allotment would bers of the Permanent Ship's Committee and the De­ have been paid had not illness or injury taken place. partmental Delegates shall each receive one hour's The term "repatriation" refers to the entire period for pay at their applicable penalty rate for each weekly which unearned wages are due, and "advances" are to meeting held. be made during the entire period, except in those cases SECTION 3. PORT COMMITTEE. For the adjust­ where the law sanctions a refusal to pay unearned ment of any grievances arising in connection with per­ wages (which can be established under law to be gross formance of this Agreement which cannot be satisfac­ negligence, willful misconduct, etc.). If repatriated on a vessel of the Company, he shall torily adjusted on board the vessel there shall be estab­ lished a Port Committee at the port where articles are be signed on as a non-working workaway. If repatri­ terminated. The Port Committee shall consist of three ated on a vessel of another company, he shall be given representatives from the Union and three representa­ not. less than second class passage. In the event he is tives from the Company, and it shall be the duty of the given less than second class passage on a vessel of Port Committee to meet within 24 hours, Saturdays, another company, he shall be given the cash difference Sundays, and Holidays excluded. In the event the Port between the passage affo;rded and second class passage. Committee cannot agree they shall select an impartial The seaman shall have the option of accepting re­ arbitrator whose decision shall be final and binding. In patriation by plane if such transportation is offered. the event the Port Committee cannot agree on the Repatriation under this section shall be hack to the selection of an impartial arbitrator, then a judge of- Port of Engagement. (b) In the event a crew member must leave a vessel the Federal District Court shall appoint an impartial arbitrator whose decision shall be final and binding. because of illness or injury incurred in the service of Expenses of the arbitrator shall be paid by the party such vessel while in a location within the Continental United States, and such illness is known prior to his whom the arbitrator rules against in the decision. leaving, he shall be entitled to economy class air trans­ SECTION 4. STOPPAGE OF WORK. There shall portation to his original Port of Engagement in accord­ be no strikes, lockouts, or stoppages of work while the ance with Article II, Section 57. provisions of this Agreement are in effect. (c) While awaiting repatriation under section (a) SECTION 5. SHIPS CHARTERED BY COMPANY. and (b) herein, the seaman shall be entitled to repatria­ This Agreement is binding with respect to American tion upkeep in the sum of $8.00 per day until afforded Flag Ships chartered by the company (if charterer fur­ transportation as outlined in said subsections. Such up­ keep shall be paid up to and inclusive of the day he is nishes crew). afforded the means ~of transportation by which he ia to SECTION 6. AUTHORITY OF MASTER AND be repatriated. The Company or its Agents may make OBEDIENCE OF CREW. Nothing in this Agreement arrangements for meals and lodgings while the seaman is intended to or shall be construed to limit in any way is awaiting transportation, but in no event shall these the authority of the Master or other officers, or lessen arrangements be at a cost of less than $8.00 per day. the obedience of any member of the crew to any lawful In cases where regular meals are not included in the ordertransportation herein provided for, the repatriated sea­ Page 4 • ' • • tw'v,A .I-' * J,'. , • • • (,'t I 1 man shall be paid the sum of $10.60 per day for food during the transportation period. (d) Where a seaman leaves the vessel due to illness or injury and such illness or injury has been (toown prior to his leaving, he shall receive a full statement of his account showing wages due him. Where time does not permit the statement being given to the man before he leaves the vessel or before the vessel's de­ parture, the Master shall promptly advise the Com­ pany Agent and the. home office of the status of the man's account at the time ho left the vessel. Thereafter, when the seaman presents himself to the Agent at the Port where he left the vessel, the maxi­ mum allowable payments shall be made to him by that Agent. When the seaman presents his claim' for wages to the Agent or office of the Company at the port of engage­ ment or to the home office of the company, he *Bhall receive payment as promptly as possible. Failure to pay the seaman wages within 72 hours exclusive of Saturdays, Sundays and Holidays after presentation of his claim shall entitle the seaman to $8.00 per day until the full wages due the man at the time he left the vessel are paid. (e) Original Port of Engagement as used herein shall mean the port in the Cotilinental United States where a crew member was first employed on board the vessel. SECTION 15. LOSS OF CLOTHING, (a) In the event a ship of the Company is lost, the crew shall be recompensed for the loss of clothing in the amount of $500.00 and shall be repatriated to the port of engage­ ment with subsistence, room and wages as per Section 57 of this Article. (b) In the event that personal effects of Unlicensed Personnel are damaged due to a marine casualty, or an accident to the vessel or its equipment, they shall, be recompensed for the loss in the amount of such loss but not to exceed $300.00. SECTION 16. WORK PERFORMED BY OTHER THAN MEMBERS OF THE UNLICENSED PERSON­ NEL. Any work performed by cadets, or workaways, passengers, prisoner of war, staff officers or any member of the crew other than the Unlicensed Personnel that is routine work of the Unlicensed Personnel shall be paid for at the regular overtime rate. Such payment is to be divided among the Unlicensed Personnel ordi­ narily required to perform such work. SECTION 17. CARRYING OF CADETS, ETC. IN LIEU OF CREW. No cadets, workaways, or passengers shall be carried in lieu of the crew. SECTION 18. EMERGENCY DUTIES AND DRILLS, (a) Any work necessary for the safety of the vessel, passengers, crew or cargo or for the saving of other vessels in jeopardy and the lives thereon, shall be performed at any time and such work shall not he considered overtime. "Any wofk necessary for the safety of the vessel, passengers, crew or cargo, or for the saving of other vessels in' jeopardy and the lives thereon, shall be performed at any time and such work shall not be considered overtime" refers to instances when it is ordinarily necessary to muster the entire crew in order to assure, the safety of the persons or property men­ tioned. Incidents of this kind should Im recorded in the official Log. "Routine work for the safe navigation of the vessel," refers to such operations as steering, standing a look­ out, standing any regular watch on deck or in the engine room. Such'work as (1) dogging down tanks, (2) securing and cradling booms, (3) securing wind sails, (4) se­ curing barrels on the boat deck, shall be overtime when performed after 6 p.m. and before 8 a.m. Monday to Friday, and on Saturdays, Sundays and Holidays, at the applicable rate. (b) Whenever practicable, lifeboat and other emer-^ gency drills shall be held on weekdays, Monday through Friday, between the hours of 8 a.m. and 4:30 p.m. Preparation for drills, such as stretching fire hose and hoisting and swinging out boats, shall not be done prior to signal for such drills and after drill is over, all hands shall secure boat and gear. In no event shall over­ time be paid for work perfortned with such drills, except as herein provided. (c) Premium rate shall be paid for lifeboat and other drills held on Saturdays, Sundays and Holidays, except in instances where departure time and date do not permit required drills being held before the first Saturday, Sunday or Holiday after departure. (d) In port when such drills are held on Saturdays, Sundays, or Holidays premium rate shall be paid, ex­ cept where such drills are held on days of departure. SECTION 19. SAFE WORKING CONDITIONS. The employer shall furnish safe working gear and equip­ ment when in any harbor or port. No man shall be required to work under unsafe conditions. Ordinary hazards of the sea shall not be considered unsafe con­ ditions in applying this section. SECTION 20. HOLIDAYS. The Company agrees to recognize the following as holidays: 1. New Year's Day 6. Labor Day 2. Washington's Birthday 7. Thanksgiving Day 3. Memorial Day 8. Christmas Day 4. Armistice Day 9. Independence Day 6. Lincoln's Birthday �In the event V.E. or V.J. days are observed as Na­ tional Holidays, they shall be included in the list. Saturdays, Sundays and Holidays at sea or in port shall be considered holidays for the Unlicensed Per­ sonnel not on watch. Men on watch shall perform only the routine duties necessary for the safe navigation of the vessel on these days. Premium rate shall be paid for all work performed by the Unlicensed Personnel on any of the nipe (9) holi­ days described in this Agreement at sea or in port. In the event any of the above named holidays fall on Saturday or Sunday while in port or at sea, the Monday following shall be observed as such holiday. Any day that is a recognized holiday for the longehoremen in Continental U.S. ports shall also be a recognized holiday for the crew while ifa that particular port. When a vessel is in Puerto Rico, the following three (3) days, which are recognized as holidays for long­ shoremen in Puerto Rican ports, shall also be recog­ nized- as holidays for the crew while the vessel is in Puerto Rico. 1. Good Friday 2. July 17th (Munoz Rivera) 3. July 25th (Constitution Day) SECTION 21. $.10 6.91 6.10 &.60 - 4.85 8.51 7.25 6.46 6.28 SECTION 26. PAYMENT OP OVERTIME. All money due for crew overtime shall be paid at the sign­ ing off. In the event payment of overtime is delayed by the Company beyond 24 hours after signing off articles, additional compensation shall he paid at the rate of $10.00 a day for each calendar day or fraction thereof aforesaid payment of overtime wages is de­ layed. This shall not include disputed overtime being settled between the Union Representatives and the Company. No claim for the above penalty shall he considered valid unless the failure to make such payment is made known to the Union within 72 hours after the event. . : a 5 .646 SECTION 27. DIVISION OP WAGES OP ABSENT MEMBERS, (a) When members of the Unlicensed Per­ sonnel are required to do extra work because the vessel ^ <p»der 25,566 D.W.T,) * 8.16 8.5l 8.93 - sailed without, the full complement as required by Gro-ipS 7.74 .8.18 vessel's certicate, under circumstances where the law permits such sailing, the wages of the absent members 6.14 6.45 6.77 shall he divided among the men who perform their work, 40 th above shall be. but no overtime shall he included in such payments. inafter d i in this contract, Where a man is missing due to a vessel sailing short(d) Depa. and Groups shiftH b handed or due to illness or injury, the member or determining e applicable Group for a * members of the crew who perform the missing man's work shall receive overtime for all such work performed Departments and Groups in excess of eight (8) hours. Where they are not re­ Jobs aboard vessels covered by these rules are classified accord­ quired to work in excess of eight (8) hours to perform ing to the following schedule of Departments and Groups. the missing man's duties they shall divide the missing DECK DEPARTMENT man's wages. GROUP 1-DAY WORKERS When a vessel is in port and watches are being Boatswain Deck Maintenance maintained for the Deck Department and a crew mem­ Boatswain's Mate Watchman-Day Work ber is absent from his watch, the Company shall not Storekeeper Carpenter he required to replace the missing man on this watch GROUP ll-RATING WATCH STANDERS or divide his wages, providing there is a full comple­ Quartermaster Car Deckman ment being carried on the payroll. Watchman-Standing Watches Able Seaman (h) At sea, when day men are switched to sea ENGINE DEPARTMENT watches and promoted for the purpose of replacing men GROUP I who are injured or sick, they shall receive the differen­ Chief Eleqtricfan Chief Ref. Enrr. tial in pay. 1st, 2nd, 3rd Ref. Eng'r. Chief Storekeeper (c) When men standing sea watches are promoted 2nd Electrician Evap. Maintenance Man Unllc. Jr. Eng'r.-Day Work Pumpman, 1 and 2 for the purposes of replacing men who are injured or Unlic. Jr. Eng'r.-Watch Engine Maintenance sick they shall receive the differential in pay only. Plumber-Machinist Ship's Welder/Maintenance (d) In no event shall any member of the Unlicensed Electrician/Ref. Maint. QMED Crane M/T Electrician Engine Utility Reefer Maintenance Personnel work more than eight (8) hours in any one day without the payment of overtime. GROUP II 1M - 6.72 . 6A8 5.38 Aft Chief Pumpmpn Second PumpmUi Maintenance Ship's Welder ^ Utility Oiler SECTION 25. CHECKING OVERTIME, No work specified in this Agreement as overtime work shall he performed unless authorized by the head of the par­ ticular department. After authorized overtime has been worked, the senior officer of the department on hoard will present to each employee who has worked over­ time a slip stating hours of overtime and nature of worked performed. An overtime hook will he kept to conform with individual slips for settlement of over­ time. Officers and men shall keep a record of all dis­ puted overtime. No claim for overtime shall he valid unless each claim is presented to the head of the de­ partment within 72 hours after completion of the work. When work has been performed and an overtime claim is disputed, the head of the department shall acknowl­ edge in writing that the work was performed. PREMIUM -A.B. » Vble Sen >.S. Deck rdinary . paid for in one-half hour periods, and any fractional part of such period shall count as one-half hour. 8^5 ... ... 7.32 7.26 6.49 7.1 Deck engineer Engine Utility Oiler-Diesel Oiler-Steam Watertender Fireman/Watertender Fireman Oiler Maintenance/Utility STEWARD DEPARTMENT GROUP I (S) RATED MEN Chief Steward-Passenger 2nd Steward-Passenger Steward Steward/Cook Chef Cook and Baker Chief Cook GROl'.'^ I-RATED MEN 2nd Cook and Baker Butcher GROUP II 2nd Cook, 3rd Cook and Assistant Cook ENTRY DEPARTMENT GROUP III Ordinaries on Watch Wiper Utility Messmen Waiters SVsJ beck Maiiitenahce Messmen General Steward's Utility SECTION 28. MONEY DRAWS. Monies tendered for draws in foreign ports shall he made in United States currency failing which, traveler's checks shall he issued at the Company's expense, except where cur­ rency laws established in foreign countries prohibit such issuance. When American money is aboard, crew advances shall he put out the day before arrival in port. Upon request the Unlicensed Personnel shall be granted ad­ vances at least once every five days, except on Satur­ days, Sundays and Holidays, while the vessel is in port. Such advances shall be made available to the crew not later than 4 p.m. SECTION 29. EXPLOSIVES. On vessel carrying explosives in excess of 50 long tons as permitted by law, the Company agrees to pay each member of the Unlicensed Personnel in addition to their regular monthly wage, 10% per month of such wages from the time the loading, of the explosive is started until the explosive cargo is completely discharged. When the Unlicensed Personnel is required to work explosives at any time, they shall he paid for euch work in addition to their regular monthly wages at the rate of $10.00 per hour. For the purposes of this Agreement, explosives shall consist of the following items: Nitro-Glycerine Loaded Bombs T.N.T. Dynamite Poison Gases Loaded shells of one pound or Black Powder over hut not small arms Blasting Caps ammunition Detonating Caps SECTION 22. COMMENCEMENT OP OVERTIME, (a) When the watch below is broken out to report for work outside their regular schedule, overtime shall commence at the time stated for the call-out, provided, however, thai such crew members report for duty with­ in 30 minutes of the time the overtime work commences. Otherwise, overtime shall commence at the actual time such employee reports for duty and such overtime shall continue until the employee is released. (b) The above provision shall not apply in the event the commencement of overtime is scheduled one (1) hour following the conclusion of their regular wateh or workday. In that event, the crew members, having had a full hour for their meal shall report promptly at the beginning of the period for which overtime has SECTION 30. HANDLING CARGO HOSES, (a) It been scheduled. is agreed that the crew shall handle, connect, and dis­ SECTION 23. CONTINUOUS OVERTIME, when connect vessel's cargo and hunker hoses on hoard the working overtime on the watch below, and the crew is ship without the payment of overtime except during knocked off for 2 hours or less, the overtime shall be overtime hours; however, if the crew is required to go paid straight through. Time allowed for meals shall not on dock to handle connecting or disconnecting of cargo be considered as overtime in this clause. This section and/or hunker hoses, does not apply to men who are receiving overtime for standing their regular watch. SECTION 24. COMPUTATION OP OVERTIME. 21 (e), Penalty Over When overtime worked is less than 1 hour, overtime for 1 full hour shall be paid. When overtime worked exceeds 1 hour, the overtime work performed shall he Page 5 • ••• • I rb-r, -'X • - i' •>•:! IsHf i V; - • * 11 .4 . ,4 If - 'M i' M i: ' =» jj iI •ii \y\ v| I. V11 �The operation shall consist of the handling of lines, hoses, valves and other equipment necessary to the operation. The Master shall determine the number of personnel to be used during the operation. The man at the wheel shall receive penalty overtime Monday through Friday during the operation. The refueling op­ eration shall terminate when the line and hoses are returned to the vessel being refueled. SECTION 31. STANDBY WORK. When men are hired by the Company for Standby Work in port by the day, they shall be paid the premium rate for the re­ spective ratings. Eight (8) hours shall constitute a day's worki All work performed in excess of eight (8) hours in any 24 hour period, or any work performed in excess of eight (8) continuoiis hours, shall be paid at the premium rate and one-half for the respective ratings. Men hired to perform Standby Work shall perform any work which shall be assigned to them by their superior officer, and they shall not be subject to any work rules set forth in this Agreement. When Standby Work in any particular department is to be performed an effort shall be made to obtain men with ratings in such department if they are available and are competent to perform such work. Any man hired for Standby. Work who reports when ordered shall be paid a minimum of eight (8) hours of pay for the first day and a minimum of four (4) hours for each day's pay thereafter. This change shall not be interpreted to conflict with any understanding that the Union might have with a company whose practice is to hire relief crews while the vessel is in port. SECTION 32. LONGSHORE WORK BY CREW. In those ports where there are no longshoremen available, members of tbe crew may be required to drive winches for handling cargo or may be required to rataa Friday*' - Montevideo to Buenos Aires to Rosario or points above or vice-versa Boston New York or vice-versa New Orleans to Baton Rouge or vice-versa Norfolk to Baltimore or vice-versa All moves between ports on the St. Lawrence Seaway and/or on the Great Lakes, West of Montreal, except those moves which are less than eighty (80) miles. (b) Moves from Baltimore through the Chesapeake and Delaware Canal to Delaware River ports or viceversa, shall be considered a move of the ship and such work, after 6 p.m., and before 8 a.m., or on Saturdays, Sundays or Holidays, shall be paid for at the applicable rate. (c) A move from Honolulu to Pearl Harbor or viceversa shall be considered a shift of the vessel. (d) A move from Galveston to Houston or vice-versa shall be considered a shift of the vessel. No movement of a vessel shall be considered a shift of ship until the vessel is in port time as provided for in Article II, Section 33. Any crewmember who does not report aboard ship in accordance with paragraph (b) of this section shall not be entitled to receive the penalty pay for the delayed sailing of 2 hours overtime for such reporting. SECTION 35. RESTRICTION TO SHIP. When a vessel has been in a foreign port where the crew was restricted to the ship and the Company claims that this restriction was enforced by the government of the port visited or either Federal, Military or Naval Authorities, the Company shall produce a copy of the restriction order of the government. Federal, Military or Naval Authorities. In lieu thereof it may produce a proper entry in the official log book and must give sufficient notice in writing of the restriction to the Ship's Chairman. The notice shall also be posted on the crew's bulletin board. A letter from the Company's agents will not be sufficient proof of the existence of such an order. If the Company is unable to produce evidence as provided herein to satisfy. the Union of the validity of such restriction, the crew shall be compen­ sated for having been restricted to the ship by the pay­ ment of overtime for the period of the restriction at the applicable penalty rate. When a restriction occurs because of quarantine, im­ migration or customs procedures, a proper Log entry shall suffice. SECTION88. soling Ome sh^l b« when the vesseFs less. When the stay mg time shall be ; scheduled sailing ia betwe WMt 1 iJie "vessel purauant p vessel 4eiMirts two <2> or moro beduled d^&rtuw ilttm, feeckStse charging eafgo w of stores ^ 1 ' occurs after 8 a.tfcu on Monday (car T"* |i« a holiday), i, even if feaday sregular wiU be paid o .rata as lirevided abeva. I (h) If the v«!ssel in fact sails wi^ two (2) hours Ifrom tha p'ufitted sailing Utua, pursuant to which tbe iuBlicenssd axaw Biotpbat reported back on the ^thera will ba no pedalty paswant maitedr. v,,... (i) All unlicensed crew members shall report aboard at least one (1) hour before the scheduled sailing time. In the event any unlicensed crew member fails to com­ ply with this provision, the Company shall call the Union and the Union shall furnish a replacement. If the original crew member reports after the Company has called a replacement, the man shipped by the Union as such replacement shall receive two (2) days pay from the crew member who was late in reporting for duty. (j) When a Company orders a replacement for which there is no vacancy' on the vessel, the Company shall reimburse the seaman the equivalent of two (2) days pay plus transportation charges. SECTION 37. SECURING VESSEL FOR SEA. All vessels of the Company must be safely secured before leaving the harbor limits for any voyage. SECTION 38. LAUNCH SERVICE. When a ship is anchored or tied up to a buoy for eight (8) hours or over, for the purpose outlined in Article II, Section 34, each member of the Unlicensed Personnel while on his watch below shall be allowed one round trip to shore at the Company's expense every twenty four (24) hours. When launch service is arranged for by the Company, the schedule shall be such that each and every member shall be given the opportunity for a round trip as called for herein on his watch below. In ports where regular boat service is not available, members of the crew may make their own arrange­ ments for transportation and the Company agrees to reimburse either the crewmember or the owner of the boat up to $5.00 per round trip per mqn carried once every twenty four (24) hours. SECTION 39. REST PERIODS, (a) When members of the Unlicensed Deck and Engine Departments are required to turn to on overtime for a period longer than two (2) hours between the hours of midnight and at the gangway on arrival. 8 a.m., they shall be entitled to a rest period of one (1) % (I^> hows, Uie sail}> hours prior to the «ghfc If the scheduled 8 am:., i- LuHor eacrhour Ind 8 a^m. This rest period shall be given at any time that is con­ venient between the hours of 8 a,m. and 5 p.m. the same day. This rest period shall be in addition to cash overtime -allowed for such work. If a rest period is not given, the men who have worked shall be entitled to additional overtime at the applicable penalty rate in IK due t<» rhe loading or dierharging of lieu thereof. This section shall not apply to men who iog of stores or bunkers, the new time ' have been turned to on overtime at 6 a.m. or after. 'promptty be posted on the hewd and (b) Where sea watches have been maintained this two (2) hoars, the watch off duly shall be die- section ! carrying grain, when crew mem­ shall not apply to regular watch standers. aad ehall receive two (8) hoarfe over^" ~ ~ ' bers are required to unfasten butterworth plate nuts (c) In port, if sea watches have been broken and ar rate for each reporting. and/or remove the butterworth plates for the purpose have not been reset, this section shall apply to any If the new sailing time is not posted of loading or discharging grain cargo, ^ man required to turn to on such overtime work. (2) hour period, Urn watch off duty s*-hutfcorworth plates and/Wfi^' n (d) This section shall apply, in the case of day I they shall be entitled to compensa­ •"'too at the regular rate from the time^ workers, both at sea or in port. the time that the vessel sails. This tion as provided for in this section. This section shall not ii ^teh en duty a« Saturdays, Snndeyt and SECTION 40. FRESH PROVISIONS, (a) An adebe so construed as to be applicable to any work-where shall be provided for the longshoremen are not available due to labor trouble. fruit and vegetables will The above shall not apply for securing or shoreing vess^'s control. " be furnished at every port touched where available, and up cargo. be posted no later than 5 p-m. if supply is possible a sufficient amount to last until the ' scheduled to sail on a we^ead next port or to last until the food would ordinarily, with TURE. ftd 8 a.m. Monday, When a good care spoil. Shore bread shall be furnished at all id bstween 5 p,n»> Friday and U.S.* ports when available. in port eduled to sail ptior to 8 a.ni« Frozen foods shall be considered the equivalent of and moored nt/ormj J2. or dlWjhj shall be posted not later than serve the same purpose as fresh foods. If Friday is a holiday, the (b) (1) Vessels making a foreign voyage shall store prior to the holiday. Simi» canned whole fresh milk at the rate of one (1) pint per ^ ^ then the following Tuesday man per day for the duration of the voyage, i he suhstitetad m heU of Monday. In the event the (2) While a vessel is in Continental U.S. ports, •mpany doet not do this, (he regular rate overtima fresh milk from local dairies is to be served three times in effect wdl be paid fr. a day. Prior to a vessel departing from any domestic -eqtured to retui n until ports going to another domestic port and/or a foreign • port forty (40) gallons of local fresh milk must be placed on board. as almve required, and tee soheff (3) After departure from the last Continental the weelresd as above provided, tt U.S. port and the supply of fresh local milk has been ut •k.a. ^ * t ^ consumed, canned whole fresh milk is to be served at breakfast only while at sea. (4) While in a foreign port, canned whole fresh milk is to be served three (3) times a day as per agree­ ment. (5) No purchase of milk shall be made in foreign ports while canned whole fresh milk is available. (c) If milk is provided for persons. other than crewmembers, then additional milk must be supplied ' for SECTION 34. SHIFTING SHIP, (a) After the vessel such use. arrives in port as outlined in Article II, Section 33, any SECTION 41. ROOM AND MEAL ALLOWANCE. subsequent move solely in inland waters shall be re­ When board is not furnished unlicensed members of garded as shifting ship and overtime paid at the appli­ the crew, they shall receive a meal allowance of $2.00 cable rate for men on duty while such moves are per­ for breakfast, $3.00 for dinner and $5.50 for supper. formed., on Saturdays, Sundays and Holidays and after When men are required to sleep ashore, they shall be 5 p.m. and before 8 a.m. Monday through Friday with allowed $10.50 per night. the following exceptions: When sea watches are .maintained, moves between SECTION 42. MEAL HOURS RELIEVING FOR New York area and Albany area, New York area and MEALS. The meal hours for the Unlicensed Personnel Bridgeport and vice-versa shall not be considered a employed in the Deck and Engine Departments shall be shift. as fellows: Port Alfred to Montreal or vice versa Breakfast 7:30 a.m. to 8:30 a.m. Port Alfred to Quebec or vice-versa Dinner 11:30 a.m. to 12:30 p.m. Montreal to Quebec or vice-versa Supper 5:00 p.m. to 6:00 p.m. All moves from American Ports to British Columbia (a) At sea or in port the 4 to 8 watch shall relieve ports or vice-versa itself for supper. Itt f^ge 6 « J ^ i j x.; j -? _ �t (b) The 12 to 4 watch on sailing day is to" be knocked off at 11 a.m. in order to eat at 11:30 a.m. and to be ready to go on watch at 12 noon. (c) These hours may be varied, but such variations shall not exceed one (1) hour either way, provided that one (1) unbroken hour shall be allowed at all times for dinner and supper when vessel is in port. When watches are broken, if one (1) unbroken hour is rfbt given, the men involved shall receive one (1) hour's overtime in lieu thereof. This penalty hour shall be in addition to the actual overtime worked during the meal hours. (d) When crew is called to work overtime before breakfast and work continues after 7:30 a.m. a full hour shall be allowed for breakfast, and if breakfast is not served by 8 a.m., overtime shall continue straight through until breakfast is served. During cargo opera­ tions the pumpman on duty shall not be entitled to a penalty hour during meal hours unless he is required to do work such as making repair, or shift tanks, or do any work other than making routine inspections. (e) If one (1) unbroken hour is not given, the men involved shall receive one (1) hour's overtime in lieu thereof. (f) When the watch below or men off duty are work­ ing on overtime at sea or in port, they shall be allowed one (1) unbroken meal hour. If one (1) unbroken meal hour is not given, the men involved shall receive one (1) hour's overtime in lieu thereof. This penalty hour shall be in addition to the actual overtime worked during the meal hour. The provisions in this section shall be appli­ cable at all times at' sea or in port to men on day work. (g) All penalty .meal hours shall be paid at the ap­ plicable penalty rate. SECTION 43. .MIDNIGHT LUNCH, (a) if the crew works as late as 9 p.m. coifee and night lunch shall be provided. If work continues after 9 p.m. fifteen (15) minutes shall be allowed for the coffee and night lunch, which time shall be included as overtime. (b) If the crew starts work at or before 9 p.m. and work continues overtime until midnight, the men shall be provided with a hot lunch at midnight. If the work continues after midnight one (1) unbroken hour shall be allowed for such hot lunch. If this unbroken hour is not allowed, the men involved shall receive one (1) hour's overtime in lieu thereof, which shall be in addition to the actual overtime worked during the hot lunch hour. (c) If the crew is broken out after 9 p.m. and works continuously for three (3) hours, a hot lunch shall be pro­ vided at the expiration of the three (3) hours if the work is to be continued. Otherwise, a night lunch shall be provided. An unbroken hour shall be allowed for the hot lunch 'and if such unbroken hour is not allowed the men shall receive one (1) hour's overtime in lieu thereof, which shall be in addition to the actual overtime worked during the hot lunch hour. (d) If the crew works as late as 3 a.m., coffee and night lunch shall be provided and if work continues after 3 'a.m., fifteen (15) minutes shall be allowed for coffee and night lunch, which time shall be included as overture. (e) ,tf the crew works as late as 6 a.m., coffee shall be provided and if work continues after 6 a.m., fifteen (15) minutes shall be allowed for coffee, which time shall 1M included as overtime. (f) "When a vessel is scheduled to depart at midnight, the midnight lunch hour may be shifted one (1) hour either way. (g) In the event the midnight lunch is not served the men involved shall be paid the supper meal allowafice in addition to the overtime provided for in paragiraphs (b) and Xc) above. same day the vessel is fumigated shall be entitled to room allowance regardless of when the vessel is" cleared. 9. Work such as chipping, welding, riveting, ham­ mering or other work of a similar nature is being performed in or about the crew's quarters be­ tween 8 p.m. and 6 a.m. When such work as outlined in (9) above is being performed in or around the quarters of the men who stand donkey watches, such men will be provided with other quarters, or room allowances will be allowed. Note: Penalties claimed for lack of heat, air condition­ ing, hot water, etc., or because of noise as defined in (9) above, must be recorded on an eight (8) hour basis with the Ship's Master or other proper department head. Dates, times of reporting, and temperatures should be made part of such record. 1 J SECTION 55. TRANSPORTATION AND PAYING OFF PROCEDURE. 1 (a) "Vessels on foreign voyages shall be signed on for one (1) voyage for a term of time not exceeding twelve (12) calendar months. SECTION 46. CLEANLINESS OF QUARTERS. The Unlicensed Personnel shall cooperate to the fullest in order to keep their respective living quarters clean and tidy at all times. In the event the crew's quarters are not cleaned in accordance with the SIU standards, and this is brought to the attention of the patrolman prior to pay-off, then it is the duty of the patrolman to see that these quar­ ters are cleaned by the crewmembers who live in the said foc'sle and to see that they are cleaned before paying off the ship. SECTION 47. CREW EQUIPMENT. The following items shall be supplied the Unlicensed Personnel em­ ployed on board vessels of the Company. 1. A suitable number of blankets. 2. Bedding consisting of two white sheets, one spread, two white pillow slips, which shall be changed weekly. 3. One face towel and one bath towel which shall be changed twice weekly. 4. One cake of standard face soup such as Lux, Lifebuoy or Palmolive soap with each towel change. 5. One box of matches each day. 6. Suitable mattresses and pillows shall be furnished but hair, straw or excelsior shall not be suitable. As mattresses now on board wear out, they shall be replaced by innerspring mattresses. 7. All dishes provided for the use of the Unlicensed Personnel shall be crockery. 8. One cake of laundry soap, one cake of lava soap, one box of washing powder weekly. 9. Sanitubes shall be available for the Unlicensed Personnel at all times. Two twblve-inch fans shall be furaishe^^^^ fore­ castles occupied by two or more Unlicensed Per­ sonnel, and one sixteen-inch fan in all forecastles occupied by one member of the Unlicensed Per­ sonnel. Any member willfully damaging or destroying linen shall be held accountable for same. "When full linen is not issued, men shall receive $2.00 each week for wash­ ing their own linen. The Steward shall not issue clean linen to any individual crewmember until such member has turned in his soiled linen. SECTION 48. "VENTILATION. All quarters assigned to the Unlicensed Personnel and all messroOms provided for their use shall be adequately screened and ventilated and a sufficient number of fans to secure ventilation shall be provided. SECTION 49. MESSROOM. Each vessel shall be fur­ nished with a messroom for the accommodation of the crew, such messroom OP messrooms to be in each case so constructed as to afford sitting room for all and to be so situated as to afford full protection from the weather and from heat and odors arising, from the ves­ sel's engine room, fireroom, hold and toilet. SECTION 44. COFFEE TIME, (a) All hands shall be allowed fifteen (15) minutes.for coffee at 10 a.m. and 3 p.m. or at a convenient time near those hours. (b) When the crew is entitled to the thirty (30) min­ utes readiness period under Article II, Section 22, coffee shall be made by the watch or watchman and be ready SECTION 50. WASHROOMS'. Adequate washrooms at the time of calling, and allowed during the thirty (30) and lavoratories shall be made available for the Un­ minutes of readiness period. licensed Personnel of each department, washrooms to be equipped 'with a sufficient number of hot and cold SECTION 45. CREW'S QUARTERS. All quarters as­ fresh water showers. signed for the use of the Unlicensed Personnel are to be kept free from Vbrmin insofar as possible. This is to SECTION 51. LOCKERS. A sufficient number of be accomplished through the use of extermination facil­ lockers shall be provided so that each employee shall ities provided by the Company, or fumigating the quar­ have one locker of full len^h whenever" space permits, ters every six (6) months with gas. with sufficient space to stow a reasonable amount of Room allowance, as provided in Section 41, shall be gear and personal effects. allowed when: SECTION 52. UNIFORMS. In the event a man is 1. Heat is not furnished in cold weather. "When the outside temperature is sixty-five degrees (65') or required to wear a uniform, other than provided for in lower for eight (8) consecutive hours, this provi­ Article "V, Section 29, he shall furnish his own uniform and shall be paid an additional $12.50 per month for sion shall apply. same. 2. Hot water is not available to crew's washrooms for a period of twelve (12) or more consecutive hours. 3. On air conditioned vessels, when the room tem­ perature is seventy-eight degr^s (78°) or above, and the air conditioning unit'<does not work in excess of eight (8) hours, this provision shall apply. If fans are installed the penalty shalLnot be in- voked. If fans do not now exist, suitable arrange­ ments shall be made with the Union and Company for their installation. 4. Crew's quarters have been painted, and paint is not absolutely dry, and other suitable quarters are not furnished aboard. 6. At all times when vessel is in dry dock overnightand sanitary facilities are not supplied. 6. Linen is not issued upon men's request prior to 6 p.m. on the day the seaman joins the vessel. 7. "Vessel is being fumigated and is not cleared before 9 p.m. 8. Men standing midnight to 8 a.m. watch on the .1 nate at the final port of discharge in the Continental United States, unless another port is mutually agreed to between the Company and the Union. If the final port of discharge is located in an area other than the area in the Continental United States, in which is located the port of engagement, economy class air trans­ portation shall be provided to only those men who leave the vessel, plus wages and subsistence to port of engagement in Continental United States. At the sea­ man's option, cash equivalent of the actual cost of economy class air transportation shall be paid. ? (c) If the vessel departs from the final port of dis­ charge within ten (10) days after inbound cargo is com­ pletely discharged to return to the port of engagement, the above shall not apply. Once a crewmember has made the initial foreign voyage and earned transportation, the transportation remains payable so long as he pays off in another area other than the area wherein is located his original port of engagement. If the new foreign articles are signed, transportation provisions shall not apply, till termination of the Articles. (d) For the purpose of this Section, the Continental United States shall be divided into eight areas—^Pacific Northwest; California; Atlantic Coast Area North of Cape Hatteras; Atlantic Coast Area South of Cape Hatteras; and the Gulf Coast Area, the State of Alaska, the Western Great Lakes Area and the Eastern Great Lakes Area. The dividing line between the Western and Eastern Great Lakes shall be the Mackinac Straits Bridge and the Sault Ste. Marie Locks. Hawaii becoming a state does not constitute an additional area for the purpose of transportation, how­ ever seamen shipped in Hawaii who are paid off in the Continental United States and who are entitled to transportation under other provisions of this contract shall receive transportation to San Francisco. (e) It is further agreed that in the event a ship returns light or in ballast to the Continental United States, articles shall terminate at first port of arrival in accordance with voyage description set forth in the articles, except that when the arrival at the first port is for the purpose of securing additional bunkers, stores, or making emergency repairs of not more than seven (7) days duration, articles shall continue until the vessel can proceed to another Continental United States port. 2. (a) "Vessels making a voyage to Bermuda, Mexico, West Indies, including Cuba, Canada, Newfoundland, and/or coastwise in any order, either direct or via ports shall be signed on for one (1) or more continuous voyages on the above-described route or any part thereof and back to a final port of discharge on the Atlantic or Gulf Coast of the Continental United States for a term of time not exceeding six (6) calendar months. (b) "When a vessel is on domestic articles or harbor payroll prior to proceeding on a foreign voyage a mem­ ber of the Unlicensed Personnel shall not be entitled to transportation to the port of engagement if he fails to make the foreign voyage, unless the Company termi­ nates his employment through no fault of his own. (c) If the port where the articles are finally termi­ nated is located in an area other than the area in the Continental United States in which is located the port of engagement economy class air transportation shall be provided to those men only who leave the vessel, plus wages and subsistence to port of engagement in Continental United States. At the seaman's option, cash equivalent of the actual cost of j^onomjr air transportation shall be paid. ^ . 'J •H �The crewmember shall be entitled to transportation r^ardless of the nuinber of voyages he makes once transportation has been due him as long as hb pays off in an area other than an area wherein is located the original port of engagement. (d) For the purpose of this section, the continental United Stales shall be divided into five areas: Pacific Northwest; California; Atlantic Coast area, North of Cape Hatteras; Atlantic Coast area. South of Cape Hatteras; and fdie Gulf Coast area. (e) It is also agreed that the transportation provi­ sions contained herein shall not apply until the articles are finally terminated. 3. Any member of the Unlicensed Personnel will be allowed to pay off the vessel in any port in Continental United States or Puerto Rico upon twenty four (24) hours notice to the Master, prior to the scheduled sailing of the vessel. However, where a vessel is expected to arrive and depart on a weekend, such notice shall be given not later fJian 1 p.m. on Friday. The Master shall be allowed to discharge any member of the Unlicensed Personnel upon twenty four (24) hours notice. If the seaman exercises his rights to be paid off, as provided" for in this paragraph, transportation pro­ visions shall not be applicable. If the Master exercises his right to discharge a seaman as provided for in this paragraph, transportation provisions shall not be ap­ plicable. Should the Union object to the discharge, the matter shall be handled in accordance with grievance procedure. 5. Applicable operations regulations shall be effective on G.A.A. vessels. Unlicensed Personnel who should have normally b^n on duty. Likewise, compliance shall be in effect when there is less than a full complement aboard due to a condition arising as the result of a marine casualty. SECTION 60. MANNING SCALE. It is agreed and understood that the present manning scale carried on the Company's vessel, shall not be changed unless such changes are mutuaiij a^re^ the Company.iP'*™'^ '^''''''^'"'^''''^"^'^'^ makes any ehango In either f rem' pnilt or acquired ioA vessels 2. 3. 4. torn the Bted 5. SECTION 61. INTERNATIONAL DATE LINE, If a vessel crosses the International Date Line from east to west, and a Saturday, Sunday or Holiday is lost, all day workers shall observe the following Monday or the day following a Holiday. Watch slanders will be paid overtime in accordance with the principle of Saturday and Sunday overtime at sea. If the Sunday which is lost , is also a Holiday, or if the following Monday is a Holiday, then the following Monday and Tuesday shall be observed. However, in crossing the Intematipnal Date Line| from west to east, if an extra Saturday, Sunday or Holiday is picked up only one of such Saturdays, Sundays or Holidays shall be observed and all crew members will be required to work without overtime on the so-called second Saturday, Sunday or Holiday pro­ vided that if Sunday is also a Holiday, the Sunday which is picked up shall be observed as such Holiday. impossible to grant eight (8) hours off, he only gets what is available and no accumulation is carried forward. If members of the Steward Department are off while the vessel is not feeding, no overtime is payable to them. In the Deck Department, those accepting time off under this Section shall not be required to report for shifting of ship during time off or during their watch below. Alternation of time off may be applied in the Deck Department provided the vessel's stay in port is long enough to comply with the intent of the time off Section. Where the seaman does not receive his day off as required above, he shall receive one (1) day's pay in lieu thereof. K he receives only four (4) hours or less of his time off, he shall receive onehalf (%) day's pay in lieu thereof. This clause shall not apply where the seaman has accepted overtime in lieu of time off ! 6. Qualified day workers may be required to re^ve watch-standers for purposes of time off. They shall be paid at their respective Overtime Rates after 5 p.m. and before 8 a.m., Monday through Fri­ day, and at their premium rates on Saturdays, Sundays and Holidays. SECTION 62. NEW EQUIPMENT NOT CARRIED AT PRESENT, NEW CONSTRUCTION AND RE­ CONSTRUCTION. In the event the Company is to build new ships, acquire new ships or convert old ships, it is agreed that prior to the commencement of construc­ tion or conversion, the Union and the Company shall meet to negotiate manning scales, quarters, recreational facilities and all equipment and provisions to be furnjshed for, or used by, the Unlicensed Personnel. SECTION 56. RETURN TO PORT OF ENGAGE­ MENT. (a) In the event a ship of the Company is sold, interned, lost, laid up, run aground or is stranded and the crew is required to leave the vessel by reason thereof, the crew shall be given transportation back to the port of engagement with subsistence, room and wages, at the time of payoff, as per Article II, Section 59, of this Agreement. When room and subsistence is not furnished aboard the vessel, room and meal allowance SECTION 63. CALENDAR DAY. For the purpose will be paid as prescribed in Article II, .Section 43, of this Agreement, the calendar day shall be from until crew is furnished repatriation by train, vessel or midnight to midnight. commercially operated airplanes, equivalent to the SECTION 64. WAR ZONE. In case any.vessel of equipment of regularly scheduled airline, or in the event such airplane transportation is not equivalent to the Company traverses waters adjacent to or in the a regularly scheduled airline, they shall • be paid the proximity of a declared or undeclared war or state of hostilities, it is hereby agreed that a petition on the difference in cash. (b) The port of engagement of the seaman is the part of the Union for the opening of negotiations for port in the Continental United States where he was added remuneration, bonuses, and/or insurances, shall first employed by the company for the vessel involved. in no way be deemed cause for the termination of this It is agreed that where a seaman quits and a replace­ Agreement. ment is obtained in the Continental United States port, SECTION 65. COPIES OF AGREEMENTS TO BE the replacement's port of engagement shall be the same as f^e seaman he replaced except that the replacement FURNISHED. Copies of this agreement shall be fur­ would be entitled to transportation to his port of en- nished to the Master, Chief Engineer and Chief Steward, who in turn shall supply each departmenta]! delegate 'ement if the ship is laid up and he is laid off. with a copy at the commencement of each voyage. SECTION 69. AWNINGS AND COTS. All Tankers, except those in regular North Atlantic runs, and Alaska Coastwise runs, shall be provided with awnings aft, with the exception of vessels equipped with facili­ ties on deck of the same nature. On fully air condi­ tioned vessels, there shall be no requirements for the issuance of cots or the installation of awnings. SECTION 70. TELEVISION SETS, (a) The Com­ pany shall provide a television set for the Unlicensed Personnel on all vessels covered by this Agreement. (b) Such television set shall be a nationally known brand with no less than a twenty-one inch (21") black and white screen. SECTION 66. LOGGING. Where the Master exercises his prerogative under maritime law by logging a man for missing his regular work or watch, he shall not log the man more than one (1) day for one (1) day. This section shall not be deemed to prejudice the authority ,of the Master or the requirement of obedience of the crew, described elsewhere in this Contract, except as specifi­ cally herein provided. SECTION 57. TRAVELING. Members of the Union when transported by the Company during the course of their employment, shall be provided with Economy Class air travel. Where meals are not provided by the carrier, subsistence shall be paid as per Article II, Sec­ tion 43; breakfast |2.00, $3.00 for dinner, and $5.50 for supper. YHien traveling by ship is involved, men shall be provided with Second Class transportation or the cash equivalent thereof. SECTION 58. VESSELS IN IDLE STATUS. When a vessel is inactive in a United States port for any rea­ son for a period of seven (7) days or less, the Unlicensed Personnel shall be kept on board at the regular monthly rate of pay. However, when it is expected that said vessel will be idle for a penod in excess of seven (7) days, the Unlicensed Personnel may be reduced on arrivaL Should the vessel resume service within seven (7) days, the vessel's Unlicensed Personnel who return to the vessel, shall receive wages, room and meal allowances for the period for which they were laid oft. Av ••••• 1>A;- SECTION 59. FULL COMPLEMENT WHILE CARGO IS HEING WORKED. A full complement of Unlicensed Personnel shall be maintained aboard vessel at all times cargo is being worked. The Company shall be in compliance vith this section when there is less than a full complement, Saturdays, Sundays and on Holidays, due to voluntary termination, to discharge for cause or absence of members of the fage 8 - • -K--.. • .'V.-. A i-' A';/ • • .V-.V*"' SECTION 67. RETURN OF DECEASED SEAMEN. If a seaman dies at any time during the voyage, the Company shall so notify the next of kin as designated on the shipping articles. In the event a seaman dies in a port not in the Continental United States, or if he dies at sea and his body is delivered to a port not in the Continental United States, in which port facilities for preservation of the body for shipment and burial are available, and there are no legal restrictions con­ trary thereto, if the said next of kin request the return of the body and agrees to assume responsibility for the body at the port of engagement, the Company shall defray the total cost of preserving and returning the body to the original port of engagement. SECTION 72. TANKERS IN THE GRAIN TRADE. 1. When a tanker is put into the grain trade the crew shall be under the Freightship working rules from the time they commence loading grain until such time as they arrive at an oil cargo loading berth, they shall then revert to the tanker working rules. mm agreed that the Deck Department can take the ship's evacuators from the cargo hold or shel­ ter deck store rooms, wherever they may be stored, and place them in position on deck where they are required for loading or discharging. SECTION 68. TIME OFF—TANKERS, (a) Upon In cases where it is necessary to take the cyclone completion of a foreign, nearby foreign, intercoastal, or (heads) off these machines in order to store them, it coastwise voyage, all of the assigned Unlicensed Per­ has been agreed that the pumpmen will toke out the sonnel who will remain on board and make the next bolts, nuts, etc., and that the Deck Department would voyage shall have time off (not to exceed eight (8) lift off the heads and store the machines, and in the working hours) in the payoff port or such other ports same manner when the machines are being taken out as may be mutually agreed upon between the Master of storage and placed on deck, the Deck Depart­ and the crewmember. The voyage shall commence at the ment will lift the head onto the machine and the pump­ time of signing of articles (foreign, nearby foreign, men will in turn secure the holts, nuts, etc. The above intercoastal or coastwise and continue until articles are described work may be done during regular working terminated. In nearby foreign and coastwise trade, this hours by the watch on deck without the payment of time off need not be granted more often than once in overtime. each thirty (30) day period, i 3. (a) It has been agreed that when the ship's evac­ uators are in use that it will be the pumpman's duty to maintain these machines, such as standing by when they are running, changing oil, greasing, refueling them and doing general maintenance and repair work as can be done -aboard ship. On ships having electric evacuators, it shall be the Pumpman's duty to plug in the electric connections and change plugs during regu­ lar working hours without the payment of overtime. (b) When shoreside evacuators are to be used, and the crewmembers are required to service or handle 4. Cleaning tanks where grain �men are required to sweep up grain and remove it from the tanks or wash the tanks down with a hand hose, this shall be considered the same as cleaning holds and the hold cleaning rate shall be paid as per the • Freightship Agreement. However, when the butterworthing machines are used and the tanks are cleaned and mucked, men performing this work shall be paid at the tank cleaning rate. 5. During regular working hours it shall be the duty of the Deck Department to set dp and shift the ship's evacuators including attaching the first section of suc­ tion pipe and to do any rigging necessary for operation and repairs. However, hooking up additional sections of suction pipe, shifting suction lines or going into the tanks to hook up or unplug suction lines shall be con­ sidered longshore work and shall be paid for at the longshore rate. I Shcnobi 7S. OSO VLEKJ;L£. rne ha©e 0 wg«s, premium and overtime rates ualea*" Agreed UpOh the Union and tlm as stated in this Agreement. When gr" •hr other hulfc cergoejt are eesttied, the ? .governed hy the work rules diefintd i» .Agreement. Where work rules for a ^ '•"Ot defined in the Freightship Agre—' hall perform suelt duties as ore eenfc. Freightship work rules sh the Vessel commences load'*"* ' tiine m the vessel arrivea 8 a hqoid cargo» in tbia Agreem^ l On such-vessels where .J reiuove any <argu r«dh impair such operation f mm hatehi^ a»d S thet may ^wahdtorworft SECTION 74. PYRAMIDING OVERTIME. There shall be no duplication or pyramiding of overtime except where specifically provided for. ARTICLE III DECK DEPARTMENT SECTION 2. DIVISION OF OVERTIME. All overtime shall be divided as equally as possible among thie mem­ bers of the deck crew. In any event, the Boatswain shall be allowed to make as many hours overtime as the high man's overtime hours in the Deck Department, except where such overtime has been paid for routine sea watches. The Boatswain shall have the right to stand gangway watch in turn with the rest of the Deck Department. If he fails to exercise such right he has no claim for high man's overtime. Boatswain is required to work with and supervise the watch on deck, Saturdays,. Sundays or Holidays, for which the watch on deck re­ ceives additional overtime; he shall receive the same amount of overtime per hour as paid to a member of the watch on deck or his premium rate, whichever is higher. SECTION 3. DIVISION OP WATCHES, (a) The Sailors while at sea shall be dmded into three watches which shall be kept on duty successively for the per­ formance of ordinary work incidental to the sailing and maintenance of the vessel. of these three (3) ratings are missing and the watch is not complete, the wages equivalent to the rating that is missing from the watch shall be paid to the other member or members making up the remainder of the watch. (c) When the watch below is called out to work, they shall he paid overtime for such work at the rates specif!^ in the Agreement except for such work as defined in ArticleJI, Section 18. SECTION 4. BOATSWAIN AJID A.B. MAINTE­ NANCE STANDING WATCH.-If the Boatswain is re­ quired to stand watch due to shortage of men, such watches stood between the hours of 5 p.m. and 8 a.m. Monday through Friday shall be paid for at the over­ time rate. However, all watches stood shall be in addi­ tion to his regular duties as Boatswain. In such cases there shall be no division of wages. A.B. Maintenance may be required to replace any 1- Unlicensed Member of the Deck Department when said member is sick or missing without payment of over­ time. (b) DECK DEPARTMENT'S DUTIES IN PORT. Quartermasters or any other Unlicensed Personnel in the Deck Department shall stand tank watches and shall handle valves in connection with the loading or discharging of cargo or ballast. When vessels are not loading pr discharging. Deck Department members shall stand gangway watches. Quartermasters shall not be required to chip, scale, sougee or polish brass. When watches are broken. Deck Department erewmembers shall be required to stand gangway watches. SECTION 5. SETTING WATCHES. Sea watches SECTION 9. BOATSWAIN HANDLING WIND­ shall be set not later than noon on sailing day. When the vessel sails before noon, watches shall be set .when all LASS. Boatswain shall stand by the -windlass when no lines are on board and vessel is all clear of the dock. carpenter is carried and an able seaman may be required to relieve the Boatswain at the windlass during the SECTION 6. BREAKING WATCHES AND WORK Boatswain's working hours. IN PORT, (a) When vessel docks between 12 mid­ SECTION 10. DAY WORKERS, (a) The following night and 8 a.m. and sea watches are broken, any ratings shall be classified as day workers: Boatswain, part of a watch between midnight and 8 a.m. shall Carpenter and Maintenance. constitute a complete watch. (b) The working hours at sea for all men classified (b) In port when sea watches are broken the hours as day workers shall be from 8 a.m. to 12 noon and 1 of labor shall be 8 a.m. to 12 noon and 1 p.m. to 5 p.m. p.m. to 5 p.m. Monday through Friday. Any work Monday through Friday. Any work outside of these hours performed by day men outside of these hours shall be or on Saturdays, Sundays and Holidays shall be paid paid for at their applicable rate, except for such work for at the applicable rate for the respective ratings. as defined in Article II, Section 18. (c) In port when sea watches are not broken, mem­ (c) Working hours in port for all men classified as bers in the Deck Department shall stand their regular day workers shall be from 8 a.m. to 12 noon and 1 p.m. watches, and perform their regular duties. Employees to 5 p.m. Monday through Friday. All work outside standing these watches shall assist the officer on watch these hours or on Saturdays, Sundays and Holidays is in attending mooring lines, tending gangways, gangway to be paid for at their applicable rate. lights, handle valves and blanks, handle, connect, and SECTION 11. WASHING DOWN. When members of disconnect vessel's cargo and bunker hoses on board the ship, replace butterworth plates and close tank tops the Deck Department are required to wash down after when necessary for cargo operations. Men on watch may 5 p.m. and before 8 a.m. and on Saturdays, Sundays assist Pumpman in pumprooms when accompanied by and Holidays, they shall be paid at the applicable rate. the Pumpman to make changes for handling cargo and SECTION 12. HANDLING MOORING LINES, (a) ballast, but not do repair work. The wateh on deck shall receive Penalty Overtime for On Saturdays, Sundays and Holidays, or between the breaking out or stowing away mooring lines after 5 p.m. ~ hours of 5 p.m. and 8 a.m. on weekdays, overtime at the and before 8 a.m. Monday through Friday and on Satur­ applicable rate shall be paid for such watches. (d) When Unlicensed Deck Personnel are required to days, Sundays and Holidays, at the rate specified in lower or raise anchor after 5 p.m. and before 8 a.m., Article III, Section 7 (c). (b) A minimum of six (6) men shall be used for Monday through Friday, they shall be paid at the ap­ plicable rate, except when the safety of the vessel is in­ breaking out or storing away mooring lines. volved. SECTION 13. DOCKING AND UNDOCKING. (a) The following work is to be considered as part of The watch on deck shall receive Penalty Overtime for raising and lowering the anchor: Breaking out the docking or undocking after 5 p.m. and before 8 a.m. cement in hawsepipe when preparing to lower anchor; Monday through Friday. obtaining cement and cementing hawsepipe after anchor (b) All hands, when available, shall be used to per­ has been raised. form this work. In no event shall a man receive double When the Bosun does this work, no overtime will be overtime for docking or undocking. claimed by the Unlicensed Crewmembers. (e) When the watch beiow is called out to work they shall be paid overtime at the applicable rate for vessel is in port and men are called back for shifting ship, hauling, rigging or securing gear, cleaning holds, the woiic performed during their watch below. etc., after 5 p.m. and before 8 a.m., Monday through SECTION 7. MEN STANDING SEA WATCHES. Friday, they shall receive a two (2) hour minium for (a) Men standing sea watches shall be paid overtime each call-back. In the event the work exceeds two (2) hours, the men for all work in excess of eight (8) hours between mid­ night and midnight each day. No work except for the shall receive overtime for the hours actually worked. On Saturdays, Sundays and Holidays, the men shall safe navigation of the vessel is to be done after 5 p.m. and before 8 a.m. and on Saturdays, Sundays receive a minimum of four (4) hours for such call-backs. They may be turned to one or more' times without the and Holidays without payment of overtime. (b) Sanitary work shall be done on weekdays be­ payment of additional overtime, except where the time tween 6 a.m. and 8 a.m., without the payment of over­ exceeds four (4) hours, in which case they will be paid time. Sanitary work in this section shall mean cleaning for the hours actually worked. During such call-back, the men may be required to the wheelhouse, chartroom, cleaning windows and secure the vessel for sea, but may not be required to do mopping out wheelhouse. Weather conditions may ne­ cessitate additional mopping of water from the wheel- maintenance or repair work. (b) This section shall not apply when men are called house and cleaning of the wheelhouse windows. back to sail the vessel. (c) Except as otherwise specifically provided, if a. (c) The duty of men called for the specific purpose man standing regular watch at sea or in port on Satur­ day, Sunday and Holidays is required to work other of shifting ship shall be limited to work necessary for than routine work for the safe navigation of the vessel. shifting, and shall not include maintenance or repair work. (d) All hands available shall be used for shiftin^br hauling vessel. (e) When a shift or haul commences at exactly 5 1. Cleaning quarters, as butlined in Article III, Sec­ p.m. and the meal hour has been changed from 4 p.m. tion 19. to 5 p.m. for the entire crew, the crewmembers who are 2. Those duties outlined in Section 6 (d) above. 3. Docking or undocking, as outlined in Article III, on the vessel and are working would not be entitled to the callback. Those men who have completed their Section 13. day's work prior to 8 p.m. and were called back, would 4. Routine work for the safe navigation of the vessel. (d) If a man standing sea watches on Saturday, Sun­ •be entitled to the two (2) hour call-back. day or Holidays is required to handle explosives, do SECTION 15. GOING ASHORE TO TAKE LINES. longshore work, do carpenter work, secure cargo, handle mail or baggage, handle stores, use paint spray guns The practice of putting sailors ashore to handle lines or sand blasting equipment, handle garbage, remove when docking or undocking is to be avoided as far as soot from the stack, clean bilges or clean up oil spills, possible. If, however, no other means for handling lines clean tanks, or such work as defined in Article III, Sec­ is available, and sailors are required to catch the lines, tion 23, Additional Work, he shall he paid only the rate or let them go, the sailors actually handling the lines shall receive five dollars ($5.00) each in each case. This as specified in this Agreement for that type of work. is to be in addition to overtime, if they are working on overtime at that particular moment. SECTION 8. QUARTERMASTERS, ABLE SEAMEN After the ship is properly moored, and members of STANDING WHEEL WATCH AT SEA. (a) While a the Deck Department are required to put out additional man is assigned to the wheel at sea and when the ship lines or single up lines during regular working hours, is using Automatic Steering Equipment, he shall per­ no additional money shall be paid. form his regularly assigned duties on the bridge and SECTION 16. SHIPS' STORES, (a) Sailors may he shall not leave the bridge or paint off stagings, or do any work on the outside of the bridge structures and required to handle stores, both on the dock within thirty shall not do maintenance work and general cleaning on feet of ship side and on board ship during their regular equipment other than that belonging to the bridges, hours without payment of overtime. Regular hours are defined, to mean 8 a.m. to 12 noon and from 1 p.m. except in the case of emergency. Where the wheelsman stands a- four-hour quarter­ to 5 p.m. Monday through Friday. Stewards' stores master watch, he shall be entitled to thirty (30) minutes shall be distributed to meat box, chill box, and store­ coffee-time after standing two (2) hours of such watch. rooms by the Deck Department and be stowed by the He shall be relieved by an unlicensed seaman on watch Steward Department employees. Sailors may be required to use deck gear to bring during his coffeetime period. Page 9 ^'.7 �f il Engine Department supplies aboard but once such sup­ plies are aboard, it shall be the duty of the wipers to store same, during their regular working hours, with­ out the payment of overtime. No overtime shall be claimed by the Deck Department for the operation of deck machinery to bring ship's sup­ plies aboard during their regular hours as defined in Article III, Section 16. (b) Daily supplies of fresh provisions such as milk, bread and vegetables, shall be brought on by sailors on watch, when required to do so, without payment of overtime. The thirty (30) feet of ship side applies to daily sup­ plies. (c) Ship's oMcers shall determine the number of sailors to be used in handling ship's stores. (d) The Company reserves the right at any time to use shore gangs to handle stores. It has been agVeed between the- parties that Section 16 of Article III shall be interpreted to mean that sailors are to handle the deck and steward stores as outlined but are not re­ quired to handle engine department stores without the payment of overtime. SECTION 17. USING PAINT SPRAY GUNS AND SAND BLASTING EQUIPMENT. When members of the crew are required to paint with spray guns, *hen spray iguns, b^^^ small hand type, are bei^^^^ used for painting, two men shall operate same and both men shall receive overtime at the applicable rate. The Deck Department Unlicensed Personnel may be required to brush paint all ~ Unlicensed Personnel quarters, washrooms and toilets, other than those be­ longing to the Engine Department, without the pay­ ment of overtime during their regular working hours. They may also be required to paint all enclosed pas­ sageways on the vessel. The licensed officers' quarters, washrooms and toilets, also messrooms, galley. Steward Department store rooms, hospital, slop chest and all enclosed passage­ ways on the Captain's Deck when brush painted, shall be-overtime for Deck Department Unlicensed Personnel whether on or off watch. However, notwithstanding the above, if the foregoing mentioned enclosed spaces are spray-painted, then over­ time is payable. The expression "crew quarters" shall be interpreted to include washrodms and toilets. The Radio Operator shall paint and maintain the Radio Shack. Two men shall be used on sand-blasting operation and shall be paid in the same manner as when spray guns are used. SECTION 18. GARBAGE. Garbage shall be stowed away from crew's quarters. When members of the Deck Department are required to handle garbage by hand or shovel, SECTION 19. CLEANING QUARTERS. One (1) Ordinary Seaman on duty shall be assigned to clean quarters and toilets of the Unlicensed Personnel of the Deck Department. Two (2) hours shall be allowed for this work between the hours of 8 a.m. and 12 Noon daily, both at sea and in port. Sanitary work in crew's quarters shall include wiping off fans. On vessels of 25,500 D.W.T. or over, the Ordinary Seaman shall be allowed four (4) hours daily for performing this work. SECTION 20. REMOVING SOOT FROM SMOKE STACK. When members of the Deck Department' are required to remove soot inside of the smoke stack,.] SECTION , 21. TANK CLEANING, (a) When crewmembers are required to enter any tank in which water is regularly carried, for the purpose of cleaning or mak­ ing ri^airs therein, )) I/^en crewmembers are required to enter ten^^^ that have contained animal, vegetable, petroleum oil or creosotes, including bunkers, or molasses for the pur­ pose of cleaning or making repairs therein, they shall be paid at the rates indicated below. .his siiall .also apply to cofferdams which have beeen fouled through lealuge of the above-mentioned cargoes, (c) '^en tanks described in (b) above are bdng 'i A-;'' « "1 1 » I. V. / ,.y cleaned and cleaning has been completed. 'This bonus will compensate for the clothing allowance and shall be paid only once during each ballast voyage. It is understood that sea boots for tank cleaning will be furnished by the Company. While engaged in tank clean­ ing, men shall receive no other overtime. The men who are hauling the buckets during tMk cleaning operations under this section| (d) For any work performed in cofferdam or void tank which has not contained water, oil, creosotes, etc., the men required to perform such work shall be paid at SECTION 4. HOURS OF WORK—WATCH STANDERS. (a) Working hours for watch-standers at sea shall be forty (40) hours per week, Monday through Friday. They shall be paid premium rate for all watches stood on Saturdays, Sundays and Holidays. (b) In port any work performed between 5 p.m. and 8 a.m. weekdays and on Saturdays, Sundays and Holi­ days shall be paid for at the applicable rate. The same shall apply to members required ^^to handle or shift butterworthing machines during the butterworth operations or wash tanks from the decks. (e) A minimum of three (3) men shall be required for the purpose of shifting butterworthing machines. When butterworthing machines are in operation one man shall SECTION 5. WORKING SPACES. No member of the be required to stand by the machines. The man who is Unlieensed Personnel of the Engine Department other standing by the machines shall do no other work. How­ than the Pumpman, Electrician, Wiper, Q.M.E.D. or any ever, the other men may be required to perform other other day men, shall be required to work outside of the work between 8 a.m. and 5 p.m. Monday through Friday. /engine spaces without payment of overtime. Engine spaces consist of the fireroom, engine room, ice machine room, tool shop and shaft alley, and steering engine' room. For the purpose of routine watch duties, the en­ gine room spaces shall consist of fireroom, engine room, ice machine room, steering engine room and shaft alley. However, they may enter engine room storage for the purpose of securing equipment with which to work and handle stores as provided in Section 18. The pumproom below the top grrating shall be con­ sidered as part of the Engine Department spaces. If the SECTION 23. ADDITIONAL WORK, (a) In aU ports, sailors are assigned to work in these spaces, they shall members of the Deck Department may be required to be paid overtime, unless specifically provided elsewhere chip, sougee, scale, prime and paint the vessel over to the contrary. sides. They may also paint the crew's messroom, crew's SECTION 6. SETTING WATCHES. Sea watches for lounge, crew's laundry and such passageways or part of passageways where Unlicensed quarters, heads and men standing donkey watches shall be set at midnight showers are located, between 8 a.m. and 5 p.m., Monday prior to scheduled sailing time. through Friday, without the payment of overtime. SECTION 7. BREAKING WATCHES. Any part of a (b) Overtime shall be paid when sailors are required, watch from midnight until 8 a.m. on day of arrival either in port or at sea, to chip, sougee, scale, prime or shall constitute a complete watch. This shall not apply paint galley, pantry, saloon, living quarters, forecastle, to men who are to stand donkey watch. When such lavatories and washrooms, which are not used by the arrival occurs on Sunday, the Premium Rate shall be Unlicensed Deck Department. paid only for hours actually worked on such watch. (c) Non-permanent transient or irregular foreign shore labor shall not be employed to perform any of SECTION 8. SUPPER RELIEF. At sea or in portjhe the work in the Licensed or Unlicensed quarters, store four to eight watch shall relieve itself for supper.f rooms, passageways, galleys and mess rooms, except in thpse instances where the Company uses established shore labor. Companies on regular trade routes who, prior to June 7, 1954, used established shore labor in SECTION 9. ELECTRICIANS. If the Company adds foreign ports may continue such practice. (d) At sea or in port, the Deck Department may be an electrician to the Unlicensed Personnel, the Standard required to sand and varnish all outside rails, storm work rules for electricians shall apply. and screen doors. SECTION 10. PUMPMAN. The Pumpman's duties (c) When no Carpenter is carried and members of shall consist of handling cargo, ballast and tank equip­ the Deck Department are required to do carpenter's ment, including all work necessary foF the operation work, they^ shall be paid at the rates defined in Article and maintenance of cargo pipe lines, room heating sys­ II, Section 21 (c), Penalty Overtime. tem and all deck machinery, including tank gear on (f) When any work described above is performed bj deck, dogs on watertight doors and ports and life boat the Unlicensed Personnel and overtime is payable. davits. He shall not be required to do ordinary engine or fire­ room work, except in line with his regular duties; SECTION 24. CHAIN LOCKER. Able Seamen only steam lines, cargo lines, etc. If the Pumpman is required to enter the tanks to shall be sent into the chain locker to stow chain. In the event the chain locker is located lower than one make repairs to pipe lines or valves after tanks are gad deck below the windlass, a suitable signaling system free and have been cleaned, he shall be paid at the , must be installed. The system shall consist of a two- applicable rate. Otherwise, he shall be paid in accord­ way bell or buzzer or voice 'tube. This shall only apply ance with tank cleaning rates. While working in tanks, when men are sent in the chain locker for the purpose no other overtime shall be paid. He shall not be required to paint, clean paint, fireof stowing chain. brush, chip, scale or do any polishing work without the SECTION 25. PYRAMIDING OVERTIME. There shall payment of overtime. be no duplication or pyramiding of overtime except where Notwithstanding any other provisions in this AgfTeespecifically provided for. ment, when the Pumpman is required to make repairs in tanks, he shall be paid for such work in accordance with this section. ARTICLE IV If the tanks are not butterworthed, ventilated and mucked on dirty oil ships, clothing allowance shall be ENGINE DEPARTMENT paid to any member of the Unlicensed Personnel who enters tanks for the purpose of making repaito. The Pumpmen shall receive overtime when required to make installations, renewals or replacement of pipe twelve (12) inches in diameter or over and ten t(10) feet long or over in cargo tanks or pipe eight (8) inches or over in diameter and six (6) feet long or over in the' pumproom. It is agreed that in the handling of heavy equip­ ment in the pumproom, such as~ cargo line valves and pumproom machinery, the Deck Department may be required to perform the riggfing and it shall be the duty of the wipers and/or pumpman to hook up and stow away the individual pieces. SECTION 3. HOURS OF WORK—DAY WORKERS. ' • Working hours in port or at sea for all men classified as day workers shall be from 8 a.m. to 12 noon and 1 p.m. to 5 p.m., Monday through Friday. Any work out­ side these hours or on Saturdays, Sundays and Holidays shall be paid for at the applicable rates, except as pro­ vided in Article H, Section 18. V ,V 7 •» SECTION 11. MACHINIST/SECOND PUMPMAN AND/OR ENGINE MAINTENANCE. His duties shall be general maintenance and repair work as directed by the Engineer in charge. He may relieve or assist the Pumpman in all of the Pumpman's duties. He may be required to paint cargo pumps only without overtime, during regular vrorking hours. With this exception he shall not be required to paint, clean paint, wirebrush, chip, scale, or do any polishing work without the pay­ ment of overtime. None of the Engine Department Unlicensed Person­ nel other than the pumpman or machinist/2nd pump- �man may be required to turn steam on or off deck or butterworthing equipment. It shall also be the duties of the Machinist or Machinist/Second Pumpman to grease the steering en­ gine when required during his regular working hours without the payment of-overtime. DUTIES ON CLEAN OIL SHIPS. On clean oil ships, the Pumpman and/or Machinist/2nd Pumpmah may enter the tanks to make minor repairs without ^he pay­ ment of the clothing allowance providing it,does not take over one (1) hour to complete the job and further providing that the tanks have been butterworthed and ventilated. The above shall apply to the other members of the Unlicensed Personnel who enter the tanks for the same purpose. No clothing allowance shall be paid to men who were not authorized to enter the tanks. When a Fireman-Watertender or Oiler is missing be­ cause a crew member is sick, injured or because a Fireman-Watertender or Oiler missed the ship and none of the Wipers is capable of bein^ promoted to fill the vacancy, then the Engine Maintenance/Second Pump­ man may be placed on watch. Iii the event the Engine Maintenance/Second Pumpman is assigned to a watch, no overtime is payable Monday through Friday for standing watch and performing customary watch duties. In no event shall he be required to work more than eight (8) hours without the payment of overtime. Any overtime due EnginaKMaintenance/Second Pumpman shall be paid at his 8*»plicible rate. SECTION 12. ENGINE UTILITY, (a) They shall be required to assist Engineers in all Engine Department work. (b) Utilitymen shall be required to have qualifica­ tions as oilers, wateiitenders and firemen. (c) They may be required to replace any Unlicensed Member of the Engine Department when said member is sick, ii^red or missing. the tanks are not butterworthed, veritilated, am mucked on dirty oil ships, clothing allowance shall be paid to any member of the Unlicensed Personnel who enters tanks for the purpose of making repairs. The Union agrees that the Company may replace, a Wiper with an Engine Utility. SECTION 13. OILERS ON WATCH—STEAM. (a) They shall perform routine duties, oil main en­ gine (if reciprocating), watch temperatures, and oil circulation (if turbine), oil auxiliaries, steering engine and ice machine. They shall pump bilges and tend water where gauges and checks are in the engine room and no Watertenders are carried. (b) If required to start or blow down evaporator, they shall be paid one (1) hour at the applicable rate for each operation. When such equipment is placed in opera­ tion, Oilers htay be required to check the equipment at regular intervals, make necessary adjustments to insure proper and' even flow of condensate and salt water, oil and tend any pump or pumps operated in connection with such equipment without payment of overtime. (c) Oilers shall not be required to do any painting, cleaning paint, wirebrushing, chipping, scaling or pol­ ishing work without payment of overtinie. SECTION 14. OILERS ON DAY WORK—STEAM. They shall assist the Engineers in maintenance and re­ pair work in engine room, machine shop, shaft alley and store room when located in or adjacent to the engine room, provided, however, he shall not be required to do any cleaning of boilers, cleaning paint, polishing work, wirebrushing, chipping or scaling. 8 a.m., Monday through Friday, and on Saturdays, Sun­ days and Holidays, at the premium rate. (d) Fireman-Watertender on watch shall not be re­ quired to do any painting, cleaning paint, wirebrushing, chipping, scaling or polishing work without the pay­ ment of overtime. (e) When on donkey watch, Fireman-Watertenders shall be required to keep steam, tend auxiliaries and take care of entire plant without payment of overtime, except as provided in (c) above. (f) When vessel is in port and the entire plant is shut down, the Fireman-Watertender' may be placed on day work. His hours then will be the same as those for day workers. His work shall consist of repair and maintenance work in fireroom and engineroom. He shall not be required to do any cleaning of boilers, polishing work, wirebrushing, chipping, scaling. SECTION 18. WIPERS. (a) It shall be routine duties for the Wipers to do general cleaning, including oil spills on deck, painting, cleaning paint, wirebrushing, chipping, scaling, sougeeing, polishing work in the En­ gine Department, including resistor houses, and fanrooms, cleaning and painting steering engine and steer­ ing engine bed, and to take all stores, including standing by on water and fuel oil lines. (b) Wipers shall not be required to paint, chip, sougee or shine bright work in fireroom fidley, except in port. (c) One (1) Wiper shall be assigned to clean quar­ ters and toilets of the Unlicensed Personnel of the En­ gine. Department daily. Two (2) hours shall be allowed for this work between the hours of 8 a.m. and 12 Noon daily. He shall be allowed two (2) hours for this work on Saturdays, Sundays and Holidays, and shall have two (2) hours' overtime. Sanitary work in crew's quarters shall include wiping off fans. On vessels of 26,600 D.W.T. or over, the Wiper shall be allowed four (4) hours daily for peiforming this work. (d) Wipers may be required to paint Unlicensed En­ gine Department crew quarters without payment of overtime during Wiper's regular working hours. (e) Wipers shall be paid overtime for cleaning in firesides and steam drum of boilers. They may be re­ quired to clean tank tops or bilges by hand or be required to paint bilges. However, cleaning bilge strain­ ers,. cleaning away sticks or rags shall be considered part of a Wiper's duties and shall be done without payment of overtime. (f) It shall be the duty of the Wiper to assist the Engineers in blowing tubes. The Wiper shall assist the Engineers in putting XZIT, and similar preparations, and boiler compounds in the boiler. When the Wiper is re­ quired to assist in blowing tubes Monday through Friday, they shall then also be used Saturdays, Sundays and Holidays. (g) Wipers may be required to assist in repair work, but he shall not be assigned to a repair job by himself without the payment of overtime. This is not to in­ clude dismantling equipment in connection with clean­ ing; such as, grease extractors, bilge strainers and evaporators, etc. (h) Wipers shall be required to pump up galley fuel tank during straight time hours without the payment of overtime. (i) While vessels are transiting the Panama or Suez Canal, one (1) Wiper shall be assigned to trim ventilators to insure breeze for men below, regardless of whether it is outside of their regular working hours or not. When the Wiper performs this work outside of his regular working hours, overtime will be allowed. (j) Skimming hot wells and cleaning grease extrac­ tors shall be done by the Wiper as part of his regular duties without the payment of overtime. (k) It shall be the duty of the Wiper to pull ice and deliver it to the icebox door without the payment of overtime. Wipers shall also remove ice cubes from ice cube machines when such machines are located in engine room spaces. (1) Wipers, under proper supervision, may, be re­ quired to paint the outside of electric motors and gen­ erators. (m) It shall be the duty of the Wipers to handle engine room stores on the ship or from barges, or on the dock within thirty feet (30') from ship-side in his regular working hours without the payment of over­ time. (Sailors shall be required to operate deck gear in the handling of such stores as is necessary.) SECTION 15. OILERS—DIESEL AT SEA. (a) They shall make regular rounds on main engines and auxil­ iaries, pump bilges, clean oil strainers and centrifuges, watch oil temperatures and pressures. If required, they shall drain oil from piston oil tanks every hour and shall pump up water for gravity. They shall be re­ quired to tend small donkey boiler for heating.purposes without payment of overtime. However, when boiler is being used for heating cargo .oil, an allowance of two (2) hours per watch at the applicable rate shall be allowed the Oilers. (b) They shall do . no cleaning or station work, but shall be required to leave s^e working conditions forSECTION 19. TANK CLEANING, (a) When crewtheir relief, provided such work shall not be done when members are required to enter any tank in which water wipers are on duty. is regularly carried, for the purpose of cleaning or mak­ SECTION 16. OILERS—DIESELS—IN PORT, (a) ing repairs therein, they shall be paid at the rates de­ In port. Oilers shall maintain a regular donkey watch. fined in Article II, Section 21 (c). Penalty Overtime. (b) When crewmembers are required to enter tanks They shall oil auxiliaries, tend small donkey boiler, and look after entire plant. When cargo is being worked that have contained animal, vegetable, petroleum oil after 5 pjn. and before 8 a.m. Monday through Friday, or creosotes, including bunkers or molasses for the pur­ or on Saturdays, Sundays and Holidays, the oilers on pose of cleaning or making repairs .therein, they shall watch shall receive the applicable rate and in no event be paid at the rates indicated below. shall they be paid additional overtime because cargo is being worked. (b) Oilers shall not be required to do any painting, cleaning paint, wirebrushing, chipping, scaling or polish­ ing work without the payment of overtime. .] f. i€\' SECTION 17. FIREMAN-WATERTENDER. (a) They shall be required to watch and tend water, clean burners, fuel oil strainers, wherever located, drip pans, punch carbon, keep steam, watch fuel oil pressure and temperatures and oil fuel pumps located in the fireroom only. (b) On all watches, they shall clean up excess oil occasioned by changing burners and strainers and shall leave the fireroom in a safe condition when relieved. . (c) Eireman-Watertender on watch in port shall be paid overtime for watches stood after 5 p.m. and before Hian at , This shmi als^ apply to coffw have been fouled through leakage of the above-mentioned cargoes. (c) When tanks described in (b) above are being cleaned and cleaning has been completed, a bonus of o^wtime - laaguienneu m ^ This bonus will compensate for the clothing allowance and shall be paid only once during each ballast voyage. It is understood that sea boots for tank cleaning will be furnished by the company. While engaged in tank clean­ ing, men shall receive no other overtime. The men who are hauling the buckets during tank cleaning operations under this section (d) For any work performed in cbffeHam or vbic tank which has not contained water, oil, creosotes, etc., the men required to perform such The same shall apply to members required to handle or shift butterworthing machines during the butterworth operations or wash tanks from the decks. (e) A minimum of three (3) men shall be required for the purpose of shifting butterworthing machines. When butterworthing machines are in operation one (1) man shall be required to stand by the machines. The man who is standing by the machines shall do no other work. However, the other men may be required to perform other work between 8 a.m. and 6 p.m. Monday through Friday. SECTION 20. USING PAINT SPRAY GUNS AND SAND BLASTING EQUIPMENT. When members of the crew are required to paint with spray guns, they shall be paid at the rates defined in Article II, Section 21 (c). Penalty Overtime. \ When spray guns, other than small hand type, are being used for painting, two (2) men shall operate same and both men shall receive overtime, at the applicable rate. Two (2) men shall be used on sand-blasting operation and shall be paid in the same manner as when spray guns are used. SECTION 2L DONKIY WATCH. <a> A donkeV rl SECTION 22. CARBON TETRACHLORIDE. When­ ever carbon tetrachloride is required to be used by an Unlicensed Member of the Engine Department for cleaninc SECTION 24. OILER/MAINTENANCE UTILITY. (1) The Oiler shall be rerated to Oiler/Maintenance Utility. (2) He shall be required to have the qualifications of Firemen, Oiler and Watertender. (3) He shall be classed as a watch stander and shall perform the rourine duties and maintenance of the Oiler and Fireman-Watertender stated in Article IV, Sections 13, 14 and 17, Standard Tanker Agreement. (4) Maintenance overtime shall be divided as equally as possible between men of this rating. Page U ' r,-; fu '•'i -. •W �SECTION 25. SHIP'S WELDER/MAINTENANCE MAN. (a) The Ship's Welder-Maintenance Man shall be class^ as day worker in the Engfine Department. (b) He shall be required to do burning, welding, maintenance and repair work anywhere on the vessel ah directed by the Chief Engineer. (c) He shall be required to have qualifications as Fireman, Oiler and Watertender. (d) He shall not replace any member of the Un­ licensed Personnel except when such member is missing or unable to perform his regular duties due to illness or injury^ _ . (e) He shall not be required to do general clean­ ing, painting, cleaning paint, polishing work, wirebrushing, chipping or scaling except in the course of burning, welding, maintenance and repair work. (f) He shall receive the contractual rate for speci­ fied work such as tank cleaning, cleaning bilges, using paint spray guns, etc. 3- I: for members of the Steward Department in port when feeding shall be outlined above. They shall be paid at the applicable rate for all work performed outside their regular hours, after 5 p.m. and before 8 a.m. weekdays and on Saturdays, Sundays and Holidays, at the premium rate., SECTION 5. AUTOMATED AND SEMI-AUTO­ MATED VESSELS, (a) HOURS AND DUTIES: 1. The Chief Steward or Steward-Cook shall super­ vise the Steward Department, eight (8) hours, between 6:30 a.m. and 6:30 p.m. 2. Chief Cook 7:30 a.m.-12:46 p.m. 3:30 p.m.- 6:16 p.m. Additional duties of the Chief Cook shall be "to assist Cook and Baker during rush period at breakfast and keep utensils used by him clean. The Chief Cook shall receive the same port time overtime hours as the Chief Steward. 3. Cook and Baker 6:00 a.m.- 9:30 a.m. 11.00 a.m.- 1:00 p.m. 4:00 p.m.- 6:30 p.m. prepare and serve the meals. They shall also clean and maintain, including spot sougeeing and polishing bright work the quarters of the Licensed Personnel, the Radio Officer, the Purser, Passengers, and the ship s office, all dining rooms, messrooms, washrooms, galley and pantry. They shall sort and cull fruit and vegetables. Unless otherwise specified in this Agreement, no over­ time applies to the above routine work. (b) At sea, the Utility, if assigned to the daily clean­ ing of the radio shack, shall receive not more than three (3) hours overtime per week at the overtime rate. (c) It shall be routine duties for the Steward Utility to count and bag linen, work in storerooms, linen lock­ ers, toilets and Steward Department passageways and do general cleaning within his eight (8) hours as directed by the Steward. SECTION 9. HANDLING STORES. Members of the Steward Department shall not be required to carry any stores or linen to or from the dock, but when stores or linen are delivered at the storeroom doors, meat or chill box-doors, Steward Department men shall place same in their respective places and they shall be p^jd at the rates indicated in Article II, Section 21 (c), Penalty Overtime with the following definition: SECTION 26. QUALIFIED MEMBER OF THE EN­ GINE DEPARTMENT. (1) The qualified member of Additional duties of Cook and Baker shall be to prethe Engine Department shall perform all work assigned pare, cook and serve all vegetables for dinner and supper to him in the Engine Department by the Engineer in meals. Scrub galley after the supper meal with the ascharge. (2) The duties of the Qualified Members of the sistance of a General Utility. Prepare night lunches and Engine Department (Q.M.E.D.'s) shall be all work nec­ cooked salads. the hobrs of 8 a 4. Saloon Mess 6:30 a.m.- 9:30 a.m. essary for the continuance of the operation of the Engine lliiiWiiiiliSiiilii;; 10:30 a.m.- 1:00 p.m. Department. TW«m ihe hours of 6 p.m. »r 4:00 p.m.- 6:30 p.m. ON WATCH—Baturdaya, (3) He shall perform maintenance and repairs Prepare salads except cooked, and all cold drinks used throughout th^ vessel under the direction of the Engi­ by him. Draw supplies as needed. neer in charge. 5. Crew Mess 6:30 a.m.- 9:30 a.m. However, daily provisions such as fresh vegetables, (4) If he is a day worker, he may be required to 10:30 a.m.- 1:00 p.m. fruit, milk, or bread shall be stored by Messman and/or replace a missing watch-stander. 4:00 p.m.- 6:30 p.m. (6) He may be required to take on fuel and water Utilitymen when placed aboard without the pajrment of Prepare salads except cooked salads. and to take soundings as directed by the Engineer in overtime, provided such work is done within their pre­ 6. Utility 6:30 a.m.- 9:30 a.m. charge. scribed working hours. 10:30 a.m.- 1:00 p.m. (6) When no Ship's Welder-Maintenance is carried SECTION 10. RECEIVING STORES. The Steward 4:00 p.m.- 6:30 p.m. he may, if qualified, be required to bum and weld. On vessels carrying Utilities, the Chief Steward shall shall be solely responsible for checking and receiving of (7) He may be required to assist in any work neces­ voyage stores and linens, and he shall not delegate this sary for the operation of reefer equipment and con­ assign their duties. ,(b) VESSELS CARRYING PASSENGERS: responsibility to another member of the Steward Detainers, including the taking of temperatures. 1. When passengers are on board, the passengers' partment. He shall be required to go on the dock to (8) He shall not be required to chip, paint, or sougee except where such work is incidental to a specific re­ utilities working hours shall be the same as the Mess- check stores and linens without the payment of over­ time during his regular hours. man. pair job. 2. In all ports the Cook and Baker shall work on SECTION 11. LATE MEALS. When members of a schedule between 6 a.m. and 6 p.m. as set forth by the Steward Department are required to serve late the Steward. When meal hours are Changed for Deck and Engine d"® ^o the failure of officers or crew to eat withDepartments in accordance with Article II, Section 44, 1? prescribed time, the members of the Steward the Steward Department's working hours may be changed Department actually requir^ to stand by to prepare accordingly provided, however, that they be given two <^he late meals shall be paid the applicable (2) hours' notice prior to the time necessary to prepare ^ SECTION 12. SHIFTING MEALS. When meal 3. Two dollars and fifty cents ($2.50) per day, for are extended for any reason and any of the Uneach passenger over six (6) pas^ngers shall be paid on licensed Personnel are unable to eat within the regular these ye^els when from seven (7) to twelve (12) are prescribed time, all members of the Steward Departcarried. These monies shall be divided among the memrequired to stand by to prepare and serve the hers of the Steward Department who perform the work ^eals shall be paid at the applicable rate from the time Company's option an additional Passenger ^im nieal is extended. As much notice as possible shall Utilityman may be carried. be given the Steward Department when meal hours are 4. When the vessel commences a voyage without pas- ^ ^e shifted, sengers, and without a Passenger Utilityman and is SECTION 28. PYRAMIDING OVERTIME. There manned in accordance with this section and passengers SECTION 13. EXTRA MEALS, (a) When meals shall be no duplication or pyramiding of overtime except are taken aboard at a foreign port, two dollars and fifty are served crew where specifically provided for. cents ($2.50) per day per passenger shall be paid and divided among members of the Steward Department who paid. This is to be divided among the members of the department actually engaged in preparing and serving perform this work. ARTICLE V 5. When two dollars and fifty cents ($2.50) per day the meals. STEWARD DEPARTMENT (b) When food is prepared for persons who do not per passenger is being paid to members of the Steward Department, there shall be no division of wages as out- require the service of messroom, two (2) fiours overtime lined in Article V, Section 7, because of the al^nce of per meal shall be paid for the first group of six (6) per­ sons or fraction thereof, and one (1) hour overtime for this member in the Steward Department. When the company receives no compensation for a each four (4) additional persons or fraction thereof. This minor child then the two dollars and fifty cents ($2.50) money is to be equally divided among the galley force. (c) No extra meals are to be served without the per day shall not be applicable. authority of the Master or Officer in charge of the vessel. (d) The provisions of paragraph (a) shall not re­ quire the payment of any additional amount to mem­ bers of the Steward Department for serving meals to Company officials, or Government officials assigned to the ship on ship's, business. SECTION 6. FULL COMPLEMENT, (a) A full complement of the Steward Department shall be mainSECTION 14. EXTRA PERSONS SLEEPING . tained when the vessel is feeding. This shall not apply ABOARD. When persons other than regular crewwhen a skelton crew is aboard. members, passengers, pilot or a Company representa­ (b) When a skelton crew is aboard and the ship is tive sleep aboard, the member of the Steward Depart­ feeing, a minimum of five men shall be maintained in ment who takes care of the room shall be paid one (1) the Steward Department. hour's overtime per day. This does not apply when a SECTION 2. MINIMUM OVERTIME. At sea, when any member of the Steward Department is called out to work between the hours of 7:30 p.m., and 5:30 a.m., a minimum of two (2) hours overtime shall be paid. SECTION 3. NUMBER OF HOURS. No member of the Steward Department shall be required to work more than eight (8) hours in any one (1) day without payment of overtime. All work performed at sea on Saturdays, Sundays and Holidays shall be paid for at the premium rate except as provided in Article II, Section 18. SECTION 4. WORKING HOURS, (a) Stewardeight (8) hours between the hours of 6:30 a.m. and 6:30 Chief Cook—eight (8) hours between the hours of 6:30 a.m. and 6:30"p.m. Cook and Baker—either 6 a.m. to 12 noon and 4 p.m. to 6 p.m. or 2 a.m. to 10 a.m., at the Company's option. At any rate, he shall receive the same 5 to 8 overtime as the Chief Cook in port. Messman—6:30 a.m. to 9:30 a.m.; 10:30 a.m.-to 1:00 p.m.; and 4 p.m. to 6:30 p.m. Steward-Util.—7 a.m.' to 1 p.m. and 4 p.m. to 6 p.m. (b) IN PORT WHEN FEEDING. Working hours Page 12 BERS. (a) When a vessel is in a Continental United does not exceed the full, complement of passengers States port and a member of the Steward Department allowed. is missing, the men who do the missing man's work shall be paid overtime for actual time worked over SECTION 15. SERVING MEALS OUTSIDE OF their-normal eight (8) hours. MESSROOMS. When any member of the Steward De­ (b) If a vessel sails without the full complement in partment is required to serve anyone outside of their the Steward Department as required by this Agreement, respective messrooms for any reason, he shall be paid then the men who do the missing men's work will receive, at the applicable rate for time required. However, in addition to a division of wages of the missing men, meals be served on the bridge to the Master and/or the overtime that the missing men would normally have Pilot without the payment of overtime whenever it is made on Saturdays, Sundays and Holidays. "necessary for the Master and/or Pilot to be on the (c) While on a voyage and a member of the Steward bridge for the safety of the ship. The Captain's office Department becomes ill or is injured and remains or stateroom shall not be classified as the bridge of aboard the vessel, the men who do his work shall receive the ship. This section shall hot be construed to apply a division of pay but they shall not receive any over- to passengers or ship's personnel served during regutime for doing this work. lar working hours on account of illness. SECTION 8. ROUTINE WORK, (a) The regular routine duties laid. out below shall be carried out within the scheduled working hours as specified above, and it shall be the duty of the Steward Department to or­ ganize its work so that it is accomplished within the eight (8) hours per day as scheduled in this Agreement. Routine duties of the Steward Department shall be to SECTION 16. MIDNIGHT MEALS AND NIGHT LUNCHES, (a) Members of the Steward Department actually engaged in serving hot lunches at midnight are to be allowed three (3) hours' overtime for prepar­ ing and serving same. (b) When not more than the equivalent of one de­ partment is served at 9 p.m. or at 3 a.m. night lunch. �one cook shell be turned out to perform thie work. When from six (6) to ten (10) men are served, one (1) cook and one (1) messman shall perform this work. When more than ten (10) men are served, one (1) cook and two (2) meesmen shall perform this work. (c) When meals are not provided as specified in Article II, Section 43, the number of the Steward De­ partment who would normally be broken out to prepare such meals shall be paid the overtime specified in para­ graph (a) above, at the overtime rate. SECTION 17. CLEANING MEAT AND CHILL BOXES, (a) Members of the Steward Department shall be assigned by the Steward to clean meaf and chill boxes and shall be paid at the applicable rate for time the work is performed. Boxes shall not be cleaned without the express authorization of the Chief Steward. (b) Keeping the meat and chill boxes neat and orderly at all times, such as cleaning out paper wrappings, crates, etc., within regular working hours is not to be considered overtime. SECTION 18. MAKING ICE CREAM. When a member of the Steward Department is required to make ice cream he shall be paid at the applicable rate for the time required to make the ice cream. SECTION 19. MAKING ICE. On ships where ice machines are carried, members of the Steward Depart­ ment will not be required to make or pull ice, but they will distribute the ice qnce it is pulled. On ships where ice machines are not carried, and members of the Steward Department are required to make ice, over­ time shall be paid fpr such work performed. This does not apply to making ice cubes in small refrigerators or ice cube machines in messrooms, pantries or galleys. SECTION 20. OVERTIME FOR BUTCHERING. When carcass beef, eighths or larger, is carried, the man required to butcher this beef shall be paid a mini­ mum of six (6) hours overtime weekly for butchering. This shall not apply when a butcher is carried. ING. Members of the Steward Department shall not be required to chip, scale or paint. SECTION 24. DUMPING GARBAGE. No member of the Steward Department shall be required to go on the dock for the purpose of dumping garbage, without the payment of overtime. SECTION 26. OIL STOVES. Members of the Steward Department shall not be required to pump oil for the galley range. SECTION 26. DAY WORK, (a) When the ship is not feeding and members of the Steward Department are on day work, the hours shall be from 8 a.m. to 12 noon and 1 p.m. to 5 p.m. (b) When members of the Steward Department are on day work they may be required to work in store rooms, linen lockers, toilets, passageways, handle stores and linen placed aboard ship, and do general cleaning without the payment of overtime. (c) When members of the Steward Department are on day work, all hands shall be allowed fifteen (15) min­ utes for coffee at 10 a.m. and 3 p.m., or at a convenient time near these hours. (d) When the Steward Department is on day work and the ship is not feeding, the men shall receive one full hour from 12 noon until 1 p.m. for lunch. This hour may be varied but such variation shall not exceed one (1) hour either way, provided that one (1) unbroken hour shall be allowed at all times for dinner or supper when men are on day work. If one (1) unbroken hour is not given, the men involved shall receive one (1) hour's penalty overtime in lieu thereof. SECTION 27. GALLEY GEAR, hi-he Company shall furnish all tools for the galley including knives for the Cooks. SECTION 21. SHORE BREAD, (a) The Company shall furnish bread from ashore in all Continental U.S. ports. When bread is not furnished in Continental U.S. ports within twenty-four (24) hours, excluding Sundays and Holidays, the cooks shall be required to make the bread and will be paid three (3) hours' overtime for each batch of bread bak^. (b) When a new Baker is employed he may be re­ quired to bake during regular working hours without the payment Of overtime. SECTION 29. ENTERING ENGINEROOM AND FIREROOM. Members of the Steward Department shall not be required to enter the engine or fire room, except as may be required'by Article II, Section 18. SECTION 2. SOUGEEING.. When members of the Steward Department are required to sougee, overtime shall be paid for the actual number of hours worked. Spotting shall not be construed as sougeeing. SECTION 30. WORK NOT SPECIFIED. Any work performed by the Steward Department that is not specifically defined in this Agreement shall be paid for at the applicable rate. SECTION 23. CHIPPING, SCALING AND PAINT- SECTION 31. PYRAMIDING OVERTIME. There shall SECTION 28. APRONS AND UNIFORMS. White caps, aprons, and coats worn by the Steward Depart­ ment shall be furnished and laundered by the Company and white trousers worn by the galley force shall be laundered by the Company. be no duplication or pyramiding of overtime except where specifically provided for. ARTICLE VI OTHER PROVISiONS SECTION 1. (a) Vessels Sales and Transfers. Prior to any vessel contracted to the Seafarers International Union of North America-Atlantic, Gulf, Lakes and In­ land Waters District, AFL-CIO, being disposed of in any fashion, including but not limited to sale, scrap, transfer, charter, etc., ninety (90) days notification in writing must be sent to Union Headquarters, 275 20th Street, Brooklyn, New York 11215. (b) Within <4B)" h&ats t/iihe such nctfficatioii, excluding Saturday,,Sunday and HcH-; days, the Union shall have the r^lxt to demand that| negctistionS he commenced immediately on the impacts scrap, ttansfer, charter, etc, m the Un-| SECTION 2. It is agreed that any Agreements that are presently in effect covering War Risk Insurance and Area Bonuses he continued as is with no change. In addition, any and all addendums, supplementary Agreements and/or memorandums of understanding, the contents of which have not been incorporated into this Collective Bargaining Agreement shall be continued in effect and if modified, as so modified shall be incor­ porated into and made a part of this Collective Bargain­ ing Agreement. SECTION 3. It is agreed that for purposes of con­ struction of this Agreement, wherever the masculine gender is used, it shall include the feminine gender. same formulas and principles as uUlized in the maritime ;lod«$try concerning cost of living adjostra^ts. Any 6Uch adjustments that may be made wiB occur in and ARTIClE VII EFFECTIVE DATES The effective date of this Agreement shall be at 12:01 a.m., June and the effective dates as to all other changes shall be the dates provided in the Memo­ randums of Understanding which have been incorpor­ ated into and made a part of this Collective Bargaining Agreement. ARTICLE Vm TERMINATION The termination date of this Collective Bargaining Agreement shall SlU STEWARD DEPARTMENT WORKING RULES FOR THE SEAFARERS INTERNATIONAL UNION OF NORTH AMERICA Atlantic, Gulf, Lakes and Inland Waters District, AFLfCIO In order to insure continued harmony and efficiency in the Steward Department, this outline of duties is sub­ mitted as a guide for the Steward and his Department. It is not intended to confiict with or supercede our agreement, nor is it intended in any way to limit the Chief Steward's authority. , Duties of Steward: Eight (8) hours between the hours of 6:30 a.m. to 6:30 p.m. The Steward shall have the full authority of making any changes and adjustment of this work, according to the circumstances or conditions that may arise, and the . Union demands that each member cooperate in carry­ ing out his assignment as a condition of our Contract. It shall be left up to the Steward's good judgment, who will bear in mind that the results are always the deter­ mining factor, in better service, maintenance and greater economy. He shall coordinate the work of his Department in the different classes so that none of his men will be taxed unfairly or beyond their capacity. He shall have free access to all parts of the vessel, where the function of his Department is necessary. When settling differences he should make every effort to settle them satisfac^rily for all concerned. His employees are entitled to private interviews when brought to task. This will improve the harmonious relationship now ex­ isting aboard ships. The regular duties of the Steward shall be to supervise all work of the Steward Depart­ ment, including the supervision of preparing and serv­ ing all meals; he is responsible for the, receiving and issuance of all stores, inspection of work, preparing requisitions, taking inventory of stock, authorizing, checking and recording overtime, conforming with the agreement in distribution of extra meals to each man individually, issuance of linen and soaps to the crew and officers on the days designated with the help of the Steward Utility. He shall see to it that the SIU feeding system and list of instructions, as set forth by Headquarters and its representatives, shall be followed and he will be held accountable for its application aboard ship. When ordering replacements for entry ratings, the Steward shall specify a definite entry rating. The dis­ patcher should be instructed to call the job as specified for tiie particular entry rating involved. 7 a.m. to 1 p.m.—4 p.m. to 6 p.m. The Chief Steward shall set up a schedule for mem­ The Second Cook shall work under the direction of bers of the Department to keep the Steward Department the Chief Cook and the Cook and Baker. He shall cook all quarters clean. Upon two' (2) hours notice, members of the Steward vegetables and assist in preparing for the cooking and Department shall be required to assist the Steward in serving of all meals, prepare all cooked salads, and shall taking voyage stores. The Steward will designate the assist the Night Cook and Baker with breakfast to order. He shall prepare all night lunches. He shall assist in the number of men necessary for storing. He shall prepare all menus and control all keys. He general cleaning and upkeep of the galley and equip­ shall see that all quarters under his jurisdiction are ment, sort and cull perishable fruits and vegetables, cleaned properly, that meals are served on time, au­ with the Galleyman, as required. Duties of the Third Cook: thorize the. cleaning of all refrigerated storage boxes. 7 a.m. to 1 p.m.—4 p.m. to 6 p.m. He may assist when there is a shortage of help in his The Third Cook shall work under the direction of the Department, he may also do any work he may deem necessary for the efficient operation of his Department. Chief Cook and other Cooks. He shall prepare and cook all vegetables, keep a sufficient amount of onions, car­ Duties of the Chief Cook: Eight (8) hours between the hours of 6:30 a.m. and rots, etc., available for use, sort and cull perishable vegetables and fruits, with the Galleyman, as required. 6:30 p.m. The Chief Cook is in charge of the galley. He shall do Keep refrigerated space neat and orderly, and clear the butcheripg, cook roasts, soups, gravies and sauces; out paper wrappings, crates, etc. Draw necessary linen direct the preparation and serving of all food, including for galley in exchange for soiled linens, assist in the night lunches, assist the Chief Steward in preparation of general cleaning of galley and equipment, return un­ the menus when required. He shall work under the used and leftover food to the refrigerator when neces­ supervision of the Chief Steward and shall receive stores sary. When no Galley Utility is carried, he shall per­ when necessary and assist in the proper storage of form the work of the Galley Utility, and his working siame. As directed by the Steward, he shall assist in hours shall be 6:30 a.m. to 9 a.m., 10 a-m. to 1 p.m., 4 taking inventory of galley stores and galley equipment; p.m. to 6:30 p.m. Duties of the Galley Utility: also report to the Steward any repairs and replacing 6:30 a.m. to 10 a.m.—11 a.m. to 1 p.m.—4 p.m. to of all equipment. He shall render all fats, he shall be responsible for the greneral cleanliness of the galley 6:30 p.m. The Galley Utility shall work under the direction of and its equipment. He shall keep the meat box in an all Cooks; he shall clean the galley and all utensils, peel orderly condition. potatoes, and vegetables, cull perishable vegetables and Duties of the Cook and Baker: Eight (8) hours in all ports and at sea, as the Steward fruits with the Third Cook or Second Cook, and keep re­ frigerated spaces neat and orderly, clearing out paper may direct, between the hours of 6 a.m. to 6 p.m. He shall work under the direction of the Chief Cook; wrappings, crates, so forth; empty and scrub garbage he shall do the necessary cooking, baking, breads, pies, pails. After each meal, scrub galley deck. He shall assist cakes, puddings, pastries, hot cakes and all flour work, Chief Cook in drawing daily meats from meat box, when cook cereals, stewed fruits, assist with cooking and serv­ required. Each morning after breakfast draw stores as ing meals, and when required, he shall at 6 a.m. directed, including linen. Clean between deck, passage­ start the preparation of all meats left out by the Chief ways, outside refrigerator boxes and stairway leading Cook except when the cook and baker is on day work. to the main deck. Light fires when prescribed. Duties of the Passenger Utility: He shall be responsible for cooking and serving break­ 6:30 a.m. to 9:30 a.m.—10:30 a.m. to 1 p.m.—4 p.m. fast. He shall slice, prepare and serve all breakfast meats and assist in the preparation and serving of all to 6:30 p.m. When passengers are aboard, the Passenger Utility meals while on day work. He bhall assist in the general cleaning and upkeep of the galley and equipment. On shall make and clean the passenger rooms each morn­ Liberty ships where there is no Galleyman, he shall ing. He shall be responsible mostly for the caring of and services to passengers, as the Chief Steward may do the Third Cook's duties between 9 a.m. to 10 a.m. direct, clean passenger lounges and smoking room. He Duties of the Second Cook: Page 13 - A'*/ •tV I..-, �may be required to assist Steward in receiving and dis­ embarking passengers. When six (6) or less passengers are carried he is to serve them breakfast. He is to serve lunch and dinner at all times and v/hen over six (6) pas­ sengers are carried he will work in conjunction with the Saloon and Pantry Messmen, as the Steward may direct. Duties of the Saloon Messman: 6:30 a.m. to 9:30 a.m.—10:30 a.m. to 1 p.m.—4 p.m. tc 6:30 p.m. The Saloon Messman shall be responsible for the serv­ ing of the three (3) meals daily to the Captain and Offi­ cers; he shall also assist in serving all meals to pajssengers. However, the Saloon Messman and Saloon Utility are solely responsible for preparing and serving break­ fast when more than six (6) passengers are carried. He shall be responsible for the cleanliness of the saloon, condiments, etc., polish silver and clean port boxes and glasses, mop the saloon each morning after breakfast and sweep after each meal, and clean fans in saloon. Draw all linen to be used in the saloon and be responsi­ ble for the setting of all tables for service. Spot sougee when necessary. Duties of the Saloon Utility: 6:30 a.m. to 9:30 a.m.—10:30 a.m. to 1 p.m.—4 p.m. to 6:30 p.m. The Saloon Pantryman shall be responsible for the pantry and the refrigerator and fruits and all needed stores for the officers and passenger serv^ e. He is re­ sponsible for the preparation of salads (except cooked salads) under the direction of the Steward. Keep pantry and utensils, bootlegs, steamtables, crockery and pans used by him, cleaned after each meal. Dish out food at service. Make coffee at each meal and morning (coffee time) before retiring. Empty and scrub garbage pail after each meal, work jointly with Saloon Messman and Passenger's Utility in preparation and serving at all times. He may be required to assist in serving break­ fast with Saloon Messman when more than six (6) pas­ sengers are carried. Spot sougee when necessary. Duties of the Crew Messman: 6:30 a.m. to 9:30 a.m.—10:30 a.m. to 1 p.m.—4 p.m. to 6:30 p.m. The Crew Messman is in charge of the crew messroom; responsible for silverware and glasses, condi­ ments, and serving three (3) meals a day. Provide milk, box cereals, butter, bread, cold drinks, and needed supplies; scrub the deck each morning before retiring. Clean messroom refrigerator, tables and chairs and spot sougee when needed. Assist the Pantryman with salads. Place night lunches in proper places. Leave out a few cups and spoons after each meal. He shall check that there are necessary stores left out for hight, such as coffee, sugar, milk, etc. Also clean fans in messrooiff. Duties of the Crew Utility: 6:30 a.m. to 9:30 a.m.—10:30 a.m. to 1 p.m.—4:30 p.m. to 6:30 p.m. The Crew Pantryman shall be responsible for the cleanliness of the crew pantry crockery, coffee um, percolators, all pots and pans used by him, and refrig­ erators; scrub deck each day and sweep after each meal. Make coffee for each meal and coffee for the crew for morning (coffee time) before retiring. He is responsible for the preparation of salads (except cooked salads) under the direction of the Steward. He shall assist Messman in serving when required during rush period. Draw needed supplies for the crew messroom and assist Crew Messman in making cold drink. Spot sougee when necessary. Duties of the Steward Utility: 7:00 a.m. to 1 p.m.—4 p.m. to 6 p.m. Routine duties of the Steward Utility shall, other than making and cleaning officers' quarters, include work in storerooms, linen lockers, ship's office, officers' passage­ ways and stairways, clean Steward Department show­ ers, and toilet, count and bag linen, issuance of linen and soaps when necessary; do the general cleaning as the Steward may designate. Clean the recreation room alternately with the Wiper and Ordinary Seaman. The laundry is cleaned by each Department alternately. Note:—Members of the Steward Department who are required to obtain stores from refrigerated spaces shall assist in keeping refrigerated spaces clean by remov­ ing paper, wrappings, crates, etc. On certain types of vessels .the Messman and Utilitymen may be required to clean certain ladders and pas­ sageways as part of their routine duties. SIU STEWARD DEPARTMENT GUIDE In order to improve the preparation and serving of food and eliminate waste on all SlU-contracted vessels, the following guide shall be put into effect: (1) Menus are to be prepared daily, on main entrees at least twenty-four (24) hours in advance. Standardiza­ tion must be avoided. (2) The Chief Steward is to issue all daily stores when practicable and must control all keys. Storerooms and ice boxes are to be kept locked at all times. (3) Maximum sanitary and orderly conditions must be observed in all Steward Department facilities such as galley, messrooms, storerooms, etc. No smoking in the galley at any time. No smoking by any Steward Per­ sonnel while serving or preparing food. (4) White jackets must be worn by Messman at all times while serving. T-shirts may be worn while pre­ paring for meals. Galley gang to wear white caps, cooks jackets, white or T-shirts during hot weather. Caps to be paper or cloth. Cooks jackets to be % lengrth sleeves. However, white or T-shirts may be worn by Messman during hot weather. (6) Only qualified food handlers are to handle food and all personnel outside of the Steward Department are to be kept out of the galley at all times. (6) All entrees such as meat, fowl, and fish, includ­ ing ham and bacon for breakfast, must be served from the galley and when practical, vegetables should also be served from the galley. (7) All steaks and chops are to be grilled to indi­ vidual order. However, chops may be grilled thirty (30 minutes prior to serving, when necessary. Meats and roasts must be carved to order. (8) No plates should be overloaded and only nonwatery vegetables will be served on the same plate with the meat or other entree. Other vegetables to be served on side dishes. (9) At least two (2) men of the galley gang must be in the galley during meal times. The Steward is to super­ vise the serving of all meals. Either the Steward or the Chief Cook must supervise the meals when in port. Stew­ ard to be aboard and responsible to check voyage stores when they are received. (10) Salads, bread, butter and milk are to be placed on the table not more than five (5) minutes before the serving and only on tables where needed. (11). All coffee served for meals and coffee time is to be made in electric percolators when practicable. (12) No food, including vegetables, is to be thrown away after meals without the consent of the Steward or the Chief Cook. Use left-overs as soon as possible, not to exceed forty-eight (48) hours. (13) Such items as sardines, boiled eggs, sliced left­ over roasts, such as pork, beef, ham, etc., potato salad, baked beans, besides the ordinary run of cold cuts and cheese are to be served for night lunch. The night lunches are to be cut and placed by the 2nd Cook or 3rd Cook before retiring. (14) Hot bread or rolls to be baked daily when prac­ ticable. Cakes or pastry to be served at coffee time as much as possible, (15) Stewards must keep a record of all menus for reference. (16) Ground coffee for the black gang to be drawn from the Steward within the Steward's working hours and not from the pantry. (17) Typewritten copy of the daily menu to be fur­ nished the galley force. SHIPPING RULES-JUNE 16,1975 Preamble Every seaman seeking employment through the hiring halls of the Seafarers International Union of North America-Atlantic, Guif, Lakes and Inland Waters District (hereinafter called the "Union") shall be shipped pursuant to the following Shipping Rules. Nothing con­ tained in these Shipping Rules is in any way intended to create any indemnity obiigation on the part of either the Union ifl- the Seafarers Welfare Plan. 1. Seniority A. Subject to the conditions and restrictions on employment con­ tained in agreements between the Union and contracted Employers and to the Rules set forth herein, seamen shall be shipped out on jobs referred through the Union's hiring halls according to their class of seniority rating. B. The following shall be the classes of seniority rating: 1. Class "A" seniority rating, the highest seniority rating, shall be possessed by: (a) all unlicensed seamen who possessed such rating on Sept. 8, 1970, pursuant to the Shipping Rules then in effect; (b) all unlicensed seamen who possess Class "B" seniority rating pursuant to these Rules and who have shipped regularly as defined herein for eight (8) consecutive years, provided such sea­ men have maintained their Cass "B" seniority rating without break and provided further that they have completed satisfactorily the advanced course of training then offered by the Harry Lundeberg School of Seamanship for the Department in which such seamen regularly ship; and (c) ali unlicensed seamen who have been upgraded to Class "A" seniority rating by the Seafarers Appeals Board pursuant to the authority set forth herein. 2. Ciass "B" seniority rating, the second highest seniority rating, shall be possessed by: (a) all unlicensed seamen who possessed such rating on Sept. 8, 1970 pursuant to the Shipping Rules then in effect: (b) all unlicensed seamen who possess Class "C" seniority rating pursuant to these Rules and who have shipped regularly as defined herein for two (2) consecutive years; and. (c) all unlicensed seamen who possess Class "C" seniority rating pursuant to' these Rules and who have graduated from the Harry Lundeberg School of Seamanship entry rating training pro­ gram and have been issued a ship assignment card In accord with these Rules. 3. Class "C" seniority rating, the lowest seniority rating, shall be possessed by all unlicensed seamen who do not possess either class "A" or class "B" seniority ratings. C. A seaman shail be deemed to have shipped regularly within the meaning of these Rules if he has been employed as an un­ licensed seaman no less than ninety (90) days during each calen­ dar year aboard one or more American-flag merchant vessels cov­ ered by a collective bargaining agreement between the Union and the owner or operator of such vessels. D. Employment by or at the request of, or election to any office or job in, the Union shall be the equivalent of covered employment described in the preceding paragraph; and seniority credit under these Rules shall accrue during the period that such employment, office or job is retained. E. Seniority credit shall be accrued on the basis of total covered employment, without regard to whether such employment was served in the Deck, Engine or Steward Departments. F. The ninety (90) day period of employment required of a sea­ man during any year to constitute shipping regularly within the meaning of these Rules shall be reduced pro; irtionately In accord with the amount of time spent by such sr-r^'ian during that year as a bonafide in- or out-patient-In the continuing care of a U.S.P.H.S,. or other accredited hospital. (For example, four months' in­ patient time during a given calendar year reduces the ninety (90) day employment requirement for% that year by one-third to sixty (60) days. G. In the event a seaman possessing less than Class "A" sen­ iority rating fails to ship regularly within the meaning of these Rules during a particular year, he shall lose all accumulated em­ ployment credit for that and all preceding years in his then cur­ rent seniority rating. H. In the event a seaman's covered employment has been Inter­ rupted by circumstances beyond his control, resulting In his fail­ ure to ship regularly within the meaning of these Rules, the Sea­ farers Appeals Board may, upon application of the affected seaman, grant such total or partial seniority credit for the time lost as the Board may deem necessary in its sole discretion to avoid undue hardship. I. In the event a seaman's covered employment Is interrupted by service in the Armed Forces of the United States, resulting In his failure to ship regularly within the meaning of these Rules, such seaman shall suffer no loss of seniority credit accrued prior to his entry of military service if he registers to ship pursuant to these Rules within one hundred twenty (120) days following his separation from military service. 2. Shipping Procedure A. Subject to the specific provisions of these Rules, unemployed seamen shall be shipped only if registered as provided herein and in the order of the priorities established in Rule 2 C (3) hereof. B. The following rules shall govern the registration of unemploy­ ed seamen for shipping through Union hiring halls: 1.. Unemployed seamen shall register only at the port through which they desire to ship. No seaman shall be registered at more than one port at the same time, nor if they are employed aboard any vessel. ' 2. All seamen possessing U.S. Coast Guard endorsements, veri­ fying certified deck or engine ratings, shall be registered in Group I or Group II of their respective departments. In the Steward De­ partment, seamen shall be registered in Group l-S, I or II upon presentation of their seniority identification card and providing proof of qualification for such registration. All ucher seamen shall be registered as "Entry Ratings," as defined in Rule 3, Departments and Groups and may bid for any job in the "Entry Ratings" De­ partment. Upon attaining endorsements from the U.S. Coast Guard of certified ratings, in the Group I or II category, in either the Deck or Engine Department as defined in Rule 3, Departments and Groups, or having sailed in the Steward Department for a minimum of 6 months, application may be made to the Seafarers Appeals Board for consideration for permanent registration in the Deck, Engine or Steward Departments. 3. Shipping registration cards shall be non-transferable and shall be issued at Union hiring hails only upon application in person by seamen desiring the same. Shipping registration cards shall be time- and date-stamped when Issued and shall show the registrant's class of seniority rating. Department and Group. 4. Shipping registration cards shall be issued during the regular business hours of the Union's hiring halls. Every seaman desiring to register must possess and submit all documents required by the United States Coast Guard and by applicable law for employ­ ment as a merchant seaman aboard U.S.-flag vessels. At the time of registration each seaman is responsible for producing sufficient evidence to establish his class df s'eniorlty rating. For this purpose an appropriate seniority Identification card issued by the Union shall be deemed sufficient, although other official evidence of em­ ployment, such as legible U.S. Coast Guard discharges, may also be submitted. 5. in ports where the Seafarers Welfare Plan maintains a clinic, tio seaman shall be registered for shipping unless he submits a valid Seafarers Welfare Plan clinic card at the time of registration. 6. To remain valid, seniority registration cards must be stamped' once each month in the port of issuance. The dates and times for such stamping shall be determined by the Port Agent for each port, and each registrant shali be notified of the dates and times for stamping when he receives his shipping registration card. A seaman who fails to have his shipping registration card so stamped during any month shall forfeit the same and shall be required to re-register. In the event circumstances beyond his control prevent a seaman from having his shipping registration card so stamped, the Port Agent may stamp such card as if the seaman had been present on the required time and date, upon submission by the seaman of adequate evidence of the circumstances p.^eventlng his personal appearance. 7. Subject to the provisions of these Rules, shipping registration cards shail be valid only for a period of ninety (90) days from the date of issuance. If the ninetieth (90th) day falls on a Sunday, a national or state holiday, or on a day on which the Union hiring hall in the port of registration is closed for any reason, shipping registration cards which would otherwise expire on such day shall be deemed valid until the next succeeding business day on which the said hiring hall is open. Shipping registration cards' periods of validity shail also be extended by the number of days during which shipping in the port of registration has been materially reduced by strikes affecting the maritime industry generally or by other sim­ ilar circumstances. C. The following Rules shall govern shipping of registered sea­ men through Union hiring halls: 1. Seamen shall be shipped only through the hiring hall at the port where they have registered for shipping. No seaman shall be shipped on a job outside of the Department or Group in which ho • is registered except under emergency circumstances to prevent a vessel from sailing short-handed, or as otherwise provided in these Rules. 2. Jobs referred to the Union hiring hall shall be announced and offered to registered seamen ot the times and according to the procedures set forth in Rule 4 hereof. At the time each job is so offered, registered seamen desiring such job shall submit their shipping registration cards, U.S. Coast Guard Merchant Mariner's documents, and valid Seafarers Welfare Plan clinic cards to the hiring hall, dispatcher. The job so offered shall be awarded to the seaman in the appropriate Department and Group possessing the highest priority, as determined pursuant to Rule 2 C (3) hereof. 3. Within each Department, seamen of higher senorlty. rating shall have priority for jobs over seamen of lower seniority rating, even if such higher seniority seamen are registered in a different Group from that in which the offered job is classified. As between seamen of equal seniority ratings within the same Department, priority shall bo given to the seamen registered for the Group In which the offered job is classified. In the event seamen of equal priority under this paragraph bid for the .same job, the job shall be awarded to the searnan possessing the earliest dated shipping registration card. 4. Notwithstanding any other provisions of these Rules, no Job shall be awarded to a seaman who Is under the influence of alco­ hol or drugs at the time such job is offered; nor shall any seaman be awarded any Job unless he is qualified therefor in accord with law or unless he submits, if necessary, appropriate documents es­ tablishing such qualifications. 5. The seaman ^awarded a job under Rule 2 0 (2) hereof shall Immediately surrender his shipping registration card and shall re­ ceive two job assignment cards containing his name and the de­ tails of the job. When reporting aboard his vessel, the seaman shall present one job assign nenf card to !he head of his Depart­ ment and the other to the Union department delegate. D. A seaman who quits or is fired from a job during the same day on which he reports for such job shall retain his original ship­ ping registration card if he has received no compensation for such day's employment and if he reports back to the dispatcher on the Page 14 V, ( J . I. V . • ' • , �next succeeding business day. A seaman who quits or is fired after the day he reports for a job shali secure a new shipping reg­ istration card. E. A seaman who receives job assignments pursuant to Ruie 2 C (5) hereof and subsequentiy rejects or quits the same on two oc­ casions within the period of his shipping registration card's valid­ ity shall forfeit his shipping registraton card and shall secure a new shipping registration card. F. All seamen registered for shipping, other than those possess­ ing Class A seniority rating, who are unavailable to accept or fail or refuse to accept three jobs for which they are qualified during any one period of registration may forthwith be refused the right to register for empioyment under these Ruies foi a period of twelve (12) months. Upon application as provided in these Ruies the Seafarers Appeals Board may shorten or revoke such refusal of registration for good cause shown. 6. Seamen with Class C seniority rating shipped pursuant to these Rules may retain such jobs for one round trip or sixty (60) days, whichever is longer. At the termination of such round trip or on the first opportunity following the sixtieth (60th) day on the job, such seaman shali sign off their vessels; and the vacant job shall be referred to the Union hiring hail. H. Seamen with Cass B seniority rating shipped pursuant to these Rules may retain such jobs for a period of one round trip or one hundred eighty (180) days, whichever is longer. At the com­ pletion of such round trip or at the first opportunity following the one hundred eightieth (180) days on the job, such seamen shall sign off their vessels; and the vacant job shall be referred to the Union hiring hall. I. The provisions of Sections G and H of this Rule 2 shall not apply, if they would cause a vessel to sail short-handed. For the purposes of these sections the phrase, "round-trip," shall have its usual and customary meaning to seamen, whether such "roundtrip" be coastwise, intercoastai or foreign. On - coastwise voyages, If a vessel is scheduled to return to the area of original engage­ ment, a seaman of less than Class A seniority rating shall not be required to leave such vessel until the vessel reaches the said area. On intercoastai and foreign voyages, if a vessel pays off at a port in the Continental United States other than in the area of engagement, and if such vessel is scheduled to depart from said port of payoff within ten (10) days after arrival to return to the area of original engagement, a seaman of less than Class A sen­ iority rating shall not be required to leave the vessel until It ar­ rives in the area of original engagement. J. No seaman shipped under these Rules shall accept a promo­ tion or transfer aboard ship unless there is no time or opportunity to dispatch a seaman to fill such vacant job from a Union hiring hall. 3. Departments and Groups A. Jobs aboard vessels covered by these Rules are classified according to the following schedule, of Departments and Groups. Boatswain Boatswain's Mate Carpenter Quartermaster Able Seaman DECK DEPARTMENT GROUP 1-DAY WORKERS Deck Maintenance Watchman-Day Work Storekeeper GROUP ll-RATING WATCH STANDERS Car Deckman Watchman-Standing Watches ENGINE DEPARTMENT GROUP I Chief Ref. Eng'r. Chief Electrician Chief Storekeeper 1st, 2nd, 3rd Ref. Eng'r. Evap. Maintenance Man 2nd Electrician Pumpman, 1 and 2 Unlic. Jr. Eng'r.-Day Work Engine Maintenance Unlic. Jr. Eng'r.-Watch Ship's Welder/Maintenance Plumtier-Machlnist QMED Electriclan/Ref. Maint Crane M/T Electrician Engine Utility Reefer Maintenance GROUP II Watertender Fireman/Watertender Fireman Oiler Maintenance/Utility Deck Engineer Engine UUIity Oiler-Diesel OilenSteam STEWARD DEPARTMENT GROUP I (S) RATED MEN Chief Steward-Passenger 2nd Steward-Passenger Steward Steward/&>ok \ Chef Cook and Baker Chief Cook GROUP l-RATED MEN 2nd Cook and Baker Butcher GROUP II 2nd Cook, 3rd Cook and Assistant Cook ENTRY DEPARTMENT GROUP III Ordinaries on Watch Wiper Utility Messmen Waiters O.S. Deck I Messman General Steward's Utility B. After having attained permanent registration in accordance with the procedure set forth in Rule 2, B-2, a seaman may not change the Department In which he ships without the loss of accrued seniority unless he receives permission from the Seafarers Appeals Board. The Seafarers Appeals Board shall grant such permission only upon proof establishing in the sole judgment of the Board that medical reasons warrant the change. 4^ Buslnegs Hours and Job Calls A. Except as otherwise provided herein, alt Union hlripg halls shall be open Monday through Friday from 8:00- A.M. until 5:00 P.M. and on Saturday from 8:00 A.M. until 12:00 Noon. The hiring halls shall be closed on July 4. Christmas Day, New Year's Day, Labor Day and such other hoiidays as are determined by the-Port Agents. Notice of such additional closings shail be posted on the hiring hall's bulletin board on the day preceding the hoiiday. 8. Ail jobs referred to Union hiring hails shall be posted on the shipping board before being announced. Jobs shall be announced hourly as close to the hour as rrtcy be practicable duH^^u business hours of the Union's hiring halls, except that there shall be no job calls at 8:00 A.M., at 12:00 Noon, and at 5:00 P.M. During non­ business hours, or In the event of exceptional circumstances, a job may be posted and announced at any time after it is received. Notwithstanding the foregoing, the Port Agent may establish for a Union hiring hall such other regular schedule of daily job calls as may be warranted by the level of shipping or other circumstances affecting such hiring hall. Such other schedule as may be estab­ lished, however, shall be in writing and posted on the hiring ball bulletin board. C. Seamen holding Class C seniority rating shall not bid for a job offered purauant to these Rules until the same has appeared on eight job cails without being taken. If the eighth job call does not produce a qualified seaman possessing either Class A or Class B seniority rating, the said job shall be awarded to the seaman possessing Class C seniority rating entitled to the same under these Rules. This Rule shall not apply if it wouid cause a vessel to sail short-handed or late. D. In ports other than "major" ports as defined under these Rules, if the first call of a vacant job does not pitxfuce a qualified seaman possessing Class A seniority rating, the job shail ba re­ ferred to the nearest major port. The said job shail then be offered at the said major port at the next four (4) job calls. During such caiis only quaiified seamen possessing Ciass A seniority rating jnay bid for such job. In the event the job still remains open, it shaii be referred back'to the originai port and there offered to sea­ men possessing Ciass A or Ciass B seniority ratings, otherwise entitied to the job under these Rules. This Ruie shali not apply if it would cause a vessel to sail short-handed or late sasman Is net 4 poriia ftti » specffio jotf 'and a saaman has W wother pott to ftii sue*J«j»f transportatlo-t sh^l Any sea - wptiog a it>h uhde^; " vessel tp . .nppny for any , „ aetfet In Such must fwmbursB The - df «ute 4 <5 lowing ports shali. f4^,»wbo««nate'to thi be considered "majoH'^^p^^^^ for the purposes of these Rules: New York, Baltimore, Mobile, New Orleans, Houston and San Francisco. E. "Notwithstanding any other provision of this Ruie 4, if the first call of a vacant Group Hi or 3rd Cook job does not produce a quaiified seaman possessing Ciass A.^or B seniority, the job shaii be referred to the hiring hall at Piney Point, Maryland, where the job shail then be offered at a job call, if after the first call of such job, the job remains open, it shali be referred to the port from which it was originally offered, to be offered or referred, as the case may t>e, in accordance with Paragraph D above. 5. Preferences and Priorities A. Notwithstanding any other provisions to the contrary con­ tained in these Ruies, the following preferences shall apply: 1. A seaman shipped pursuant to these Ruies whose vessel lays up less than fifteen (15) days after his originai empioyment date shail receive back the shipping registration card on which he was shipped, provided the said card has not expired in the interim period. m thirty <m rfar* I V'ot iay-ap sh*lt h?" «y are reglstaratf at ^ #re referred. TTw members at Uie- jqfts )>myJrfed «iat' to which such job calte ferity shah be extended by the' Ihg Strikes affecting the Sfmhar cifcumstances, Tharitime iRdtrstiy U ........... . £ Seamen pbissessiiig llass C sehibrity' rating an a certificate of satisfactory completion of the Harry Lundeberg School of Sea­ manship entry rating training program shail have priority for jobs over other Ciass C personnel. 4. (a) Within each ciass of seniority rating in the Deck Depart­ ment, priority for the job of Bosun shaii be given to those seamen possessing a certificate of recertification as bosun from the Deck Department Recertification Program, in the event such program is being offered. In the event there are no such Recertified Bosuns available, priority shall be given to those seamen who have either actual seatime as able seamen of at least thirty-six (36) months, or actual seatime in any capacity in the Deck Department of at least seventy-two (72) months, of actual seatime as bosun of at least twelve (12) months, in all cases aboard vessels covered by these Ruies. (b) Within each class of seniority rating in the Deck Depart­ ment, priority for the job of Quartermaster shaii be given to those seamen possessing a certificate of satisfactory completion of the advanced course fo training by the H.L.S.S. for the rating of Quartermaster, in the event such training is being offered. 5. (a) Within each class of seniority rating in the Engine De­ partment priority for the job of Chief Electrician shall be given to those seamen who have actual seatime qboard vessels covered by these Rules of at least thirty-six (36) months in the Engine De­ partment including at least twelve (12) months as Second Electri­ cian. (b) Within each class of seniority rating in the Engine De­ partment, priority for the job of Q.M.E.D. shall be given to those seamen possessing a certificate of satisfactory completion of the advanced course of training by the H.L.S.S. for the rating of Q.M.E.D., In the event such training is being offered. 6. Within each class of seniority rating in the Steward Depart­ ment, priority for jobs of steward and third cook shall be given to those seamen who possess a certificate of recertification in their rating from the Steward .Department Recertification Program, in the vent such program is being offered. If there are no such Re­ certified Stewards available, priority for jobs of steward shail be given to those seamen who have actual seatime of at least thirtysix (36) months in the Steward Department in a rating above that of Third Cook, or who have actual seatime of at least twelve (12) months as Steward, in ail cases at>oard vessels covered by these Rules. 7. Within each class of seniority rating in every Department, priority for entry rating jobs shaii be given to ail seamen who possess Lifeboatman endorsement by the United States Coast Guard. The Seafarers Appeals Board mpy waive the preceding sen­ tence when, in the sole judgment of the Board, undue hardship will result or extenuating circumstances warrant such waiver. 8. In the event an applicant for the Steward Department Recerti­ fication Program or the Deck Department Recertification Program for bosuns is employed in any unlicensed .job board a vessel covered by these Rules at the time he is called to attend such program, such applicant, after successful completion of the pro­ gram, shail have the right to rejoin his vessel in the same job upon its first arrival in a port of payoff within the continental lim­ its of the United States. 9. A seaman who registers to ship pursuant to these Ruies within two (2) business days following his discharge as an In­ patient from a U.S.P.H.S. or other accredited hospital and who produces offical written evidence of such confinement, shall be issued a shipping registration card dated either thirty (30) days earlier than the actual date of registration if such confinement lasted at least thirty (30) days, or, if it lasted less than thirty (30) days, with the date such confinement commenced. B. The Seafarers Appeals Board shall have four (4) members, two appointed by the Union and two appointed by that committee representing the majority of contracted Empioyers for purposes of negotiations with the Union, commoniy known as the Management Negotiating Committee. Each party shall also appoint two alter­ nates for the members so appointed, to serve in the absence of such members. C. The quorum f<u^any action by the Seafarers Appeais Board shali be at least one member appointed by each party. At any meeting of the Seafarers Appeals Board the members appointed by each party shail collectively cast an equal number of votes re­ gardless of the actual number of members ..present and voting. Ex­ cept as otherwise provided herein decisions of the Seafarers Appeais Board shall be unanimous. In the event of a tie vote the Board shail elect an impartial person to resolve the deadlocked issue. In the event the Board, is unable to agree on such an im­ partial person, the matter shali be submitted to final and binding arbitration in New York City pursuant to the Voluntary Labor Ar­ bitration Ruies then in effect of the American Arbitration Associa­ tion. D. Any person or party subject to or aggrieved by the applica­ tion of these Ruies shaii have the right to submit any matter aris­ ing under these Rules to the Seafarers Appeals Board for determi­ nation. Such submission shail be in writing, shall set forth the facts in sufficient detail to identify the matter at issue, and shall be sent by certified mail, return receipt requested, to the Sea­ farers Appeais Board, 275 20th Street, Brooklyn, N.Y. 11215. An applicant desiring to be heard in person before the Board shall request the same in his written application. In such event the applicant shall be notified at least two weeks prioi> tO' the Board's next regular meeting of the date and location of such meeting, and the applicant may attend such meeting at his own expense and be heard. E. Ail applications to the Seafarers Appeals Board shali be ruled on initially by the Chairman, subject to confirmation or overruling by the Board at its next meeting. Prior to the Board's action, how­ ever, the Chairman may initiate such administrative steps as 'he deems necessary to implement his preliminary determination. F. The Board shaii meet no less than quarterly and shail estat>lish such reasonable procedures, consistent with these Rules, as it deems necessary. Meetings of the Board may be either in person or in writing. Meetings in writing shall be signed by all members of the Board. 8. Discipline A. Although under no indemnity obligation of any sort, the Union will not be required to ship persons who, by their liehavior in the course of employment aboard contracted vessels, during programs of the Harry Lundeberg School of Seamanship and at hiring halls subject to these Shipping Ruies, demonstrate that their presence aboard contracted vessels may prevent safe and efficient operation of such vessels or create a danger or threat of liability, injury or harm to such vessel and their crews. Persons not required to be shipped shall include without limitation those guilty of any of the following: 1. Drunkenness or alcoholism. 2. Use, possession or sale of narcotics. 3. Use or possession of dangerous weapons or substances. 4. Physical assault. 5. Malicious destruction of property. 6. Gross misconduct. 7. Neglect of duties and responsibilities. 8. Deliberate interference with efficient operation of vessels, of the Harry Lundeberg School of Seamanship or of hiring halls subject to these Rules. 9. Deliberate failure or refusal to join vessels. 10. Any act or practice which creates a menace or nuisance to the health or safety of others. B. No seaman shall suffer any temporary or permanent loss of shipping rights under Rule 8 ^ hereof, except, pursuant to the fol­ lowing procedures: 1. The Union, a contracted Employer, or the Harry Lundeberg School of Seamanship shall initiate a proceeding under this Rule 8 by filing a written complaint with the Chairman of the Seafarers Appeais Board and mailing a copy thereof to the subject seaman. The Chairman shall thereupon name a committee of two persons, one representing the Union and one representing management, to hear and determine the complaint. 2. The hearing committee shail prepare a written specification of charges and notice of hearing, which shail be sent to the sub­ ject seaman by certified mail, addressed to his last known resi­ dence. Such notice shall provide at least two weeks' time for the seaman to prepare his defense and shail give the seaman up to one week before the hearing date to request a change of date or location of such hearing. The hearing committee shail initially lo­ cate the hearing at the Union hiring hail closest to the subject seaman's last known residence. Pending the hearing, the seaman may register and ship in accord with these Rules and his current seniority status. . 3. The hearing shall proceed as scheduled, whether or not the accused seaman is present. The hearing committee shail give the. charging and charged parties full opportunity to present their evidence either in person or in writing. No formal rules of evidence shall apply, but the committee shall accept all relevant evidence and give the same such weight as the committee alone may deem appropriate. 4. The hearing committee shall render and announce its deci­ sion on the day of hearing, as soon as possible after the comple­ tion thereof. A decision uphoiding the complaint shall be unani­ mous. The committee shall reduce its decision to writing, sign the same, and send copies thereof to the Seafarers Appeals Board, to the complaining party, and to the accused seaman by certified mail, return receipt requested. 5. The seaman may appeal all or any aspect of the hearing committee's decision to the Seafarers Appeais Board. Such appeal shali be in writing and shali set forth the basis for the appeal irt. 6. Standby and Relief Jobs sufficient detail to be understood. The seaman shall send his ap­ peal ' by certified mail, return receipt requested, to the Seafarers A. Priority for standby and relief jobs shall be determined Appeals Board, 275 20th Street, Brooklyn, N.Y. 11215, within ten according to the provisions of Ruie 2 C (3), except that a seaman (10) days following the decision, except that the Board may extend who has had any standby or relief jobs during the period of his the time for filing an appeal for good cause shown. shipping registration Card's validity shall not have priority for such 6. The Seafarers Appeals Board shall hear all appeals arising jobs over seamen of the same class of seniority rating who have under this Rule 8 at its next regular meeting after receipt thereof, had a lesser number of standby or relief jobs during the period provided the appeal has been received in sufficint time for the of their shipping registration cards' validity. Board to give at least five (5) days' written notice to the seaman B. After the termination of standby or relief empioyment, the of the time and place of the meeting at which his appeal will be seaman involved shail receive back his original shipping registra­ considered. tion card, unless the same has expired in the interim period. 7. The Seafarers Appeals Board's decision on the appeal shall l>e C. A seaman on a standby or relief job pursuant to these Ruies in writing, and copies shall be sent to the complaining party and shali not take a regular job aboard any vessel until his standby or the seaman by certified mail, return receipt requested. Pending reiief job terminates, he returns to the hiring hali, and he secures hearing and determination of the appeal the decision of the hear­ such regular job pursuant to the provisions of Ruie 2 C hereo'. ing committee shall be in full force and effect. D. A seaman employed pursuant to these Ruies on- a regular 8. A final appeal shall be allowed by the involved seaman from job who requires time off and secures permission therefor shall notify the nearest Union hiring hall, and a relief man shall be dis- . decision of the Board to the impartial Umpire designated pursuant to Rule 8 C hereof. Such appeal shail be in writing and shall set patched. No relief man shall be furnished for iess than four (4) forth the basis of the appeal in sufficient detail to ba understood. hours' nor more than three (3) days' work. The seaman shall pay Such appeal shall be sent by certified mail, return receipt request­ his reiief man for the number of hours worked at the overtime ed, to the Seafarers Appeals Board, 275 20tif Street, Brooklyn. rate appllcabie to the job Monday through Friday. On Saturday, N.Y. 11215, within ten UO) days following receipt of the Sea­ Sunday and Hoiidays, he ^hall pay the premium rate. Reiief men farers Appeals Board's decision. The Board shall forward all such shall be requested only when required by the head of the Depart­ appeals to the Impartial Umpire, who shail set the time and place ment involved aboard the subject vessel. of hearing of the appeal in New York City within thirty (30) days E. A seaman employed pursuant to these Rules who has been following receipt of the appeal and shall notify all parties in writ­ called to attend the Steward or Deck Department Recertification ing. The Impartial Umpire may reasonably extend any time limit Programs may be temporarily replaced by a relief man for the provided in this paragraph upon good cause show. The Impartial duration of such program. In the event such seaman is not re­ Umpire shall render his decision in writing and shall cause copies placed by a relief man but terminates his job instead, the pro­ to.be mailed to all parties by certified mail, retum receipt request­ visions of Rule 5 A (8) shall apply. ed. The decision of the Impartial Umpire shall be final and binding and may be reduced to judgment by any party. 7. Seafarers Appeals Board C. The Impartial Umpire provided for in the preceding para­ graph shall be a permanent arbitrator appointed by and to serve A. The Seafarers Appeals Board shall have sole and exclusive at the pleasure of the Seafarers Appeals Board. In the event the authority to administer these Rules and to hear and determine any Board is unable to agree upon an Impartial Umpire, for each ap­ matter, controversy or appeal arising thereunder, or relating to the peal arising under Rule 8 B (8) hereof the Seafarers Appeals application thereof. P^15 �•i Board shall request the chief executive officer of any Federal, State or City government agency maintaining iists of impartial arbitra­ tors to designate an Arbitrator to hear and determine such appeal. D. Nothing in this Rule 8 shall be construed to prevent the Un­ ion from appearing by its properly designated representatives at any stage of the proceeding. 9. Amendments • vS'. • K The Seafarers Appeals Board may amend /these -Shipping Rules at any time and in any manner consistent with the require­ ments of applicable law and of outstanding collective bargaining agreements between the parties. ii, 10. Special or Emergency Provisions W: t! ^ ; i A. During any period of emergency, unlicensed seamen possess­ ing Class B or C Seniority who are in the Entiy Rating Department and who have adequate seatime to make {^plication for endorse­ ment in Group II rating or ratings in the Deck or Engine Depart­ ment shall not be registered for shipping unless they make applica­ tion for and expeditiously comply with the requisite rules to secure such Group II endorsement or endorsements. All such unlicensed seamen in lieu of such registration and provided they comply with the foregoing shall upon completion of such requirement be deemed then registered as of the date of their appearance in the group In which they thereafter have been found qualified. Ail such un­ licensed personnel presently registered shall also be subject to the foregoing rule, with their date of t'egistration as presently in effect. In the group. In which they thereafter have been found qualified. Any such unlicensed seamen may apply in writing to the Sea­ farers Appeals Board in connection with any dispute as to his pe­ riod of seatime from exemption from this rule set forth at>ove, on the ground of hardship or physical disability and may if he requests in writing appear before the Seafarers Appeals Board. The decision of the Seafarers Appeals Board shall be In writing and sent to the person involved and to the Union hiring hall. The Seafarers Appeals Board shall determine the period of any ernergency or when this amendment is no longer necessary. In either event, upon such determination, the Seafarers Appeals Board shall then take appropriate action in writing. B. During any period of emergency as_ determined by the Sea-_ farers Appeals Board In accordance with Rule lOA, Rule 2J may be suspended with respect to entry ratings only for the period of such emergency or until the suspension of the Rule Is no longer neces­ sary as determined by the Seafarers Appeals Board. C. 1. The Seafarers Appeals Board may, for good cause shown, in Its discretion, and in accord with Its authority under Article 1 ("Employment") Section S of the collective bargaining agreements between the parties and In accord with the several factors set forth below, upgrade to Class A seniority rating such unlicensed personnel possessing Class B .seniority rating whom the Board deems qualified for the same. The factors to be utilized In determining whether an applicant shall'be so upgraded are as follows: (a) Endorsement from the United States Coast Guard as a Lifeboatman in the United States Merchant Marine. (b) Possession of a certificate of satisfactory compietion of the H.L.S.S. entry rating training program and has a ^ minimum of twelve (12) months of seatime with any of the companies listed In Appendix "A" of the collective bargaining agreements, or Possession of a certificate o? satisfactory completion of the ad­ vanced course of training then being offered by the H.L.S.S. for the department In which such seamen regularly ship and has a minimum of thirty-six (36) months of seatime with any of the companies listed In Appendix "A" of the collective bargaining agreements. (c) Possession of special skills and aptitudes. (d) Employment record. (e) Satisfactory completion of the course of training offered by the School of Marine Engineering sponsored by the Harry Lundeberg School of Seamanship, District No. 2, Marine Engineers Bene­ ficial Association and/or others in connection therewith. Factor (b) may be waived by the Seafarers Appeals Board In those cases where undue hardship will result. 2. The Seafarers Appeals Board shall upgrade applicants pursu­ ant to this Rule 10 C for a pe.'iod of time not to exceed six (6) months, at which time It shall terminate such upgrading and shall publicize such termination In the Union's hiring halls and In such other places as will give notice thereof thirty (30) days prior there­ to. Thereafter, when it deems necessary, the Seafarers Appeals Board may reinstltute such upgrading program for additional periods of time not to exceed six (6) months' duration and shall publicize the termination of same as required by the collective bargaining agreement. I , .1) iif i V'- , 'B'l I'l •;;/r'' /j .i' l .-i;'? m as&mi : �NEW STANDARD FREI6HTSHIP AGREEMENT -V# between SEAFARERS INTERNATIONAL UNION Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO and Contracted Companies June 16.1975-June 15.1978 't(> n—GenemlRaies CIllCS ••**««•«# e « e • * O e^,* • • * * JTdgC 19 Perrftanent Ship's Committee Page 19 ^. . . « Weekly Meetings Page 19 |Port Cpimnittee Page 19 IioMays .• Page 19. Overtime Rates .».., Payment of Overtime Rest Periods Page 21 Room and Meal Allowance ............ ... ^. Article mf ~ ~ Wages ,,.. Division of Overtime Division of Watches ' SeciiriiigCatgo - o •». o * o •. ^ Engine Department: . ' > , * * Hoursof Work v Page 25 Work on Saturdays, Sundays and Holidays at Sea ;, Page 25 • Page« 2^i e « « • w«.v..o u ^ XT/ i . Hours of Work Hours and Duties .......... ArticleVIOtherProvidons ^ Page ..... Page 'p. Page 23 Page ^ ... Page Page 23 Article VIH Termlnatioii Page Page 24 ISWWBW Department Woiidng TT VJSIUUBIS Roles JB^ ............... r Steivard .............. Page . Page 24 . Steward Department Guide P Page -Page 24Rnjtei P 2a 28 29 30 30| 30 I 30? 17 -".'i jJ.-. •'.a-. , '• ' ' ^ •• • ''I'4' '• �FREIGHTSHIP AGREEMENT Wl ARTICLE I EMPLOYMENT SECTION 1. The Company recognnizes the Union as the sole and exclusive bargaining representative of all Unlicensed Personnel employed on board American-flag vessels owned or operated by the Company or its sub­ sidiaries. SECTION 2. The Union agrees to furnish the Com­ pany with capable, competent and physically fit persons when and where they are required, and of the ratings needed to fill vacancies necessitating the employment of Unlicensed Personnel in ample time to prevent any delay in the scheduled departure of any vessel covered by .this Agreement. To assure maximum harmonious relations and in order to obtain the best qualified em­ ployees with the least risk of a delay in the scheduled departure of any vessel covered by this Agreement, the Company agrees to secure all Unlicensed Personnel through the hiring halls of the Union. If, for any rea­ son, the Union does not furnish the Company with ca­ pable, competent and physically fit persons when and where they are required, and of the ratings needed to fill such vacancies, in ample time to prevent any delay in the scheduled departure of any vessel covered by this Agreement, the Company may then obtain members of the Unlicensed Personnel from any available source, in which case the Union shall be notified. SECTION 3. The Company agrees, that as a condi­ tion of employment all Unlicensed Personnel shall be­ come members of the Union within thirty-one (31) days after the execution of this Agreement, or within thirtyone (31) days after hire, whichever is later, and shall remain members of the Union while employed by the Companies listed in Appendix A, attached hereto, and made a part hereof, during the life of this Agreement. The Company is not obligated to take steps to enforce this provision unless due notice is received in writing from the Union, to the effect that a member of the Unli­ censed Personnel is not in compliance herewith. ii; o SECTION 4. (a) The Union agrrees that the Company has the right to reject (by written notation on the job assignment slip) any applicant for employment who the Company considers unsatisfactory or unsuitable for the vacancy, or to discharge any member of the Un­ licensed Personnel who, in the opinion of the Company, is not satisfactory. If the Union considers the rejection of any applicant for employment or the discharge of any member of the Unlicensed Personnel as being with­ out reasonable cause such action by the Company shall be dealt with under the g^evance procedure and the Union agirees that any such rejection or discharge shall not cause any vessel to be delayed on her scheduled departure. (b) Unlicensed Personnel when applying for employ­ ment shall submit to the physical examination pre­ scribed by the Company, and shall submit from time to time thereafter to such physical examination as may be required by the Company. In the event any decision of the Company physician is challenged by the Union, as to the physical fitness of a member of the Unlicensed Personnel, such member shall be re-examined by a Public Health Physician and his decision shall be binding. , SECTION 5. The Company agrees not to discriminate against any member of the Unlicensed Personnel for legitimate Union activities, and the Ciompany further agprras that no person referred in accordance with this Article, shall be discriminated against because of race, creed, color, sex, national or geographic origin. SECTION 6. The term Unlicensed Personnel as used in this Agreement shall not include super-cargoes, ca­ dets, pursers and livestock tenders. SECTION 7. Either party shall have the right, upon written notification to the other, to re-negotiate any part or all of Article 1. Upon receipt of such notification the parties to this Agreemev:t. shall meet ^within seven (7) days for n^otiations of this issue. ir SECTION 8. (a) Subject to the provisions of this Article and of the Shipping Rules promulgated in ac­ cord herewith, jobs shall be referred and held on the following seniority basis: (1) Class "A" seniority rating, the highest seniority rating, shall be held by: ~ A. all unlicensed seamen who possessed such rating on September 8, 1970, pursuant to the Shipping Rules then in effect; B. all unlicensed seamen who possess Class B seniority rating pursuant hereto, and who have shipped regularly as defined herein for eight (8) consecutive years, pro­ vided such seamen have maintained their Class B se­ niority rating without break and provided further that they have completed satisfactorily the advanced course of training then offered by the Harry Lundeberg School of Seamanship for the Department in which such sea­ men regularly ship; and . C. all unlicensed seamen who have been upgraded to Class A seniority rating by the Seafarers Appeals Board pursuant to the authority set forth herein. (2) Class^ "B" seniority rating, the second highest seniority rating, shall be held by: , A. all unlicensed seamen who possessed siich rating Page 18 on September 8, 1970, pursuant to the Shipping Rules then in effect; B. all unlicensed Seamen who possess Class C seniority rating pursuant hereto and who have shipped regularly as defined herein for two (2) consecutive years; and C. all unlicensed seamen who possess Class C seniori­ ty rating pursuant hereto and who have graduated from the Harry Lundeberg School of Seamanship entry rat­ ing training program and have been issued a ship as­ signment card in accordance with the Shipping Rules, then in effect. (3) Class "C" seniority rating, the lowest seniority rating shall be possessed by all unlicensed seamen who do not possess either Class A or Class B seniority rat­ ings. (4) For the purposes of upgrading seniority, "shipping regularly" shall mean emplojunent as an unlicensed seaman for no less than ninety (90) days during each calendar year aboard one (1) or more American-flag ves­ sels covered by this collective bargaining agreement. The time required to constitute "shipping regularly" shall be reduced proportionately in accord with the amount of bona fide in or out-patient hospital time spent dur­ ing a given calendar year by a covered seaman. No sea­ man shall suffer any loss of seniority credit accrued prior to his entry of military service in the armed forces of the United States if he registers to ship in covered employment within one hundred twenty (120) days following his separation from military service. (b) Subject to Section 3 of this Article 1, assign­ ments to jobs within the foregoing classes of seniority rating shall be made without regard to union affilia­ tion. (c) There is created the Seafarers Appeals Board, a permanent board of four (4) members, to hear and determine all disputes arising under this Article 1, and to promulgate and administer the Shipping Rules au­ thorized by this Section 8. (d) The Seafarers Appeals Board, shall have the power to reduce from time to time, but not the power to increase, the requirements for seniority ratings set forth herein; and if such power is exercised, the Board skall arrange for effective publication of such decision. The Seafarers Appeals Board shall also add newly con­ tracted companies to Appendix A, and shall promulgate Shipping Rules, including reasonable disciplinary, adminmtrative and procedural rules and regulations, to govern employment operations of hiring halls and the seniority and referral to jobs of all Unlicensed Personnel under and pursuant to this Agreement. Such Shipping Rules may provide for rotary shipping within classes, shall provide for full seniority credit for employment by, or election to any ofiice or job in, or any employ­ ment taken at the behest of, the Union (which seniorify credit is hereby granted), and may include reason­ able, non-discriminatory pr^erences to be accorded to Unlicensed Personnel, as well as provisions for total or partial seniority credit, to be granted in the Board's reasonable discretion in cases other than those set forth herein where a seaman's shipping employment has been interrupted by circumstances beyond his control and where denial of such seniority credit would work an undue hardship. The provisions of this subsection (d) shall be subject to the following subparagraphs: (1) The said Shipping Rules may not be incbnsistent with this Agreement, nor may they change the intent and purpose hereof. (2) Rotary shipping within Classes A, B and C of seniority rating shall be based on a period of unemploy­ ment of ninety (90) days. (3) Class C personnel with a certificate of satisfac­ tory completion of the entry rating training program of the Harry Lundeberg School of Seamanship shall be preferred for employment over Class C personnel. (4) As part of the Food and Ship Sanitation (Pro­ gram, there is hereby established "The Steward's De­ partment Recertification Program," which shall be exclusively operated by Employer Trustees for the purpose or reclassifying and recertifying Steward Depart­ ment personnel, pursuant to arrangements and details to be worked out. Six (6) niqnths after such program is initiated in any port, ? (6) The Steward Department Recertification Pro­ gram and the Deck Department Recertification Program for Bosuns, heretofore established, may be modified or discontinued in whole or in part when circumstances so warrant. (7) Within each class of seniority in the Deck De­ partment, the Engine Department and the Steward De­ partment, preference for employment shall be given to all entry ratings who are endorsed as Lifeboatmen in the United States Merchant Marine by the United States Coast Guard, unless the requirement of such endorse­ ment has been waived by the Seafarers Appeals Board. (8) The job circulation regulations may provide for requiring those possessing a seniority rating below Class B to leave a vessel after no less than sixty (60) days or one (1) round trip, whichever is longer, provided further that this regulation may not be applied so as to cause a vessel to sail shorthanded. There shall be no bumping within Class A. No transportation, sub­ sistence or wages shall be paid a man joining or leaving a vessel through exercise of seniority privileges, not­ withstanding any provisions of Article II, Section 57 of this Agreement. Any disputes arising out of the appli­ cation of this subparagraph shall be decided under the procedures of the Seafarers Appeals Board. (e) The Seafarers Appeals Board shall include in the Shipping Rules promulgated in accord herewith, reasonable rules of procedure to govern matters coming before it. (f) The Seafarers Appeals Board shall have four (4) members, two (2) appointed by the Union and two (2) appointed by that committee representing the major­ ity of contracted employers for purposes of negotiations with the Union, commonly known as the Management Negotiating Committee. Each party shall also appoint two (2) alternates for the members so appointed, to serve in the absence of such members. (g) The quorum for any action by the Seafarers Appeals Board shall be at least one (1) member ap­ pointed by each party. At any meeting of the Seafarers Appeals Board the members appointed by each party shall collectively cast an equal number of votes regardless of the actual number of members present and voting. Except as otherwise provided heroin, decisions of the' Seafarers Appeals Board shall be unanimous. In the event of a tie vote, the Board shall elect an impartial person to resolve the deadlocked issue. In the event the Board is not able to agree on such an impartial person, the matter shall be submitted to final and bind­ ing arbitration in New York City pursuant to the Vol­ untary Labor Arbitration Rules thep in effect of the American Arbitration Association. (h) Any person or party subject to or aggrieved by the application of this Section 8 shall have the right to submit any matter hereunder to the Seafarers Appeals Board for determination. Such submission shall be in 'writing, shall set forth the facts in sufficient detail to identify the matter at issue, and shall be sent by certified mail, return requested, to th^ An applicant desmngto^e beard in person before the Board shall request the same in his written application. In such event the applicant shall be notified at least two' (2) weeks prior to the Board's next regular meeting of the date and location of such meeting, and the applicant may attend such meeting at his own expense and be heard. SECTION 9. The parties hereto agree that the ap­ propriate unit, for representation purposes, is the Un­ licensed Personnel aboard the vessels owned or controlled, as aforesaid, by all the companies listed on Appendix A, and any amendments to said Appendix, as set forth herein. SECTION 10. The Union shall protect and indemnify the companies parties' to thia Agreement in any cause of action based on improper application by the Union of the employment provisions of- Article 1 of this Agreement. The Company shall protect and indemnify the Union in any cause of action based on improper application by the Company of the employment provi­ sions of Article 1 of this Agreement. SECTION 11. The provisions hereof are subject to Federal and State Law and if any part hereof is in con­ flict therewith, such part shall be deemed inapplicable and to the extent thereof, shall be deemed sever^ from this Agreement, the remainder of which shall remain in full force and effect. (5) As a part of the Harry Lundeberg School of Sea­ manship, there is hereby established "The Deck Depart­ ment Recertification Program for Bosuns," which shall be exclusively operated by HLSS Trustees for the pur­ pose of classifjing and recertifying Deck Department personnel, pursuant to arrangements and details to be worked out. Six (6) months after such program is initi­ ated in any port, such' SECTION 12. Alien or non-resident seamen in the Far East, may execute' written authorizations to the Seafarers' Vacation Plan, assigning to the Union, vaca­ tion benefit payments which may be due such seamen, in discharge of their Union monetary obligations for initiation fee and dues; and' the parties further agree that new seamen employed or seamen who have not as yet paid their full initiation fee to the Union, may execute written authorizations to the Seafarers' Vaca­ tion Flan, assigning to the Union, vacation benefit pay­ ments which may be due such seamen in discharge of their Union initiation fee obligation. of the forego­ ing authorizations shall be in accordance with the provi­ sions of applicable law. The Collective Bargaining ^Agreement between ,the parties, as amended, is to remain in effect as herein­ after provided. �ARTICLE II GENERAL RULES SECTION 1. PASSES. The Company agrees to issue passes to the Union representatives for the purposes of contacting its members aboard vessels of t^e Company covered by this Agreement. Representatives of the Union shall be allowed on board at any time but not to interfere with men at work unless said men are properly relieved. (The relief gets no extra compensation.) SECTION 2. DELEGATES, (a) One (1) jnan m each department shall be elected by the unlicensed seamen in that department to act as Departmental Delegate. Such Delegates shall, together with the Permanent Ships' Committee members, keep track of all condi­ tions and problems and grievances in their respective departments, and present to, their superior officers, on behalf of the unlicensed seamen in their Departments, all facts, opinions and circumstances concerning any matter which may require adjustment or improvement. (b) PERMANENT SHIP'S COMMITTEE: The Per­ manent Ship's Committee shall consist of three (3) mem­ bers: the Boatswain, the Chief Steward and the Chief (Electrician) or (Pumpman). The Boatswain shall be Ship's'Chairman. The Chief Steward shall be ReporterSecretary, and the Chief (Electrician) or (Pumpman) shall be Educational- Director. In the event there is no (Electrician) on board, the Deck Engineer shall serve as Educational Director. If there is no Deck Engineer on board, the Engine Utility shall serve as Educational Director. If neither of the aboye ratings are on board, the Ship's Chaiman and the Reporter-Secretary shall designate a qualified member of the Engine Depart­ ment to serve as Educational Director for the voyage. The duties of the Permanent Ship's Committee shall be to assist the Departmental Delegates in their duties, to tonVene and conduct the Weekly Unlicensed Oew Meetings, and to perform the following individual duties: The Ship's Chairman shall preside at all Shipboard Meetings of the Unlicensed Crew and shall be the primary spokesman aboard ship for the Unlicensed Crew. If, in the opinion of the majority of the crew, the Boatswain does not meet the qualifications to act in the capacity of Ship's Chairman, the crew may select whom­ ever they consider qualified. The Reporter-Secretary shall handle all paper work involved in documenting matters brought to the attention of the superior officers, and he shall also prepare and maintain Minutes of the Unlicensed Crew Meetings. The Educational Director shall be responsible for maintaining and distributing all publications, films and mechanical equipment relating to education on such subjects as safety, training and upgrading, health and sanitation. (c) WEEKLY MEETINGS. To make sure that all problems concerning the Unlicensed Crew are brought to ligb^ und resolved as quickly as possible, there shall be a Meeting of the Unlicensed Crew every Sunday while the vessel is at sea. Vessels remaining in port on Sundays may hold these meetings as soon as possible after departure. At such meetings the Permanent Ship's Chairman shall report to the Unlicensed Crewmembers all matters referred to them and shall receive any new and additional problems not previously raised. As com­ pensation for the additional duties required by this Section, the members of the Permanent Ship's Com­ mittee and the Departmental Delegates shall each re­ ceive one (1) hour's pay at their applicable penalty rate for each weekly meeting held. SECTION 8. TERMINATION OF EMPLOYMENT. Any man leaving a vessel shall, upon request be given a slip showing reason for his termination of employ­ ment SECTION 9. STATEMENT OF EARNINGS. Unlicensed crewmembers shall be ^ven a complete record of all earnings and deductions for the voyage not later thap at the time of payoff. SECTION 10. CUSTOMARY DUTIES, (a) Members of all departments shall perform the necessary duties for the continuance of the operations of the vessel as set forth in this Agreement. Necessary work shall in­ clude the preparation and securing of cargo gear and the preparation of cargo holds for the loading or dis­ charging of cargo. (b) When it is necessary to shift a man to fill a vacancy, the man so shifted shall perform the duties of the rating to which he is assignee. SECTION 11.. VESSELS AGROUND. In the event the vessel runs aground, this Agreement shall be lived up to by the Company regardless of whether the Company or the Insurance Company is paying the wages and overtime until such time as articles are terminated. SECTION 12. MEDICAL RELIEF, (a) Full medical attention as required by law shall be given to all Un­ licensed Personnel. Except where it is assumed by the U.S. Consul or the U.S. Public Health Service, such medical attention shall be furnished by the Company at the expense of the Company. (b) The . Company agrees, when stocking medicine chest, to include penicillin which shall be furnished free of charge to seamen in need of same. The rules of the U.S. Public Health Service shall be observed with re­ spect to dosage and administration. (c) Medical relief will not be provided except that which is available aboard the vessel, if the cause of the illness is the fault of the member of the crew, such as venereal diseases, etc. SECTION 13. MAINTENANCE AND CURE. When a member of the Unlicensed Personnel is entitled to maintenance and cure under Maritime Law, he shall be paid maintenance at the rate of $8.00 per day for each day or part thereof of entitlement. The payment due hereunder shall be paid to the man weekly. This pay­ ment shall be made regardless of whether he has or has not retained an attorney, filed a claim for damages, or taken any other steps to that end and irrespective of any insurance arrangements in effect between the Company and any insurer. SECTION 14. REPATRIATION, UPKEEP AND TRANSPORTATION, (a) Where a crewmember must leave a vessel because of illness or injury in any loca­ tion outside the Continental United States, he shall be repatriated at Company expense as set forth herein, at the earliest date possible and advances equalled to allotments, if any, shall continue during such repatria­ tion, provided he has sufficient monies due him from the Company to cover such advances. It is the purpose of the above paragraph to provide for the automatic payment of advances—in a sum equal to the agreed allotment—and to ^io this automatically, which advances are then to be charged against any claim for earned or unearned wages. The advances are to be paid in exactly the same time and manner and to the same person or persons that the allotment would have been paid had not illness or injury taken place. The term "repatriation" refers to the entire period for which unearned wages are due, and "advances" are made during the entire period, except in those cases SECTION 3. PORT COMMITTEE. For the adjust­ where the law sanctions a refusal to pay unearned ment of any grievances arising in connection with per­ wages (which can be established under law to~b6 gross formance of this Agreement which cannot be satis­ negligence, willful misconduct, etc.). factorily adjusted on board the vessel there shall be If repatriated on a vessel of the Company, he shall established a Port Committee at the port, where articles be signed on as a nonworking workaway. If repatriated are terminated. The Port Committee shall consist of on a vessel of another company, he shall be given not : three (3) representatives from the Union and three (3) less than second class passage. In the event he is given representatives from the Company, and it shall be the less than second class passage on a vessel of another duty of the Port Committee to meet within twenty-four company, he shall be given the cash difference between (24) hours, Saturdays, SundaysTand Holidays excluded. In the passage afforded and second class passage. The sea­ the event the Port Committee cannot agree they shall man shall have the option of accepting repatriation by select an impartial arbitrator whose decision shall be final plane if such transportation is offered. Repatriation and binding. In the event the Port Committee cannot agree under this section shall be back to the port of engage­ on the selection of an impartial, arbitrator then a judge ment. (b) -In the event a crew member must leave a vessel of the Federal District Court shall appoint an impartial arbitrator whose decision shall be final and binding. because of illness or injury incurred in the service of Expenses of the arbitrator shall be paid by the party such vessel while in a location within the Continental United States, and such illness or injury is known prior whom the arbitrator rules against in the decision. to his leaving, he shall be entitled to economy class SECTION 4. STOPPAGE'OF WORK. There shall be air transportation to his original port of engagement no strikes, lockouts, or stopples of work while the in accordance with Article II, Section 59. provisions of this Agreement are in effect; (c) While awaiting repatriation under section (a) and (b> herein, the seamen shall be entitled to repatri­ SECTION 5. SHIP CHARTERED BY COMPANY. This Agreement is binding with respect to American ation upkeep in the sum of $8.00 per day until afforded Flag Ships chartered by the Compdny (if charterer transportation as outlined in said subsections. Such up­ keep shall be paid up to and inclusive of the day he is furnishes crew). afforded the means of - transportation by which he is to be repatriated. The Company or its Agents may SECTION 6. AUTHORITY OF MASTER AND OBE­ DIENCE OF CREW. Nothing in this Agreement is in­ make arrangements for meals and lodgings while the tended to or shall be construed to limit in any way the seaman is awaiting repatriation transportation, but in authority of the Master or other officers, or lessen the no event shall these arrangements be at a cost of less obedience of any members of the crew to any lawful than $8.00 per day. In cases where regular meals are not included in the order. transportation herein provided for, the repatriated sea­ SECTION 7. COMMENCEMENT OF EMPLOY­ man shall be paid the sum of $10.50 per day for food MENT. Pay for seamen ordered by the Company shall during the transportation period. (d) Where a seaman leaves the vessel due to illness start when the man is required to pass the Doctor, go to the Company office or report aboard the ship with or injury and such illness or injury has been known prior to his leaving, he shall receive" a full statement his gear and ready for work, whichever occurs first s of hjs account showing wages due him. Where time does not permit the statement being given to the man before he leaves the vessel or before the vessel's de­ parture, the Master shall promptly advise the Com­ pany's Agent and the home office of the status of the man's account at the time he left the vessel. Thereafter, when the seaman presents himself to the Agent at the port where he left the vessel, the maxi­ mum allowable payments shall be made to him by that Agent. When the seaman presents his claim of wages to the Agent or office of-the Company at the port of en­ gagement or to the home office of the Company, he shall receive payment as promptly as possible. Failure to pay the seaman wages within 72 hours ex­ clusive of Saturdays, Sundays and Holidays after pres­ entation of his claim shall entitle the seaman to $8.00 per day until the full wages due the man at the time he left the vessel are paid. (e) Original Port of Engagement as used herein shall mean the port in the Continental United States where a crew member was first employed on board the vessel. SECTION 15. LOSS OF CLOTHING, (a) In the event a ship of the Company is lost, the crew shall be recompensed for the loss of clothing in the amount of $500.00 and shall be repatriated to the port of en­ gagement with subsistence, room and wages as per Section 59 of this Article. (b) In the event that personal effects of Unlicensed Personnel are damaged due to marine casualty, or an accident to the vessel or its equipment, they shall be recompensed for the loss in the amount of such loss but not to exceed $300.00. SECTION 16. WORK PERFORMED BY OTHER THAN MEMBERS OF THE UNLICENSED PERSON­ NEL. Any work performed by cadets, workaways, pas­ sengers, prisoners of war, staff officers, or any member of the crew other than the Unlicensed Personnel that is routine work of the Unlicensed Personnel shall be paid for at the regular overtime rate. Such payment is to be divided among the Unlicensed Personnel ordinarily required to perform such work. SECTION 17. CARRYING OF CADETS, ETC. IN LIEU OF CREW. No cadets, workaways, or passengers shall be carried in lieu of the crew. SECTION 18. EMERGENCY DUTIES AND DRILLS, (a) Any work necessary for the safety of the vessel, passengers, crew or cargo or for the saving of other vessels in jeopardy and the lives thereon, shall be per­ formed at any time and such work shall not be con­ sidered overtime. In an emergency such as the above paragraph deals with, it is not necessary to call out all hands unless the Master of the vessel feels that it is necessary. (b) Whenever practicable, lifeboat and other emer­ gency drills shall be held on weekdays, Monday through Friday, between the hours of 8 a.m. and 4:30 p.m. Preparation for drills, such as stretching fire hose and hoisting and swinging out boats, shall not be done prior to signal for such drills, and after .drill is over, all hands shall secure boat and gear. In no event shall overtime be paid for work performed with such drills, except as herein provided. (c) Premium Rates shall be paid for lifeboat and other drills held on Saturdays, Sundays and Holidays, except in instances where departure time and date do not permit required drills being held before the first Saturday, Sunday or Holiday after departure. (d) In port when such drills are held on Saturdays, Sundays or Holidays, premium rate shall be paid, ex­ cept where such drills are held on days of departure. SECTION 19. SAFE WORKING CONDITIONS. The employer shall furnish safe working gear and equip­ ment when in any harbor, roadstead, or port. No man shall be required to work under unsafe conditions. Ordinary hazards of the sea shall not be considered un­ safe conditions in applying this section. SECTION 20. HOLIDAYS. The Company agrees to recognize the following as holidays: 1. New Year's Day 6. Labor Day 2. Washington's Birthday 7. Thanksgiving Day 3. Memorial Day 8. Christmas Day 4. Armistice Day 9. Independence Day 5. Lincoln's Birthday In the event V.E, or V.J. days are observed as Na­ tional Holidays, they shall be included in the list. Saturdays, Sundays and Holidays at sea or in port shall be considered holidays for the Unlicensed Per­ sonnel not on watch. Men on watch shall perform only the routine duties necessary for the safe navigation of the vessel on these days. Premium rates shall be paid for all work performed by the Unlicensed Personnel on any of the nine (9) holidays described in this Agreement at sea or in port. In the event any of the above named holidays fall on Saturday or Sunday while in port or at sea, the Mon­ day following shall be observed as such holiday. Any day that is a recognized holiday for the longshoremen in Continental U.S. ports shall also be a recognized holiday for the crew while in that particular port. Page 19 �actual time such employee reports for duty and such overtime shall continue until the employee is released. (b) The above provision shall not apply in the event the commencement of overtime is scheduled one (1) hour following the conclusion of their regular watch or workday. In that event, the crew members, having . had a full hour for their meal, shall report promptly at the beginning of the period for which overtime has been scheduled. SECTION 23. CONTINUOUS OVERTIME. When working overtime on the watch below and crew is knocked off for two (2) hours or less, the overtime shall be paid straight through. Time allowed for meals shall not be considered as overtime in -this clause. When a vessel is in Puerto Rico, the following three (3) days, which are recognized as holidays for long­ shoremen in Puerto Rico ports, shall also be recognized as holidays for the crew while the vessel is in Puerto Rico. 1. Good Friday 2. July 17th (Munoz Rivera) 3. July 25th (Constitution Day) SECTION 24. COMPUTATION OF OVERTIME. When overtime worked is less than one (1) hour, overtime for one (1) full hour shall be paid. When overtime exceeds one (1) hour, the overtime work performed shall be pa:d for in one-half (%) hour periods, and any fractional part of such period shall count as one-half (%) hour, SECTION 25. CHECKING OVERTIME. No work specified in this Agreement as overtime work shall be performed unless authorized by the head of the particu­ lar department. After authorized overtime has been worked, the senior officer of the department on board will present to each employee who has worked over­ time a slip stating hours of overtime tCnd nature of work performed. An overtime book will be kept to con­ form with individual slips for settlement of overtime. Officers and men shall keep a record of all disputed overtime. No claim for overtime shall be valid unless such claim is presented to the head of the department within seventy-two (72) hours after completion of the work. When work has been performed and an overtime claim is disputed, the head of the department shall acknowledge in writing that the work was performed, SECTION 26. PAYMENT OF OVERTIME. All money due for crew overtime shall be paid at the sign­ ing off. In the event payment of overtime is delayed by the Company beyond the twenty-four (24) hours after signing off articles, additional compensation shall be paid at the rate of ten dollars ($10.00) a day for each calendar day or fraction thereof aforesaid payment of overtime wages is delayed. This shall not include disputed overtime being settled between the Union Representatives and the Company. No claim for the above penalty shall be considered valid unless the failure to make such payment is made known to the Union within seventy-two (72) hours after the event, ?'*•- h- : Departments and Groups Jobs aboard vessels covered by these rules are classified accord­ ing to the following schedule of Departments and Groups. Boatswain Boatswain's Mate Carpenter Quartermaster Able Seaman DECK DEPARTMENT GROUP i-DAY WORKERS Deck Maintenance Watchman-Day Work Storekeeper GROUP II-RATIRG WATCH STANDERS Car Deckman Watchman-Standing Watch ENGINE DEPARTMENT GROUP I Chief Ref. Eng'r. Chief Electrician Chief Storekeeper 1st, 2nd, 3rd Ref. Eng'r. Evap. Maintenance Man 2nd Electrician Pumpman, 1 and 2 Unlic. Jr. Eng'r.-Day Work Engine Maintenance Unlic. Jr. Eng'r.-Watch Ship's Welder/Malnt. Plumber-Machinist QMED Electrician/Ref. Maint. Eng. Utility Reefer Malnt. Crane M/T Electrician Deck Engineer Engine Utility Oiler-Diesel Oiler-Steam GROUP II Watertender Fireman/Watertender Fireman Oiler Maintenance/Utility STEWARD DEPARTMENT GROUP I (S) RATED MEN Chief Steward-Passenger 2nd Steward-Passenger Steward Steward/Cook Chef Cook and Baker Chief Cook GROUP l-RATED MEN 2nd Cook and Baker Butcher GROUP II 2nd Cook, 3rd Cook and Assistant Cook i ENTRY DEPARTMENT GROUP III ^ I Ordinaries on Watch Wiper Utility Messmen Waiters O.S. Deck Maintenance Messmen •General Steward's Utility SECTION 22. COMMENCEMENT OF OVERTIME, (a) When the watch below is broken, out to report for work outside their regular schedule, overtime shall commence at the time stated for the call-out, provided, however, that such crew members report for duty with­ in thirty (30) minutes of the time the overtime work com­ mences. Otherwise, overtime shall commence at the Page 20 •', 't-'\ -Idt.'r.ll LrA'r :<i. SECTION, 27, DIVISION OF WAGES OF ABSENT MEMBERS, (a) When members of the Unlicensed Per­ sonnel are required to do extra work because the vessel sailed without the full complement as required by ves­ sel's certificate, under circumstances where the law permits such sailing, the wages of the absent members shall be divided among the men who perform their work, but no overtime shall be included in such pay­ ments, (b) At sea, when day men are switched to sea watches and promoted for the purpose of replacing men who are injured or sick, they shall receive the differential in pay. (c) When men standing sea watches are promoted for the purpose of replacing men who are injured or sick they shall receive the differential in pay only. (d) In no event shall any member of the Unlicensed Personnel work more than eight (8) hours in any one day without the payment of overtime. SECTION 28. MONEY DRAWS. Monies tendered for draws in foreign ports shall be made in United States currency failing which, traveler's checks shall be issued at the. Company's expense, except where cur­ rency laws established in foreign countries prohibit such issuance. When American money is aboard, crew advances shall be put out the day before arrival in port. Upon request the Unlicensed Personnel shall be granted advances at least once every .five days, except on Saturdays, Sun­ days and Holidays, while the vessel is in port. Such advances shall be made available to the crew not later than 4 p.m. SECTION 29. EXPLOSIVES. On vessels carrying explosives in excess of fifty (50) long tons as permitted by law, the Company agrees, to pay each member of the Unlicensed Personnel, in addition to their regular monthly wage, ten percent (10%) per month of such wages from • the time the loading of the explosive cargo is started until the explosive cargo is completely discharged. When the Unlicensed Personnel is required to work explosives at any time, they shall be paid for such ' work in addition to their regular monthly wages at the . rate of ten dollars ($10.00) per hohr. For the purpose of this Agreement, explosives shall consist of the following items: Nitro-Glycerine T.N.T. Poison Gases Black Powder Blasting Caps Detonating Caps Loaded Bombs Dynamite Loaded shells of one pound or over but not small arms ammunition. SECTION 30. PENALTY CARGOES, (a) When members of the Unlicensed Personnel are required to clean holds in which lead concentrates, coal, coke, or penalty cargoes are carriedjl iHowever, when holds'h^e Unlicensed Personnel after carrying penalty cargo, no �overtime for cleaning: will be paid for subsequent clean­ ing of holds unless another penalty cargo is carried. (b) For the purpose of this Agreement the following are classed as penalty cargoes: IN BULK Bones Green Hides Manure Caustic Soda Soda Ash Creosoted Lumber IN BAGS OH BULK Super Phosphate Bone Meal Cyanide Chloride of Lime Cement Lampblack Greaves Cakes Carbonblack Saltcake Sulphur Gasoline in any mannei*' Copra (3,000 tons) (c) When sulphur in the amount of twenty-five per­ cent (25%) or more of the deadweight carrying capacity is carried on a vessel, each member of the Unlicensed Personnel shall be paid extra compensation of ten dol­ lars ($10.00) per voyage. SECTION 31. STANDBY WORK. When men are hired by the Company for standby work in port by the day, they shall be paid the Premium Rate for the respec­ tive ratings. Eight (8) hours shall constitute a day's work. All work performed in excess of eight (8) hours in any twenty four (24) hour period, or any work per­ formed in excess of eight (8) continuous hours, shall be paid at the premium rate and one-half (%) for the respec­ tive ratings. Men hired to perform standby work shall perform any work which shall be assig:ned to them by their superior officer, and they shall not be subject to any work rules set forth in this Agreement. When standby work in any particular department is to be performed, an effort shall be made to obtain men with ratings in such department if they are avail­ able and are competent to perform such work. Any man hired for standby work who reports when ordered shall be paid a minimum of eight (8) hours of pay for the first day and a minimum of four (4) hours for each day's work thereafter. This change shall not be interpreted to conflict with any understanding that the Union might have with a Company whose practice is to hire relief crews while the vessel is in port. SECTION 32. LONGSHORE WORK BY CRfeW. In those ports where there are no longshoremen available, members of the crew may be required to drive winches for handling cargo or may bs required to handle cargo. duty while such moves are performed on Saturdays, Sundays and Holidays and after 5 p.m. and before 8 a.m., weekdays with the following exceptions; Port Alfred to Montreal or vice versa Port Alfred to Quebec or vice versa Montreal to Quebec or vice versa All moves from American ports to British Columbia ports or vice versa Montevideo to Buenos Aires to Rosario or points above or vice versa Boston to New York or vice versa Norfolk to Baltimore or vice versa New Orleans to Baton Rouge or vice versa All moves between ports on the St. Lawrence Seaway and/or on the Great Lakes, West of Montreal, except those moves which are less than eighty (80) miles. (b) Moves from Baltimore through the Chesapeake and Delaware Canal to Delaware River ports or vice versa, shall be considered a move of the ship and such work after 6 p.m. and before 8 a.m. or on Saturdays, Sundays, or Holidays, shall be paid for at the applicable rate. (c) A move from Honolulu to Pearl Harbor or vice versa shall be considered a shift of the vessel. (d) A move from Galveston to Houston or vice versa shall be considered a shHt of the ve^el. SECTION 36. RESTRICTION TO SHIP. When a ves­ sel has been in a foreign port where the crew was re­ stricted to the ship and the Company claims that this restriction was enforced by the government of the port visited or either Federal, Military or Naval Authorities, the Company shall produce a copy of the restriction order of the government, Federal, Military or Naval Authorities. In lieu thereof, it may produce a proper entry in the official log book and must give sufficient notice in writing of the restriction to the Ship's Chair­ man. The notice shall also be posted on the crew's bulletin board. A letter from the Company's agents will not be sufficient proof of the existence of such an order. If the Company is unable to produce evidence as pro­ vided herein to satisfy the Union of the validity of such restriction, the crew shall be compensated for having been restricted to the ship by the payment of overtime for the period of the restriction at the applicable penalty rate. When a restriction occurs because of quarantine, im­ migration or customs procedures, a proper Log entry shall suffice. SECTION 37. SECURITY WATCHES. If Unlicensed Crewmembers are required to stand security watches in port by order of Federal, Military or Naval authorities in the United States-controlled ports, or by foreign government authorities in other ports, they shall be paid overtime for all such watches stood between the hours of 5 p.m. and 8 a.m., Monday through Friday. On tankers which are carrying grain, when crew members are required to unfasten butterworth plate nuts and/or remove the butterworth plates for the purpose of loading or disc^ grain cargo, i i they shaii be enti^d to compensa­ tion as provided for in this section. This section shall not be so construed as to be applicable to any work where longshoremen are not available due to labor trouble. The above shall not apply for securing or shoring up cargo or spotting booms for longshoremen. SECTION 33. WORKING BALLAST. When members of the crew are required to discharge ballast other than water ballast out of the holds, or handle or discharge ballast on deck, including washing sand ballast off the decks with hoses, < SECTION 35. SHIFTING SHIP, (a) After the ves­ sel's arrival in port as outlined in Article II, Section 34, any subsequent move in inland waters, bays, rivers and sounds shall be regarded as shifting ship and over­ time at the applicable rate shajl be paid for men on (i) All unlicensed crew members snail report aboard at least one (1) hour before the scheduled sailing time. In the event any unlicensed crew member fails to comply with this provision, the Company shall call the Union and the Union shall furnish a replacement. If the original crew member reports after the Company has called a replacement, the man shipped by the Union as such replacement shall receive two (2) days pay from the crew member who was late in reporting for duty. (j) When a Company orders a replacement for which there is no vacancy on the vessel, the Company shall reimburse the seaman the equivalent of . two (2) days pay plus transportation charges. SECTION 39. SECURING VESSEL FOR SEA. All vessels of the Company must be safely secured before leaving the harbor limits for any voyage. Vessels sailing in the daytime must be safely secured before leaving the harbor limits. In the event the vessel is not safely secured before reaching the harbor limits, the vessel shall proceed to a safe anchorage and be secured before proceeding to sea. Vessels sailing after dark shall be safely secured before leaving the dock or may proceed to a safe anchorage to secure vessel be­ fore proceeding to sea. When lights can be maintained on the after deck, gear and hatches may be secured on this deck enroute to anchorage. If the foregoing is not complied with, extra compensa­ tion at the flat rate of ten dollars ($10.00) shall be paid to each member of the Deck Department involved in the securing. Such extra compensation shall be in addi­ tion to any overtime received when on overtime hours. In surf ports and outports, the customary practice of squaring away booms will be considered in compliance with this Section. SECTION 40. LAUNCH SERVICE. When a ship is anchored or tied up to a buoy for eight (8) hours or over, for the purpose outlined in. Article II, Section 34, each member of the Unlicensed Personnel while on his watch below shall be allowed one (1) round trip to shore at the Company's expense every twenty four (24) hours. The Master shall use his own judgment and if in his opinion, the conditions are not safe, he shall not provide launch service. However, he shall as usual make his entries in the log as to the weather conditions and ad­ vise ship's chairman accordingly. He shall get other data if possible, such as weather reports to further back his decision. When launch service is arranged for by the Company, the schedule shall be such that each and every member shall be given opportunity for a round trip as called for herein on his watch below. In ports where regular boat service is not available, members of the crew may make their own arrange­ ments for transportation and the Company agrees to reimburse either the crewmember or the owner of the boat up to five dollars ($5.00) per round trip per man carried once every twenty four (24) hours. SECTION 41. REST PERIODS, (a) When the ship is under port working rules and sea watches have not been set and members of the Unlicensed Deck and En­ gine Personnel off duty are required to work overtime between midnight and 8 a.m., they shall be entitled to one (1) hour of rest for each hour actually worked. Such rest period shall be given at any time during the same working day. The rest period shall be in addition to cash overtime allowed for such work. If such rest pe­ riod is not given, the men shall be entitled to overtime at the applicable penalty rate in lieu thereof. This shall not apply when sea watches are set the same day and be­ fore the rest period is completed. This section shall not apply to men turning to on overtime at 6 a.m. or after. (b) On days of arrival, if members of the Unlicensed Deck or Engine Personnel off duty are required to per­ form work between midnight and 8 a.m., they shall be entitled to one (1) hour of rest for each hour worked. If such period of rest is not completed at 5 p.m. of the same day, penalty overtime shall be allowed for the in­ completed portion of such rest period. (c) This section shall apply in the case of day work­ ers, both at sea or in port. (d) Where a seaman is entitled to a rest period under the provisions of Section 41, such rest period shall be granted during the time that he would norm­ ally be required to work in order to complete his work­ ing day. SECTION 42. FRESH PROVISIONS, (a) An ade­ quate supply of fruit juices shall be provided for the Unlicensed Personnel. Fresh fruit and vegetables will ^ be furnished at every port touched where available, and Page 21 �V ' f' ' In • I'-. ^•4 P?-- •; '• r 1 V K: d / •.' SECTION 53. LOCKERS. A sufficient number of if supply is possible, a sufficient amount to last until SECTION 45. MIDNIGHT LUNCH, (a) If the crew the next port or to last until the food would ordinarily, works as late as 9 p.m., coffee and night lunch shall be lockers shall be provided so that each employee shall with good care, spoil. Shore bread shall be furnished provided. If work continues after 9 p.m. fifteen (15) have one (1) locker of full length whenever space permits, at all U.S. ports when available. minutes shall be allowed for the coffee and night lunch, with sufficient space to stow a reasonable amount of Frozen foods shall be considered the equivalent of and gear and personal effects. which time shall be included as overtime. serve the same purpose as fresh foods. (b) If creW starts work at or before 9 p.m. and works SECTION 54. UNIFORMS. In the event a man is (b) (1) Vessels making a foreign voyage shall store continuous overtime until midnight, the men shall be required to wear a uniform, other than provided for canned whole fresh milk at the rate of one (1) pint per provided with a hot lunch at midnight. If the work in Article V, Section 29, he- shall furnish his own uni­ man per day for the duration of the voyage. continues after midnight one (1) unbroken hour shall be (2) While a vessel is in Continental U.S. ports, allowed for such hot lunch. If this unbroken hour is form and shall be paid an additional twelve dollars and fresh milk from local dairies is to be served three (3) times not allowed the men involved shall receive one (1) hour fifty cents ($12.50) per month for same. a day. Prior to a vessel departing from any domestic penalty overtime in lieu thereof, which shall be in addition ports, going to another domestic port and/or a foreign to the actual overtime worked during the hot lunch hour. port, forty (40) gallons of local fresh milk must be (c) If crew is broken out after 9 p.m. and works placed on board. continuously for three (3) hours, a hot lunch shall be pro­ (3) After - departure from the last Continental vided at the expiration of the three (3) hours if the work U.S. port and the supply of fresh local milk has been is to be continued. Otherwise, a night lunch shall be consumed, canned whole fresh milk is to' be served at provided. An unbroken hour shall be allowed for the breakfast only while at sea. hot lunch and if such unbroken hour is not allowed the (4) While in a foreign port, canned whole fresh men shall receive one (1) hour penalty overtime in lieu milk is to be served three times a day as per agree­ thereof, which shall be in addition to the actual overtime ment. worked during the hot lunch hour. (5) No purchase of milk shall be made in foreign (d) If crew works as late as 3 a.m., coffee and night ports while canned whole fresh milk is available. lunch shall be provided and if work continues after 3 (c) If milk is provided for persons other than crew- a.m., fifteen (15) minutes shall be allowed for coffee and members, then additional milk must be supplied for night lunch, which time shall be included as overtime. such use. (e) If crew works as late as 6 a.m., coffee shall be provided and if work continues after 6 a.m., fifteen (15) SECTION 43. ROOM AND MEAL ALLOWANCE. minutes shall be allowed for coffee, which time shall When board is not furnished unlicensed members of the be included as overtime. crew, they shall receive a meal allowance of two dollars (f) When a vessel is scheduled to depart at midnight, ($2.00) for breakfast, three dollars ($3.00) for dinner and the midnight lunch hour may be shifted one (1) hour five dollars and fifty cents ($5.50) for supper. When men either way. are required to sleep ashore, they shall be allowed ten (g) In the event the midnight lunch is not served dollars and fifty cents ($10.50) per night. the men involved shall be paid the supper meal allow­ Room allowance, as provided in this Section, shall ance in addition to the overtime provided for in para­ be allowed when: graphs (b) and (c) above. 1. Heat is not furnished in cold weather. When the SECTION 46. COFFEE TIME, (a) All hands shaU outside temperature is 65 degrees (65°) or lower for be allowed fifteen (15) minutes for coffee at 10 a.m. and 3 eight (8) consecutive hours, this provision shall apply. 2. Hot water is not available ^ crew's washroom for p.m., or at a convenient time near those hours. SECTION 57. TRANSPORTATION AND PAYING a period of twelve (12) or more consecutive hours. (b) When the crew is entitled to the thirty (30) minutes OFF PROCEDURE, l. (a) Vessels in the bauxite trade 3. On air conditioned vessels, when the room temper­ readiness period under Article II, Section 22, coffee or on foreign voyages shall be signed on for one (1) voyage ature is seventy eight degrees (78°) or above, and the shall be made by the watch or watchman and be ready for a term not exceeding nine (9) calendar months. Vessels at the time of calling, and allowed during the thirty (30) in the Far East trade shall be signed en as herein air conditioning unit does not work in excess of eight (8) hours, this provision shall apply. If fans are installed the minutes of readiness period. ^ stated except that the term of time may be twelve (12) penalty shall not be invoked. If fans do not now exist calendar months. SECTION 47. CREW'S QUARTERS. All quarters suitable arrangement shall be* made with the Union and assigned for the use of the Unlicensed Personnel are Company for their installation. 4. Crew's quarters have been painted, and paint is to be kept free from vermin insofar as possible. This not absolutely dry, and other suitable quarters are not is to be accomplished through the use of extermina­ tion facilities provided by the Company, or fumigating furnished aboard. ' 5. At all times when vessel is on dry dock overnight the quarters every six (6) months with gas. and sanitary facilities are not supplied. SECTION 48. CLEANLINESS OF QUARTERS. The 6. Linen is not issued upon men's request prior to Unlicensed Personnel shall cooperate to the fullest in 6 p.m. on the day the seaman joins the vessel. order to keep their respective living quarters clean and 7. Vessel is being fumigated and is not cleared before tidy at all times. 9 p.m. SECTION 49. CREW EQUIPMENT. The following 8. Men standing niidnight to 8 a.m. watch on the same day the vessel is fumigated shall be entitled to items shall be supplied the Unlicensed Personnel em­ room allowance regardless of when the vessel is cleared. ployed on board vessels of the Company. 9. Work such as chipping, welding, riveting, ham­ 1. A suitable number of blankets. mering or other work of a similar nature is being per­ 2. Bedding consisting of two white sheets, one formed in or about the crew's quarters between 8 p.m. Tb) it is also agreed tftat the Articles spread, two white pillow slips, which shall be nate at the final 'port of discharge in the Continental and 6 a.m. changed weekly. If such work outlined in (9) above is being performed United States, unless another port is mutually agreed to 3. One face towel and one bath towel which shall between the Company and the Union. If the final port of in or around the quarters of the men who stand donkey be changed twice weekly. watches, such men virill be provided with other quarters discharge is located in an area other than the area in the 4. One cake of standard face soap such as Lux, Continental United States, in which is located the port of or room allowance will be allowed. Lifebuoy or Palmolive soap with each' towel engagement, economy class air transportation shall be change. NOTE: Penalties claimed for lack of heat, air condi­ provided to only those men who leave the vessel, plus 6. One box of matches each day. ^ tioning, hot water, etc., or because of noise as defined wages and subsistence to port of engagement In Continen­ 6. Suitable mattresses and pillows shall be furnished tal United States. At the seaman's option, cash equivalent in (9) above, must be recorded on an eight (8) hour basis but:hair, straw or excelsior shall not be suitable. of the actual cost of economy class air transportation shall with the Ship's Master or other proper department head. As mattresses now on board wear out, they shall be paid. Dates, time of reporting, and temperatures involved • be replaced by innerspring mattresses. should be made part of such record. 7. All dishes provided for the use of Unlicensed SECTION 44. MEAL HOURS. RELIEVING FOR Personnel shall be crockery. MEALS. The meal hours for the Unlicensed Personnel 8. One cake of laundry soap, one cake of lava soap, employed in the Deck and Engine Department shall be one box of washing powder weekly. as follows: 9. Sanitubes shall be available for the Unlicensed Personnel at all times. Breakfast 7:30 a.m. to 8:30 a.m. Dinner 11:30 a.m. to 12:30 p.m. Supper 5:00 p.m. to 6:00 p.m. Once a crewmember has made the initial foreign 11. Two twelve-inch fans shiall be furnished in fore­ voyage and earned transportation, the transportation (a) At sea or in port, the 4 to 8 watch shall relieve castles occupied by two or more Unlicensed Per­ remains payable so long as he pays off in another area itself for supper. sonnel, and one sixteen-inch fan in all forecastles other than the area wherein is located his ori^nal port occupied by one member of the Unlicensed Per­ of (b) The 12 to 4 watch on sailing day is to be knocked engagement. sonnel. This shall not apply' to air-conditioned off at 11 a.m. in order to eat at 11:30 a.m. and to be If the new foreign articles are signed, transportation vessels. ready to go on watch at 12 noon. ^ provisions shall not apply till termination of the Articles. (c) These hours may be varied, but spch variations Any member wilfully damaging or destroying linen (d) For the purpose of this Section, the Continental shall not exceed one (1) hour either way, provided that shall be held accountable for same. When full linen United States shall be divided into eight (8) areas—Pacific one (1) unbroken hour shall be allowed at all times for is not issued, men shall receive two dollars ($2.00) each Northwest; California; Atlantic Coast Area North of dinner and supper when vessel is in port. When watches week for washing their own linen. The Steward shall not Cape Hatteras; Atlantic Coast Area South of Cape are broken, if one (1) unbroken hour is not given, the men issue, clean linen to any individual crew member until "such Hatteras; the Gulf Coast Area, the State of Alaska, the involved shall receive one (1) hour's overtime in lieu member has turned in his soiled linen. Western Great'Lakes Area; the Eastern Great Lakes thereof. This penalty hour shall be in addition to the Area. The dividing line between the Western and Eastern SECTION 50. VENTILATION. All quarters assigned Great Lakes shall be the Mackinac Straits Bridge and actual overtime worked during the meal hours. to the Unlicensed Personnel and all messrooms pro­ the Sault Ste. Marie Locks. (d) When crew is called to work overtime before vided for their use shall be adequately screened and breakfast and work continues after 7:30 a.m., a full Hawaii becoming a state does not constitute an ad­ ventilated and a suffiicent number of fans to secure ditional hour shall be allowed for breakfast, and if breakfast area for the purpose of transportation, how­ ventilation shall be provided. .. is not served by 8 a.m., overtime shall continue straight ever seamen shipped in Hawaii who are paid off in the through until breakfast is served. SECTION 51. MESS ROOM. Each vessel shall be Continental United States and who are entitled to (e) If one (1) unbroken hour is not given, the men in­ furnished with a messroom for the accommodation of the transportation under other provisions of this contract volved shall receive one (1) hour's overtime in lieii thereof. crew, such messroom or messrooms to be; in each case shall receive transportation to San Francisco. (f) When the watch below or men off duty are work­ (e) It is further agreed that in the event a ship so constructed as to afford sitting room for all and to ing on overtime at sea or in port, they shall be allowed be BO situated as to afford full protection from the returns light or in ballast to the Continental United one (1) unbroken meal hour. If one (1) unbroken meal weather and from heat and odors arising from fhe States, articles shall terminate at first port of arrival hour is not given, the men involved shall receive one (1) in accordance with voyage description set forth in the vessel's engine room, fireroom, hold and toilet. hour's overtime in lieu thereof, which shall be in addition articles, except that when the arrival at the first port to the actual overtime worked during the meal hour. The SECTION 52. WASHROOMS. Adequate washrooms is for the purpose of securing additional bunkers, stores, provisions in this section shall be applicable at all times and lavatories shall be made available for the Unli­ or making ememgency repairs of not more than seven (7) at sea or in port to ijien on day work. censed Personnel of each department, washrooms to days duration, articles shall continue until the vessel can be equipped with a sufficient n^^mber of hot and cold proceed to another Continental United States port. fresh water showers. 2. (a) Vessels making a voyage to Bermuda, Mexico, Page 2 2 �Weet Indies, including Cuba, Canada, Newfoundland, when transported by the Company during the course the body to the original port of engagement. and/or coastwise in any order, either direct or via of their employment, shall be provided with economy SECTION 70. 'HME OFF-FREIGHT VESSELS, (a) ports shall be signed on for one (1) or more continuous class air travel. Where meals age not provided by the voyages on the above-described route or any part carrier, subsistence shall be paid as per Article H, Upon completion of a foreign, nearby foreign, interthereof and back to a final port of discharge on the Section 43: breakfast two dollars ($2.00), three dollars coastal, or coastwise voyage, all of the assigned Unli­ Atlantic or Gulf Coast of the Continental United States ($3.00) for dinner, and five dollars and fifty cents ($5.50) censed Personnel who will remain on board and make for a term of time not exceeding six (6) calendar months. for supper. When traveling by ship is involved, men the next voyage shall have time off (not to exceed eight (b) When a vessel is on domestic articles or harbor shall be provided with second class transportation or the (8) working hours) in the payoff port or such other ports as may be mutually agreed upon between the payroll prior to proceeding on a foreign voyage a mem­ cash equivalent thereof. Master and the Crewmember. The voyage shall commence ber of the Unlicensed Personnel shall not be entitled to SECTION 60. VESSEL IN IDLE STATUS. When a at the time of signing of articles (foreign, nearby for­ transportation to the port of engagement if he fails to make the foreign voyage, unless the • Company termi­ vessel is inactive in a United States port for any reason eign, intercoastal or coastwise) and continue until for a period of seven (7) days or less, the Unlicensed articles are terminated. In nearby foreign and coastwise nates his employment through no fault of his own. (c) If the port where the articles are finally termi­ Personnel shall be kept on board at the regular monthly trade, this time off need not be granted more often than nated is located in an area other than the area in the rate of pay. However, when it is expected that said vessel once in each thirty (30) day period. Continental United States in which is located the port will be idle for a period in excess of seven (7) days, the of engagement economy class air transportation shall Unlicensed Personnel niay be reduced on arrival. Should be provided to those men only who leave the vessel, the vessel resume service within seven (7) days, the vesplus wages and subsistence to port of engagement in ' sel's Unlicensed Personnel who return to the vessel, shall Continental United States. At the seaman's option, cash receive wages, room and meal .allowances for the period equivalent of the actual cost .of ecoqomy class air trans­ for which they were laid off. portation shall b SECTION 61. FULL COMPLEMENT WHILE CAR­ GO IS BEING WORKED. A full complement of Un­ licensed Personnel shall be maintained aboard vessel at all times cargo is being worked. The Company shall be in compliance with this section m when there is less than a full complement, Saturdays, f Sundays and on Holidays, due to voluntary termination, a man selects a port for time off where it is to discharge for cause or absence of members of the impossible to grant eight (8) hours off, he only gets The crewmember shall be entitled to transportation Unlicensed Personnel who should have normally been what is available and no accumulation is carried regardless of the Dumber of voyages he makes once on duty. Likewise, compliance shall be in effect when forward. transportation has been due him as long as he pays off there is less than a full complement aboard^due to a 2. If members of the Steward Department are off in an area other, than an area wherein is located the condition arising as the result of a marine casualty. while the vessel is not feeding, no overtime is original port of engagement. payable to them. (d) For the purpose of this section, the Continental SECTION 62. MANNING SCALE. It is agreed and 3. In the Deck Department, those accepting time off United States $hall be divided into five areas:' Pacific understood that the present manning scale carried on under this Section shall not be required to report Northwest, California, Atlantic Coast area, North of Cape the Company's vessel shall not be changed unless such for shifting of ship during time off or during their Hatteras, Atlantic Coast area. South of Cape Hatteras changes are mutually agreed to by both the Union and watch below. and the Gulf Coast area. the Company. \ 4. Alternation of time off may be applied in the Deck (e) It is also agreed that the transportation provi­ Department provided the vessel's stay in port is sions contained herein shall not apply until the articles long enough to comply with the intent of the time are finally terminated. off Section. 8. Any member of the Unlicensed Personnel will be 5. Where the seaman does not receive his day off allowed to pay off the vessel in any port in Continental as required above, he shall receive one (1) day's United States or Puerto Rico upon twenty four (24) hours pay in lieu thereof. If he receives only four (4) notice to the Master, prior to the scheduled sailing of the • hours or less of his time off, he shall receive onevessel. However, where a vessel is expected to arrive and half (%) day's pay in lieu thereof. This clause shall SECTION 63. INTERNATIONAL DATE LINE. If depart on a weekend, such notice shall be given not later not apply where the seaman has accepted overtime a vessel crosses the International Date Line from east than 1 p.m. on Friday. in lieu of time off nor when time off was offered by to west, and a Saturday, Sunday or Holiday is lost, all The Master shall be allowed to discharge any member of the Company and refused. the Unlicensed Personnel upon twenty four (24) hours day workers shall observe the following Monday or 6. Qualified day workers may be required to relieve the day following a Holiday. Watch standers will be notice. If l;he seaman exercises his rights to be paid off, as watch-standers for purposes of time off. They shall provided for in this paragraph, transportation provisions paid overtime in accordance with the principle of Sat­ be paid at their respective overtime rates after shall not be applicable. If the Master exercises his urday and Sunday overtime at sea. If the Sunday 5 p.m. and before 8 a.m., Monday through Friday, right to discharge a seaman as provided for in this which is lost is also a Holiday, or if the following Mon­ and at their premium rates on Saturdays, Sundays paragraph, transportation provisions shall not be ap­ day is a Holiday, then the following Monday and Tues­ and Holidays. plicable. Should the Union object to the discharge, the day shall be observed. However in crossing the International Date Line from matter shall be handled in accordance with grievance west to east, if an extra Saturday, Sunday or Holiday procedure. is picked up, only one of such Saturdays, Sundays or Holidays shall be observed and all crew members will be required to work without overtime on the so-called second Saturday, Sunday or Holiday, provided that if Sunday is also a Holiday, the Sunday which is picked 5. Applicable operations shall be effective on G.A.A. up shall be observed as such Holiday. vessels. SECTION 64. NEW EQUIPMENT NOT CARRIED SECTION B8. RETURN TO PORT OF ENGAGE­ AT PRESENT, NEW CONSTRUCTION AND RECON­ MENT. (a) In the event a ship of the Company is sold, VERSION. In the event the Company is to build new interned, lost, laid up, run aground or is stranded and ships, new ships or convert old ships,, it is ihe crew is required to leave the vessel by reason agreed acquire that prior to the commencement of construction thereof, the crew shall be given transportation back to or conversion, the Union and the Company shall meet the port of engagement with subsistence, room and to negotiate manning scales, quarters, recreational fa­ wages, at the time of payoff, as per Article II, Section cilities and all equipment and provisions to be furnished 59, of this Agreement. When room and subsistence is for, or used by the Unlicensed Personnel. not furnished aboard the, vessel, room and meal allow­ SECTION 71. AWNINGS AND COTS. All freightance will be paid as prescribed in Article II, Section 43, SECTION 65. CALENDAR DAY. For the purpose, of ships, except those on regular North Atlantic runs, and until crew is furnished repatriation by train, vessel this Agreement, the calendar day shall be from mid­ Alaska Coastwise runs, shall be provided with awnings or commercially operated airplanes, equivalent to the night to midnight. aft, wjth the exception of vessels equipped with facili­ equipment of a regularly scheduled airline, or in the ties on deck of the same nature. On fully air-condi­ SECTION 66. WAR ZONE. In case any vessel of event such airplane transportation is not equivalent to tioned vessels, there shall be no requirements for the a regularly scheduled airline, they shall be paid the the Company traverses waters adjacent to or in the issuance of cots or the installation of avmings. proximity of a declared or undeclared war or a state difference in cash. (b) The port of engagement of the seaman is the of hostilities, it is hereby agreed that a petition on SECTION 72. TELEVISION SETS, (a) The Company port in the Continental United States where he was the part of the Union for the opening of negotiations shall provide a television set for the Unlicensed Per­ first employed by the Company for the vessel involved. for added remuneration, bonuses, and/or insurances, sonnel on all vessels covered by this Agreement. . It is agreed that where a seaman quits and a replace­ shall in*no way be deemed cause for the termination of (b) Such television set shall be a nationally known ment is obtained in the Continental United States port, this Agreement. brand with no less than twenty-one inch (21") black the replacement's port of engagement shall be the same SECTION 67. COPIES OF AGREEMENTS TO BE .and white screen. as the seaman he replaced except that the replacement FURNISHED. Copies of this Agreement shall be fur­ would be entitled to transportation to his port of en- nished to the Master, Chief Engineer and Chief Stew­ ement if the ship is laid up an*d he is laid off. ard, who in turn shall supply each Departmental Deledate with a copy at the commencement of each voyage. SECTION 68. LOGGING. Where the Master exer­ cises his prerogative under maritime law by logging a man for missing his regular work or watch, he shall not log the man more than one (1) day for one (1) day. This section shall not be deemed to prejudice tho authority of the Master, or the requirements of obedience of the crew, described elsewhere in this contract, except as SECTION 74. PYRAMIDING OVERTIME. There specifically herein provided. shall be no duplication or pyramiding of overtime ex­ SECTION 69. RETURN OF DECEASED SEAMAN. cept where specifically provided for. If a seaman dies at any time during the voyage, the ARTICLE III Company shall so notify the next of kin as designated on the shipping articles. In the event a seaman dies DECK DEPARTMENT in a port not in the Continental United States, or if he dies at sea and his body is delivered to a port not in the Continental United States, in which port, faciliites for preservation of the body for shipment and burial are available, and there are no legal restrictions contrary thereto, if the said next of kin requests the return of the body and agrees to assume responsibility for the body at the port of engagement, the Company SECTION 59. TRAVELING. Members of the Union, ..shall defray the total cost of preserving and returning Hit 23 . V,-' Vif'I---in*"? •• �* When the Carpenter is reqnired, in writing, by the. Company, to furnish his own tools, he shall be paid $20.00 in addition to his base wage. SECTION 2. DIVISION OF OVERTIME. AU over­ time shall be divided as eqtially as possible among the mmnbers of the Deck Crew. In any event, the Boatswain shall be allowed to make as many hours overtime as the high man's overtime hours in the Qeck Department, except where such overtime has been' paid for routine sea watches. The Boatswain shall have the right to stand gangway watch in turn with the rest of the Deck Department. If he fails to exercise such right he has no claim for high man's overtime. J If the Boatswain is required to work with .and supervise the watch on deck, Saturdays, Sundays or Holidays, for which the watch on deck receives additional overtime; he shall receive the same amount of overtime per hour as paid to a member of the watch on deck or his premium rate,.whichever is higher. SECTION S. DIVISION OF WATCHES, (a) The sailors whUe at sea shall be divided into three (3) watches which shall be kept' on duty successively for the per­ formance of ordinai^y work incidental to the sailing and maintenance of the'vessel. nen any of these three (3) ratings are missing, and the watch is not complete, the wages equivalent to the rating that is m^ing from the watch shall be paid to the other member or members making up the remainder of the watch. (c) When the watch below is called out to work, they shall be paid overtime for such work at the rates specified in tile Agreement except for such work as defined in Article II, Section 18. e h'f 9:2 % SECTION 4. BOATSWAIN OR CARPENTER STANDING WATCH, (a) If the Boatswain or Car­ penter is required to stand watch due to a shortage of men, such Watches stood between the hours of 5 p.m. and 8 ajn., Monday through Fridays, and from mid­ night to midnight on Saturdays; Sundays or Holidays, shall be paid for at their applicable rate. However, all such watches shall be in addition to their regular duties as Boatswain or Carpenter. In such cases, there shall he no division.of wages. (b) An A.B. Maintenance may be required to replace any Unlicensed Member of the Deck Department when said member is sick or missing, without the payment of overtinle, Monday through Friday. SECTION 5. SETTING WATCHES. Sea watches shall be set not later than noon on sailing day. 'When the vessel sails before noon, watches shall be set when all lines are on board and vessel is all clear of the^dock. ' J J t i •( F|. •j i./'. ,.l .t>^v \ • ' 'i Uv SECTION 6. BREAKING WATCHES AND WORE IN PORT, (a) In all ports, watches shall be broken except in those ports where stay of vessel will not ex­ ceed twenty four (24) hours, then watches shall run con• secutively. , Any part of a sea watch from midnight until 8 a.m. on day of arrival, shall constitute a complete watch. This shall not apply to men required for gangway watch. When arrival occurs on a Saturday, Sunday or Holiday, overtime shall only he paid for hours actually worked on such watch. <b) In port where sea watches are broken the hours of labor shall be from 8 a.m. to 12 noon and 1 p.m. to 5 p.m., Monday through Friday. Except as otherwise provided herein, any work outside of these hours or on Saturdays, Sundays and Holidays' shall he paid at the applicable rate for the respective ratings. (c) When watches are not broken in port, overtime shall be paid for all watches stood after 5 P.M. and before 8 A.M. If watches are broken in a port after having been maintained for a period of time overtime shall be paid for all watches' stood between time of arrival and breaking of watches. This shall not apply when the crew is being paid overtime for standing watches. SECTION 7. MEN STANDING SEA WATCHES, (a) Men standing sea watches sl^ll be paid overtime at the applicable rate for Saturday, Sunday and Holi­ day watches and far all work in excras of eight (8) r- hours between midnight and midnight each day.^ No work except for the safe navigation of the vessel is^to be done after 6 p.m. and before 8 a.m., Monday through Friday, and on Saturday, Sundays and Holidays without the pasnnent of overtime. (b) Except as otherwise specifically provided, if a man standing regular watch at sea or in port on Satur­ days, Sundays and Holidays is required to do work other than routine work for the safe navigation of the vessel, With the following exceptions: 1. Routine work for the safe navigation of the vessel. 2. Cleaning quarters. 3. Docking and undocking. take soundings in the absence of the Carpenter and Boatswain. iQter 6 p.m. and before 8 a.m. weekdays and on Saturdays, Sundays or Holidays, they shall be paid at their applicable rate. (e) 'When no Carpenter is carried, the Boatswain shall stand by the windlass and shall take soundings. An Able Seaman may be required to relieve the Boat­ swain at the windlass during regular working hours. (f) 'When no Carpenter is carried, driving wedges and chipping, painting or cleaning the windlass, repair­ ing and maintenance of all blocks, shall not be consid­ ered Carpenter work. (g) When a Carpenter becomes ill or injured, a Deck Maintenance man may be assigned to perform carpen­ ter work for which he shall be paid his overtime rate, if the Carpenter remains incapacitated for a period in excess of three (3) days, the Deck Maintenance man may then be promoted and shall receive the differen­ tial in pay only. SECTION 13. HANDLING MOORING LINES. All hands, when available, shall be used for breaking out or stowing away mooring lines. The men who perform this work shall be paid at their applicable rate between the hours of 5 p.m. and 8 a.^. weekdays, or on Satur­ days, Sundays or Holidays. (c) If a man standing sea watches on Saturday, Sunday or Holiday is required to handle explosives, clean holds, do longshore work, work ballast, do car­ penter work, secure cargo, lay dunnage, handle mail or baggage, handle stores, use paint spray guns or sand blasting equipment, tend livestock, handle garbage, remove soot from the stack, clean bilges or clean up oil spills, clean tanks or such work as defined in Article in. Section- 34, Additional Work, he shall be paid only the rate as specified in ibis Agreement for that type of SECTION 14. DOCKING AND UNDOCKING. The work. watch on deck shall receive penalty overtime for docking SECTION 8. RELIEVING HELMSMAN. No mate or undocking after 5 p.m. and before 8 a.m., Monday shall relieve Helmsman except in an emergency. through Friday. All hands, when available, shall be used Sougeeing, chipping, painting, etc., shall not be consid­ to perform this work. ered an emergency. SECTION 15. TOPPING OR LOWERING BOOMS, (a) When all hatches are to be rigged or unrigged, all hands available are to be used in topping or lowering booms. If the booms of only onfr (1) hatch are to be topp^ or lowered, not less than two (2) full watches are to be used. SECTION 9. SEA WATCHES IN PORT. When sea (b) The watch on deck may stretch guys, handle watches are in effect all members of each respective watch shall be on duty and shall be paid the premium topping lifts and generally make ready cargo gear for topping booms. rate Saturday, Sundays and Holidays. (c) When booms are lowered and properly secured, SECTION 10. GANGWAY WATCHES, (a) In all the watch on deck may clear and secure guys. (d) The watch on deck shall perform this work with­ ports when watches are broken a gangway watch shaH be maintained at all times. A sailor shall be assigned out the payment of overtime during straight time hours. (e) 'V^en members of the Deck Department are re­ to maintain this watch and eight (8) hours shall constitute a watch. Overtime shall be paid for these watches on quired to spot hooms for longshoremen in^ranec^n weekdays between the hours of 6 p.m. and 8 a.m. On with the loading or discharging of cai day of arrival sea watches for men who are to stand ganerway watches shall be broken at midnight when stay of vessel is to exceed twenty-four (24) hours. On day SECTION 16. UNSAFE WORKING CONDITIONS. of departure, sea watches for men standing gangway Working in holds into which cargo is being loaded or watch shall be set at midnight prior to scheduled sailing discharged shall be considered unsafe working condi­ time. The Premium Rate shall be paid for watches stood from midnight to midnight on Saturdays, Sundays and tions. However, this will not prohibit the cleaning of Holidays. Sailors standing gangway watches shall be re­ between-deck spaces while cargo is being worked in the quired to care for cargo lights, raise or lower gangway, lower cargo holds. (Men working or watching cargo ensign, tend gangway lights and ropes, handle lines, shall not be included in this clause.) call tiie Deck watches and Steward Department and turn off and on deck light and anchor light switches. vessel is in port anl^^atehes are broken and men are called back for shifting ship, hauling, rigging cargo gear, securing gear, cleaning holds, etc., after 6 p.m. and bpfore 8 a.m., Monday through Friday, they shall receive a two (2) hour minimum for such call-back. (d) Gangway watch(^ shall not be maintained In the event the work exceeds-two (2) hours, the men ship is underway during the shifting of the vessel. shall receive overtime for the hours actually worked. (c) The following companies will be considered in On Saturdays, Sundays and Holidays, the men shall compliance when they maintain their own shoreside receive a minimum of four (4) hours for such callbacks. gangway watchmen in only the ports as listed below: They may be turned to one (1) or more times without Calmar Steamship—Sparrows Point, Philadelphia, the payment of additional overtime, except where the San Francisco. time exceeds four (4) hours, in which case they will be paid for the time actually worked. Delta Steamship Lines—^New Orleans. During such call-back, the men may be required Jo Waterman Steamship—^New York, New Orleans, Bal­ secure the vessel for sea but may not be required to do maintenance or repair work. timore, Mobile. (b) This section shall not apply when men are called Seatrain Lines—Hudson Waterways, New lii^ork and back to sail the vessel. San Francisco. (c) The duty of men called for the specific purpose of shifting shall be limited to work necessary for SECTION 11. DAY WORKERS, (a) The following shifting, ship and shall not include maintenance or repair rating shall- be classified as day workers: Boatswain, work. Carpenter, Storekeeper, Deck Maintenance. (d) All hands available shall be used for shifting or (b) The working hours at sea and in port' for all hauling vessels. men classified as day workers shall be from 8 a.m. to (e) When a shift or haul commences at exactly 5 p.m. 12 Noon, and 1 p.m. to 5 p.m., Monday through Friday. and the meal hour has been changed to 4 p.m. from Any work performed by day men outside of these hours 5 p.m. for the entire crew, the crewmembers who are shall be paid at their applicable rate, except for such on the vessl and are working would not be entitled to work as^defined in Article II, Section 18. the call-back. Those men who have completed their day's (c) When, in accordance with Article H, Section 44, work prior to 5 p.m. and were called back would be (c), the meal hours are changed, the hours of work entitled to the two (2) hour call-back. shall be changed accordingly. SECTION 18. GOING ASHORE TO TAKE LINES. SECTION 12. CARPENTER'S DUTIES, (a) Routine The practice of putting sailors ashore to handle lines duties of the Carpenter shall include the following: when docking or undocking is to be avoided as far as possible. If, however, no other means for handling lines 1. Painting, chipping and cleaning the windlass. 2. Sounding hilges, fresh water, and ballast tanks is available, and sailors are required to catch the lines, or let them go the sailors actually handling lines shall daily. receive five dollars ($6.00) each in each case. This is to be 3. Shoring-up cargo. in addition to overtime, if they are working on overtime 4. Standing by the windlass when necessary. 5. Maintenance work such as repairinjg locks, installing at that particular moment. After the ship is properly moored, and members of porthole gaskets, fixing and fastening steel lockers, "the Deck Department are rquired to,put out additional . and all blocks. _ 6. Such other work as is customary for Carpentdf lines or single up lines during regular working hours no additional money shall be paid. to perform. (b) No overtime shall be paid to members of the ' SECTION 19. SECURING CARGO, (a) If cargo is Deck Department who are required to assist the Car­ not properly secured before going to sea and the Crew Members are required to secure such cargo,! penter during Ibeir regular hours. (c) 'When mendiers of the Deck Department are required by the rfScM-in-diMite • to perform regular (b) Routine tightening up of Cargo lashing and recwpenter lashing of cargo which has come adrift shall not conr (d) ^utine soundings shall be taken on Satordays, stitute overtime. Sundays and Holidays at sea. Except in an emergency, SECTION 20. HANDLING HATCHES, (a) When only members of the Unlicensed Deck Department shall the sailors are used to reiqpve hatches, strong backs Hi0 24 <C' ^ < J / ' ' V ' i " f �and tank tops for the purpose of loading or unloading cargo, or to cover up hatches when cargo is in the vessel, they shall receive overtime as per-Article II, Section 32, of this Agreement. (b) No overtime shall be paid to day men or the watch on deck between the hours of 8 a.m. and 5 p.m., Monday through Friday for covering up when no cargo is in the ship or taking off hatches for any purpose other than actual cargo operations. (c) No member of the Unlicensed Personnel shall be required to perform this work where it conflicts with the longshoremen and the longshoremen have contracts covering such work. SECTION 21. LAYING DUNNAGE FOR CARGO. When the crew is required to actually lay dunnage in ireparation for cargo,| IThis does not mean handling of dunnage in order to SECTION 31. CLEANING BILGES & OIL SPILLS, (a) When any member of the Unlicensed Personnel in the Deck Department is required to enter any bilge which has bron flowed with fuel oil, for the ;purpose of the Deck Department without the payment of overtime. (f) When any work described above is performed by the Unlicensed Personnel and overtime is payable, (b) When men are required to cleanup oil spills on SECTION 35. CHAIN LOCKER. Not less than two (2) Able Seamen shall be sent into the chain, locker to stow chain. deck or oil spills on houses, masts or over the side, as a result of refueling or overflow from tanks,! (c) There shall be only one (1) payment for cloning up after each spill. SECTION 32. TANK CLEANING, (a) When crewmembers are required to enter any tank in which water is regularly carried, for the purpose of cleaning or mak­ ing repairs therein, SECTION 36. PYRAMIDING OVERTIME. There shall be no duplication or pyramiding of overtime except where specifically provided for. ARTICLE IV ENGINE DEPARTMENT clean holds, but only refers to actual flooring off with dunnage for cargo. When crew is required to install grain fittings or otherwise prepare holds for grain cargo, they shall be paid at the rate specified above. (b) When crewmembers are required to enter tordm that have contained animal, vegetable, petroleum oil or creosotes, including bunkers or molasses or after the use of butterworth system, for the purpose of cleaning SECTION 22. CLEANING CARGO HOLDS, (a) or making repairs therein, they shall be paid at the rates Members of tbe Unlicensed Deck Department may be indicated below. required to clean and sweep cargo holds. (c) The rate for cleaning cargo holds, which have carried penalty cargo, shall be that shown in Article II, S^tion 30. SECTION 23. HANDLING MAIL OR BAGGAGE. When sailors are required to handle mail or baggage, they shall be paid the rates specified in Article II, Sec­ tion 32. { SECTION 24. VESSEL'S STORES, (a) Sailors may be required to handle deck stores, radio batteries and "This shall also apply to cofferdams which have been radio equipment, either on the dock or aboard ship dur­ ing their regular hours without payment of overtime.- fouled through leakage of the above mentioned cargoes. (c) When tanks described in (b) above are being Regular hours shall be from' 8 a.m. to 12 Noon and cleaned and cleaning has been completed, a bonus of from 1 p.m. to 5 p.m. Monday through Friday. (b) When sailors are required to handle galley coal. Steward or Engine room stores, either on the dock or aboard shi; This bonus will compensate for the clothing allowance (c) Daily supplies of provisions to be used for port and shall be paid only once during each ballast voyage. consumption shall be brought aboard by the sailors It is understood that sea boots for tank cleaning will be during regular hours when required to do so, without furnished by the Company. While engaged in tank cleaning, men shall receive no other overtime. payment of overtime. The men who are hauling the buckets during tank (d) The oflicer in charge shall determine the number cleaning operations under this Sectionof sailors required for handling ship's stores. (e) The Company reserves the right at any time to use shoregangs to handle ship's stores. (dj For any work performed in cofferdam or void SECTION 25. USING PAINT SPRAY GUNS AND tank which has not contained water, oil, .creosotes, etc., SAND BLASTING EQUIPMENT. When members of the men required to perform such work the crew are required to paint with spray guns. - X _ SECTION 3. HOURS OF WORK. ~ (a) Working The same shall apply to members required to handle When spray guns, other than small hand type, are or shift butterworthing machines during the butterworth hours in port and at sea for all men classified as day being used for painting, two (2) men shall operate same operations or wash tanks from the decks. workers shall be from 8 a.m. to 12 noon and 1 p.m. to and both men shall receive overtime, at the applicable (e) A minimum of tlTree (3) men shall be required for 5 p.m. Monday through Friday. Any work outside tiiese rate. the purpose of shifting butterworthing machines. When hours or on Saturdays, Sundays or Holdays is to be paid Two (2) men shall be iised on sand-blasting operation butterworthing machines are in^ operation one (1) man for at the applicable rate, except as provided in Article and shall be paid in the same manner as when spray guns shall be required to stand by the machines. The man who II, S^iion 18. When in accordance with Article II, Sec­ are used. is standing by the machines shall do no other work. How­ tion 44(c), the meal hours are changed, the hours of ever, the other men may be required to perform other work shall be changed accordingly. SECTION 26. SANITARY WORK. Sanitary work work between 8 a.m. and 5 p.m. Monday through Friday. (b) Working hours in port or at sea for all men shall be done on weekdays between 6 a.m. and 8 a.m. classified as watchstanders shall be forty (40) hours per without the payment of overtime. Sanitary work in this week, Monday through Friday. Any work performed on section shall mean cleaning the wheelhouse, chartroom, Saturdays, Sundays or Holidays shall be paid for at cleaning windows and mopping out wheelhouse. their premium rate. Weather conditions may necessitate additional mop­ ping of water from the wheelhouse and cleaning of the wheelhouse windows. SECTION 27. CLEANING QUARTERS. One (1) Ordinary Seaman on duty shall be assigned to clean quarters and toilets of the Unlicensed Personnel of the Deck Department, Two (2) hours shall be allowed for this work between the hours of 8 a.m. and 12 Noon daily, both at sea and in port, as designated by the oflScer-in-charge. On vessels of 25,500 D.W.T. or over the Ordinary Seaman shall be allowed four (4) -hours daily for performing this work. On C-4's Ordinary Seamen shall be allowed three (3) hours for this work. SECTION 28. TENDING LIVESTOCK. When live­ stock is carried the sailors may be required to tend and feed the livestock and clean up stalls or cages. For such work ^ SECTION 29. GARBAGE. Garbage shall be stowed away from crew's quarters. When members of the Deck Department are required to handle garbage by hand or shovel,! SECTION 30. REMOVING SOOT FROM SMOKE STACK. When members of the Deck Department are Trequired to remove accumulated soot foom inside^of t^ smoke stack, " SECTION 34. ADDITIONAL WORK, (a) In all ports, members of the Deck Department may be required to chip, sougee, scale, prime and paint the vessel over the sides. ~ They may also paint the crew's messroom, crew's lounge, crew's laundry and such passageways or part of passageways where unlicensed quarters, heads and showers are located, between 8 a.m. and 5 p.m., Monday through Friday, without the payment of overtime. (b) Overtime shall be paid when sailors are required, either in port or at sea, to chip, sougee, scale, prime or paint galley, pantry, saloon, living quarters, forecastle, lavatories and washrooms, which arcLnot used by the Unlicensed Deck Department. (c) Non-permanent transient or irregular foreign shore labor shall not be employed to perform any of the work in the licensed or unlicensed quarters, store rooms, passageways, galleys and mess rooms, except in those instances where the Company uses established shore labor. Companies on regular trade routes who, prior to June 1, 1954, used established shore labor in foreign ports may continue such practice. (d) At sea or in port, the Deck Department may be required to sand and varnish all outside rails, storm and screen doors. (e) When no Carpenter is carried, the greasing and testing of reach rods in cargo holds, except the freeing up or mechanized repairs thereto, shall be performed by SECTION 4. WORK ON SATURDAYS, SUNDAYS AND HOLIDAYS AT SEA. (a) Except as otherwise specifically provided, if a man standing regular watch at sea or in port on Saturday, Sunday and Holidays, is required to do work other than routine work for the safe navigation of the^v^^^^^ (b) If a man staniLg watch on Saturdays, Sundays or Holidays is required to actually do longshore work, tank cleaning, or handle explosives during his watch he shall be paid at the applicable rate only as specified in this Agreement for that type of work in lieu of the premium rate. SECTION 5. WORK OUT OF ENGINE SPACES. No Unlicensed Member of the Engine Department other than the Deck Engineer, Engine Utility,. Storekeeper, Unlicensed Junior Engineer, Electrician, Wiper, Plumb­ er, Machinist, Ship's Welder-Maintenance and Q.M.E.D. shall be required to work outside the engine spaces without the payment of overtime. Engine spaces shall consist of fireroom, engine room, ice machine room and shaft alley. For the purpose of routine watch duties, the engine spaces shall consist of fireroom, engine roOm, ice machine room, steering engine room, and shaft alley. Ftp JS �SECTION 6. SETTING WATCHES. Sea watches for men standing donkey watches shall be set at midnight prior to scheduled sailing time. SECTION 7. BREAKING WATCHES. When a vessel is in port as defined in Article II, Section 34, and is scheduled to remain in port twenty-four (24) hours or longer, sea watches shall be broken. Whep scheduled stay of vessel is less than twenty-four (24) hours, sea watches shall be maintained. When the vessel arrives in port and is to depart prior to midnight of the following day, sea watches for those men who are to maintain donkey watches shall not be broken. /' When the vessel arrives in port ahd is scheduled to depart after midnight on the following day, sea watches for those men who are to stand donkey watches shall be broken at midnight on day of arrival. On day of arrival, any part of a sea watch from midnight until 8 a.m. shall constitute a complete watch. This shall not apply to men who are to stand donkey watch. When such arrival occurs on a Saturday, Sunday or Holiday, the premiiim rate shall only be paid for hours actually worked on such watch. When watches are not broken in port, penalty overtime shall be paid for all watches stood after 5 p.m. and before 8 a.m. If watches are broken in a port after having been maintained for a i)eriod of time, penalty overtime shall be paid for all watches stood between time of arrival and breaking watches. This shall not apply when the crew is being paid overtime for standing watches. This ex­ cludes men standing donkey watches. SECTION 8. SUPPER RELIEF, (a) At sea or in port, the 4 to 8 watch shall relieve itself for supper. When any member'or members ofthe Engine Department off duty are required to relieve the 4 to 8 watch during maneuvering, overtime shall be paid.S (b) In port, the man detailed to oil winches shall relieve the fireroom watch for supper when cargo is being worked, except when two (2) or more men are standing fireroom and/or engine room donkey watches together. 1 SECTION 9. ELECTRICIANS. (1) The hours of the Electrician while on day work shall be from 8 a.m. to 12 noon and from 1 p.m. to 5 p.m., Monday through Friday. When the Electrician is requested to make a routine daily inspection on Saturdays, Sundays and Holiday, he, shall be paid at his premium rate. (2) liie Chief Electrician shall be responsible to and take orders from the Chief Engineer, or in the absence of the Chief Engineer, he shall take orders from the Senior Engineer or the Engineer on watch; all other Electricians to be directly responsible to the Chief Electrician. In the absence of the Chief Electri­ cian, the/other Electricians take orders from the Engi­ neer. In. the case of Watch Electricians, Electricians are responsible'to the Senior Watch Engineer on board. (3) Electricians shall do all electrical work. They shall also oil or grease the mechanical parts* of the elevators, cargo winches, or electrical conveyors, with­ out the payment of overtime. (This shall not apply to Si-porters or simitar equipment.) When necessary to reach electrical equipment, the Electricians may also be required to perform maintenance work at the steam or diesel end of machinery. Overtime shall be paid for all electrical or mechani­ cal work performed on any of the following equipment: gryro compass, gsrro repeaters, gyro batteries, and gyro M.G. sets, radio communication receivers, transmitter, radio conununication batteries, motor generator sets, radio direction finder equipment, fathometer equipment, radar equipment and Loran system equipment. (4) Electrician's refusal to do electrical work, when .such work renders Electricians liable to electrocution, . or where hazardous conditions exist, shall not be deemed refusal of duty. (5) When- cargo is being worked with vessel's elec­ tric cargo-handling machinery after 5 p.m. and before 8 a.m. weekdays or on Saturdays, Sundays and Holi­ days, the Electrician shall do all work necessary to keep electric cargo handling machinery in operation. Overtime shall be paid straight through for such periods including time of standing by, preparation of gear to work cargo and securing of such gear there­ after. However, overtime shall cease if cargo work ceases for periods in excess of two (2) hours. If no cargo is being worked during the noon hour on Saturdays, Sun­ days and Holidays and he is. given his full meal hour, no overtime shall be paid for that hour. (6) Electricians shall not be required to do- any painting or cleaning of electrical machinery spaces and the outside of electrical equipment, such as motors, generators, panel boxes, fans, vent filters, electrical fixtures and glassware. This does not mean that the Electricians will not be required to cle^n up any oil or grease spilled in connection with their regrular duties. (7) Electricians shall be required to maintain the inside of motors, generators, panel boxes, fans and the face of switch panels. They shall also maintain cargo and cluster li,;hts and do all sweeping and cleaning in resistor houses and fan rooms. (8) When Electricians are required to install any heavy equipment, whether new or additional, they shall be paid for such .work at the applicable rate. This shall not apply, however, tO' removals or replacement or re­ pairs to worn out equipment, nor to installations of new or light equipment such as wiring and small electrical fixtures and equipment. (9) On vessels carrying Electricians, a properly equipped workshop, when available and convenient. • '• 4 ,-i '[• 'ii:V<'-- -f i hge 26 / i .r* ) r -/'r t J : > • • 't f* • i • r (j' •» * i t » t I f. f > -I t t • / ->-». > ' ' i t i i • • t » jl ' f • '• '--f ,r 1 -MJ ^ • V' • ' * f • i ' I ' will be assigned the Electricians for use as a storeroom for supplies and tools and for overhauling electrical equipment. Electricians shall keep this workshop clean, but shall not be required to paint or sougee. ' (10) In port, when an Electrician on day work, is recalled to the ship on weekdays, after 6 p.m. and be­ fore 6 a.m. and on Saturday, Sunday and Holidays, he shall receive a minimum of three (3) hours overtime at his applicable rate. If turned to after 6 a.m., he shall re­ ceive a minimum of two (2) hours overtime at his overtime rate. This clause shall not apply when he .is recalled to stand by for the purpose of assisting in getting the vessel underway. (11) At sea, when Electricians on day work are called out to do any repair work after midnight and before 8 a.m., a minimum of two (2) hours overtime shall be paid. (12) When the Electrician is requested in writing by the Company to furnish his own'tools he shall re­ ceive twenty dollars ($20.00) per month in addition to his basic wage. (13) The Chief Electrician shall keep Meiger read­ ings of electrical equipment up to date during his regu­ lar working hours. (14) Electricians shall not be required to rewind coils or armatures except in cases of emergency. (15) The Electrician, when available, should be assigned to operate electrical controls on life-boat winches when they are being used. (16) Except in emergencies, all electrical work nor­ mally assigned to Electricians as their regular duties should be performed by the Electricians, when they are aboard. (17) He will not be required to reline brakes on electric winches, anchor windlasses or capstan. (18) The Chief Electrician shall keep an inventory of all supplies and equipment on hand and he shall make requisitions for all needed electrical supplies and tools, subject to approval of the Chief Engineer. Tak­ ing voyage inventories, however, shall be confined to straight time hours. (19) Where less than three (3) electricians are carried, they shall be classified as day workers. (20) When three (3) electricians are carried, they shall be put on regular sea watch at sea of four (4) hours on and eight (8) hours off. In port, these Electricians shall be classified as day workers. (21) Electricians shall make any needed repairs to maintain electric refrigerators, electric washing machines and electric clothes dryers. (22) No overtime is payable under this section when the MG sets supply electricity for the' entire vessel. Regardless of the location of the MG sets the use shall determine whether or not overtime is payable. If the MG sets are used to supply electricity for, the vessel, no overtime is payable. If the MG sets are not used for the entire vessel but used for reasons specified in Article IV, Section -9 (3), overtime s^all apply as specified in this Agreement (23) On all vessels carrying containers (of any size) it shall be the routine duty of the Electrician l^tween the hours of 8 a.m. and 6 p.m., Monday through Friday: (a) to plug and unplug the reefer boxes. (b) to perform all electrical repairs necessary on reefer boxes. (24) Crane Maintenance Electrician It shall be the duty of the Crane Maintenance Electri­ cian to perform the work as defined above for Elec­ tricians. In addition, he shall perform the work as defined for Deck Engineer under Article IV, Section 15, and perform all work necessary for the maintenance and operation of the shipboard cranes. (25) Electrician/Reefer Maintenance It shall be the duty of the Electrician/Reefer Main­ tenance to perform the work as defined above for Elec­ tricians. In addition, he shall perform all work as defined in Article IV, Section 11, Refrigerating Engi­ neers. (26) The Crane Maintenance Electrician and the Electrician/Reefer Maintenance shall be required to have the necessary qualifications to sail as Electrician. They shall also be certified by the United States Coast Guard as Oiler and Fireman Watertender. They may, when necessary be placed on watch to replace a miss­ ing watch stander, without the payment of overtime except as specifically provided in this Agreement. SECTION 10. UNLICENSED JUNIOR ENGI­ NEERS. (a) On vessels carrying only three (3) Un­ licensed Junior Engineers, they shall be classed as watch standers and while at sea, shall be put on reg­ ular sea watches of four ^ (4) hours on and eight (8) hours off. In port, the Unlicensed Junior Engineers may be put on day work. — (b) DUTIES AT SEA. They shall assist in the operation of the plant and shall be required to do main­ tenance and repair work as directed by the Watch Engineer between the hours of 8 a.m. and 5 p.m., Mon­ day through Friday, without the payment of overtime. Such maintenance and repair work shall be confined to engdne room, fireroom, machine shop, storeroom in or adjacent to engine room, shaft alley, and ice machine room. Tliey shall not be required to do general clean­ ing, painting, cleaning paint, polishing work, wirebrushing, chipping, or scaling without the payment of overtame. (c) DUTIES IN PORT. They shall be required to do maintenanc.") and repair work between,the hours of 8 a.m. and 12 noon, 1 p.m. and 5 p.m., Monday through Friday. Such maintenance and repair work shall be confined to engine room, fireroom, machine shop, store­ room in or adjacent to engine room, shaft alley, ice machine room and steering engine room. (d) ,If required to replace another member of the Unlicensed Personnel, they shall be governed by the working rules covering that particular rating. (e) On vessels carrsring day Unlicensed Junior Engi­ neers in addition to watch Unlicensed Junior Engineers, their duties shall be as follows: At sea and in port they shall be required to do main­ tenance and repair work as outlined in subsection (c) above under the direction of the Engineer in charge. They may assist in taking on Engine Department stores including water and fuel. (f) On those vessels where three (3) Unlicensed Junior Engineers are carried, they shall be classed as watchstanders. On those vessels where less than three (3) Un­ licensed Junior Engineers are carried, they shall be classed as day workers. (g) On those vessels where more than three (3) Un­ licensed Junior Engineers are carried, three (3) Un­ licensed Junior Engineers shall be classed as watch -standers and the additional Unlicensed Junior Engineers shall be classed as day workers. SECTION 11. REFRIGERATING ENGINEERS. (a) While refrigerating plant is being operated at sea. Refrigerating Engineers shall be assigned to watches of four (4) hours on and eight (8) hours off. (b) When refrigerating plant is operating continu­ ously in port, the Refrigerating Engineer may be re­ quired to stand donkey watch of eight (8) hours on and sixteen (16) hours off. (c) When refrigerating plant is not being operated and no refrigerated cargo is on board, they shall be assigned to day work in the engine room in accordance with working rules for Oilers on day work. (d) Refrigerating Engineers on day work may be required to supervise the stowing of reefer cargo in which event they shall be paid overtime while the reefer cargo is being worked between the hours of 5 p.m. and 8 a.m. weekdays. On Saturdays, Sundays and Holidays, they shall be paid at their Premium Rate. (e) At sea, while on watch, no overhauling work, breaking calcium, shifting or moving CO-2 bottles shall be done between the hours of 5 p.m. and 8 a.m. week­ days or on Saturdays, Sundays and Holidays, without the payment of overtime. In case of emergency, such as excessive gas leakage or loss of brine, the Refrigerating Engineer on watch shall correct this condition as part of his regular duties without the payment of overtime. (f) While on watch duty. Refrigerating Engineer shall be required to leave safe working conditions, keep­ ing the spaces around the ice machines and their auxiliaries clean of oil, water and refuse accumulated during his watch, but he shall not be required to do any painting, cleaning paint, chipping, scaling or shin­ ing bright work. They shall maintain and operate all refrigeration and air-conditioning machinery, and take temperatures at refrigeration machinery, fan rooms, boxes, and reefer containers. (g) On day work. Refrigerating Engineers shall work under the direction of the Chief Engineer or Licensed Engineer in charge of refrigerating plant. Their duties shall consist of overhauling and repair work necessary in connection with the upkeep and maintenance of re­ frigerating machinery, its auxiliaries, and equipment. They shall not be required to paint, sougee, chip, scale, shine bright work, or do cleaning work unless over­ time is allowed for such work. (h) At no time shall they pull or shift ice. SECTION 12. PLUMBER-MACHINIST, (a) The Plumber-Machinist shall be classified as a day worker. (b) Plumber-Machinists shall be required to do re­ pair work on fresh and salt water lines and small steam lines connected with domestic department of the vessel, bathroom fixtures, radiators, galley fuel oil lines, steam cookers and coffee urns, ahd shall do general machine shop work. They may be required to take on water during regular working hours without the pay­ ment of overtime. SECTION 13. EVAPORATOR MAINTENANCE MEN. (a) They shall stand two (2) watches of four (4) hours each per day, while evaporators are in use at sea. When evaporators are used in port, watches shall be changed to eight (8) hours on and sixteen (16) hours off. (b) When evaporators are in use, they shall tend evaporators and other auxiliaries in the evaporator spaces. (c) When evaporators are not in use, they shall be classed as day workers. (d) While on day work, they may be required to perform general maintenance and repair work in the Engine Department, and they may be required to assist in taking on water, fuel oil and Engine Department stores, but they shall not be required to clean boilers, tanks or tank tops, or do any cleaning, sougeeing, scaling or painting without the payment of overtime. They may be required, however, to do, minor sougeeing or spotting up in the evaporator room. They may also be required to replace Oilers, Watertenders, Firemenwatertenders or Firemen who are sick, injured, or missing. ~ SECTION 14. STOREKEEPER, (a) They shall be classified as day workers. (b) They shall supervise the work-of the Wipers under instructions from the First Assistant Engineer and they shall have charge of storeroom and stores, and maintain inventories. (c) They shall not be required to do any painting, cleaning paint, wirebrushing, chipping, scaling or polish­ ing work without the pajrment of overtime, except in the Engine Department storerooms. SECTION 15. DECK ENGINEER, (a) It shaH be �the^ duty of the Deck Engineer to oil and maintain winches and do maintenance and repair work to deck machinery and deck piping, and when no Electrician is carried he may be required to care for lights, fuses and overhaul electric fans. This will not include mast lights, navigation lights and cargo lights permanently installed. Lifeboat motors are not to be considered as deck machinery. The Deck Engineer shall not be re­ quired to work- on any electric motors such as refrigera­ tor motor?, etc., without the payment of overtime. (b) The Deck Engineer shall not be required to do any cleaning or repair work in the engine room, lireroom or shaft alley, without the payment of overtime. (c) The Dcck Engineer shall not be required to do any additional work while oiling deck machinery, except for running or breakdown repairs. (d) The Deck Engineer shall oil and maintain winches until midnight on days of arrival and departure. An Oiler or Engine Utility shall be assigned to those duties on all other days after 5 p.m. and before 8 a.m., however, the Oiler or Engine Utility assigned to oil winches from 5 p.m. until midnight shall be knocked off from 4 p.m. to 5 p.m. for supper. (e) The Deck Engineer shall run steam on and off deck machinery and warm up same when deck ma­ chinery is needed to handle ship's lines, except when cargo is being worked and an Oiler or an Engine Utility has been assigned to oil winches. (f) The Deck Engineer or another competent mem­ ber of the Unlicensed Personnel shall stand by when deck machinery is being turned over to prevent freezing. (g) The Deck Engineer shall not be required to do any general painting, cleaning paint, wirebrushing, chipping, scaling or polishing work without the pay­ ment of overtime. (h) The Deck Engineer may be required to clean out toilets, scuppers or drains when they are stopped up, but he shall not do any maintenance, repair or plumbing work on domestic lines, toilets, sinks, radia­ tors, etc., without the payment of overtime. (i) If the Deck Engineer is required to stand watches due to the shortage of men, such watches stood between the hours of 6 p.m, and 8 a.m. weekdays shall be paid for at the overtime rate. However, all watches stood shall be in addition to his regular duties as Deck Engrineer. In this case, there shall be no di­ vision of wages. SECTION 16. UTILITYMAN (a) The Utilityraen shall be classed as day workers. (b) They shall be required to assist Engineers or Deck Engineers, etc., in all Engine Department work, including the repair of reefer containers. (c) They shall be required to have qualifications as Oilers; Watertenders and Firemen. (d) They shall not replace any member of the Un­ licensed Personnel, except when such member is missing or unable to perform his regular duties due to illness or injury. (e) All work that is overtime for Wipers during their regular working hours, with the exception of repair work, shall be overtime for the Utilityman when performing the same type of work. (f) They shall do no cleaning, painting, chipping, scrapping, wirebrushing, shining of brass, etc. ' SECTION 17. OILERS-DIESEL, (a) While on sea watch they shall make regular rounds on main engines and auxiliaries, pump bilges, clean strainers and cen­ trifuges, watch oil temperatures and pressures. If required, they shall drain oil for piston oil tanks every hour and shall pump up water for gravity. They shall be required to tend small donkey boiler for heating purposes, without payment of overtime. However, when boiler is being used for heating cargo oil, an overtime allowance of two (2) hours per watch shall be allowed the Oilers. (b) They shall do no cleaning or station work but shall be required to leave safe working conditions for their relief, provided such work shall not be done when Wipers are on duty. ~ (c) In port. Oilers shall maintain a regular donkey watch. They shall oil auxiliaries, tend small donkey boilers, and look after entire plant. Oilers on donkey watch may be required to do maintenance work in the engine room between 8 a.m. and 5 p.m. weekdays. On Saturdays, Sundays and Holidays, and after 5 p.m. and before 8 a.m. weekdays, the Oilers on watch shall receive their applicable rate and no additional overtime shall be paid if cargo is being worked. (d) Oilers shall not be required to do any painting, cleaning paint,..wirebrushing, chipping, scaling or polish­ ing work without the payment of overtime. SECTION 18. OILERS ON SEA WATCHESSTEAM. (a) They shall perform routine duties, oil main engine (if reciprocating), watch temperatures and oil circulation (if turbine), oil auxiliaries, steering en­ gine and ice machine. They shall pump bilges and they shall also tend water where gauges and checks are in the engine room and no Watertenders are carried. (b) They shall do no cleaning or station work but shall be required to leave safe working conditions for their reliefs, keeping the ppaces around main engine and auxiliaries clean of any excess oil. Their routine duties shall include cleaning oil strainers arid purifier. (c) On vessels with small cargo refrigeration plants. Oilers shall oil plant. When the Oiler is required to take reefer cargo box temperature, he shall be paid one (1) hour's overtime for each watch. On vessels carrying watch freezers. Oilers shall not handle refrigeration plant. (d) If required to start or blow down evaporator, he shall be paid one (1) hour overtime for each operation. However, when such equipment is placed in operation. Oilers may be required to check the equipment at' regular intervals, make necessary adjustments to in­ sure proper and even flow of condensate and salt water and oil and tend any pumps operated in connec­ tion with such equipment without the payment of over­ time. (e) On turbine-propelled vessels which are certified as passenger vessels and are carrying passengers, the Oiler on the midnight to 4 a.m. watch may be required to assist in blowing tubes, where automatic soot blowers are in vlse(f) Oilers shall not be required to do any painting, cleaning paint, wirebrushing, chipping, scaling or polishing work without the payment of overtime. (g) In port when sea watches are maintained, the Oiler on watch shall be paid penalty overtime after 5 p.m., and before 8 a.m., weekdays and on Saturdays, Sundays and Holidays, at the premium rate. SECTION 19. OILERS ON DAY WORK—STEAM. They shall assist the Engineers in maintenance and re­ pair work in engine room, machine shop, shaft alley, ice-machine room, and storeroom when located in, or adjacent to engine room. They shall not be required to do any cleaning of boilers, painting, cleaning paint, polishing work, wirebrushing, chipping or scaling with­ out the payment of overtime. SECTION 20. WATERTENDERS ON SEA WATCH­ ES. (a) They shall perform their routine duties, tend water and boiler auxiliaries, oil temperatures, stack draft and supervise firing. They shall handle any valves in connection with the operation of the boilers as di­ rected by the Engineers. (b) They shall not be required to crack any main or auxiliary steam stop valves. However, when stops have been cracked, they may open them wide. (c) They shall not be required to do any painting, cleaning paint, wirebrushing, chipping, scaling or polishing work without the payment of overtime. SECTION 21. WATERTENDERS IN PORT. (a) They shall maintain a regular donkey watch and shall maintain steam and tend auxiliaries, including ice machines. (b) They shall be paid overtime at the applicable rate after 5 p.m., and before 8 a.m., weekdays and on Saturdays, Sundays and Holidays. (c) Watertenders shall not be required to do any painting, cleaning paint, wirebrushing, chipping, scaling, or polishing work without the payment of overtime. SECTION 22. VESSELS HAVING BOTH WATERTENDERS AND FIREMEN. In port, as defined in Article II, Section 34, and sea watches are broken, Watertenders shall stand all donkey watches and Fire­ men shall be put on day work. SECTION 23. FIREMEN/WATERTENDER. (a) They shall be required to tend water, clean burners, strainers and drip pans, punch carbon, keep steam, tend fuel oil pressure and temperatures and oil fuel circula­ tion pumps which are located in the fireroom only ex­ cept as in Article IV, Section 34. (b) They shall clean up excess oil occasioned by changing burners and strainers and shall leave the fireroom in a safe condition when relieved. (c) They shall not be required to do any painting, cleaning paint, wirebrushing, chipping, scaling or polish­ ing work without the payment of overtime. (d) Except as otherwise provided herein, when on donkey watch they shall be required to keep steam. (e) If the ship arrives in port between 5 p.m. and midnight, the Fireman/Watertender shall continue on sea watches until midnight and shall maintain steam. Penalty overtime shall be paid for this work. SECTION 24. WATER-TUBE FIREMAN ON SEA WATCHES, (a) They shalT do routine duties of the watch such as keeping burners clean, cleaning strainers and drip pans and punch carbon. They shall not be re­ quired to leave the confines of the fireroom at any time to do any work outside of the fireroom, except as pro­ vided for in Article IV, Section 34. (b) They shall be required to keep their respective stations cleaned and painted between the lowest grating and the floor plates. On vessels with irregular gratings, 10 feet from the floor plates shall be considered the Fireman's station limit. (c) Fanning tubes and the use of XZIT and similar preparations shall be classified as general cleaning work and shall be confined to regular cleaning hours. (d) They shall not be required to blow tubes by hand. However, the Fireman on watch may be required to assist in opening and closing breeching doors, and in turning steam on and off. Where automatic soot blowers are used Fireman will handle valves connecting with same. SECTION 25. WATER-TUBE FIREMAN ON DAY WORK, (a) In port, they shall be required to do general cleaning, polishing and painting work, in the fireroom, sponging and blowing tubes, and shall assist the Engineers in making repairs to boiler mountings etc. (b) They may also be required to wash down steam drums of water tube boilers. (c) When required to do any cleaning of boilers and fireboxes other than the above, they shall be paid over­ time. SECTION 26. FIRE-TUBE FIREMEN ON SEA WATCHES, (a) They shall perform routine duties, clean burners, strainers and drip pans, punch carbon, keep steam, watch fuel oil pressure and temperature, (b) They shall clean up excess oil occasioned by changing burners and strainers without payment of overtime and shall leave the fireroom in a safe con­ dition when relieved. .(c) They shall not be required to do any any painting, cleaning paint, wirebrushing, chipping, scaling or polish­ ing work without the payment of overtime. (d) If the ship arrives in port between 5 p.m. and mid­ night, they shall continue on sea watches until midnight and shall maintain steam and tend auxiliaries including ice machine. Penalty overtime shall be paid for this work. SECTION 27. FIRE-TUBE FIREMEN IN PORT, (a) They shall keep burners, strainers and drip pans clean at all times. They shall also clean up excess oil occassioned by changing burners and strainers without payment of overtime and shall leave the fireroom in a safe condition when relieved. They shall do no boiler work. They shall keep steam for the auxiliaries and safety of the ship and take care of the entire plant. They shall receive overtime after 5 p.m., and before 8 a.m., Monday through Friday. (b) They shall not be required to do any painting, cleaning paint, wirebrushing, chipping, scaling or polish­ ing wofk viathout the payment of overtime. SECTION 28. WIPERS, (a) They shall be classed as day workers. (b) It shall be routine duties for the Wipers to do general cleaning, including oil spills -on deck, painting, cleaning paint, wirebrushing, chipping, scaling, sougeeing, polishing work in the Engine Department, in­ cluding resistor houses and fanrooms, cleaning and painting steering engine and steering engine bed, and take on stores. However, when taking on fuel oil or water, and the hoses are connected and disconnected by shoreside personnel,, the Wiper shall not be required to assist. When the ship's personnel handles the con­ nections, the Wiper shall be used to assist in connecting and disconnecting and putting hoses away but should not be required to stand by. ^Pumping of galley fuel tank shall be performed on Saturdays, Sundays and Holidays during the two (2) hours' sanitary work. (c) They shall not be required to paint, chip, 'sougee or polish bright work in fireroom fidley, except in port. (d) One (1) Wiper shall be assigned to clean quarters and toilets of the Unlicensed Personnel of the Engine Department daily. Two (2) hours shall be al­ lowed for this work between the hours of 8 a.m. and 12 noon daily, both at sea and in port, as designated by the Engineer in charge. On vessels of 25,500 D.W.T. or over, the Wiper shall be allowed four (4) hours daily for performing this work. On C-4's the Wiper shall be allowed three (3) hours daily for the work. • (e) They may be required to paint unlicensed En­ gine Department quarters without payment of over­ time during their regular working hours. (f) They shall be paid overtime for cleaning in firesides and steam drums of boilers. They may be re­ quired to wash out steam drums with hose -without payment of overtime. (g) They shall be paid overtime when required to clean tank tops or bilges by hand or whep required to paint in bilges. However, cleaning bilge strainers, cleaning away sticks or rags shall be considered part of their duties and shall be done without the payment of overtime. (h) They shall assist the Engineers in blowing tubes, and they shall also assist the Engineer in putting XZIT, and similar preparations and boiler compounds in the boiler. (i) They may be required to assist in repair work, but they shall not be assigned to a repair job by them­ selves without the payment of overtime. This is not to include dismantling equipment in connection with cleaning; such as, grease extractors, bilge strainers and evaporators, etc. (j) They shall be required to pump up galley fuel tank during straight time hours without the payment of overtime. (k) While vessels are transiting the Panama or Suez Canal, one (1) Wiper shall be assigned to trim ventilators to insure breeze for men below, regardless of whether it is outside of their regular working hours or not. When he performs this work outside of his regu­ lar working hours, overtime will be allowed. (1) Skimming hot wells and cleaning grease extrac­ tors shall be done by the Wipers as part of their regu­ lar duties without the payment of overtime. (m) They shall pull ice on freight ships and deliver it to the ice box without the payment of overtime, and they shall also remove ice cubes from ice cube machines where such machines are located in engine room spaces. (n) At sea, when a watchstander becomes ill or in­ jured, a Wiper may be assigned to stand his watches for which he shall be paid overtime. If the original man remains incapacitated for a period in excess of three (3) days the Wiper may then be promoted and shall receive the differential in pay only. SECTION 29. DONKEY WATCH, (a) A donkey watch is a watch performed in port by a portion of the Engine Department personnel who are required to maintain steam and to tend auxiliaries including steam winches when the main engines are secured. (b) The donkey watch shall be paid at the premium rate for Saturday, Sundays and Holidays, and on week­ days shall be paid penalty overtime after 5 p.m., and before 8 a.m. If donkey watf^hes are to be maintained during the vessel's stay in port such watches must be set at-the time sea watches are broken. (c) The intention of this Section is that, in port, donkey watches, including a Fireman/Watertender and P>ge Z7 •'.Vr "i'-t • �an Oiler will be in effect; under which circumstanceti the Oiler shall be required to oil all auxiliaries, includ­ ing steam winches. (d) Under circumstances where a Fireman/Watertender is alone on donkey watch by reason of the Oiler having been assigned to day work, or to other duties, and the Fireman/Watertender is required to tend engine auxiliaries, he shall be compensated for such work at the applicable overtime rate per hour. In no case, however, shall double overtime be paid. (e) Where either a Fireman/Watertender or an Oiler fails to stand his watch, and the work of the missing man is performed by another Unlicensed Member of the Fngine Department, then there is no additional com­ pensation payable. (f) Oilers on donkey watch may be required in addition to oiling auxiliaries to do maintenance work in the engine room between 8 a.m. and 5 p.m. without payment, of overtime weekdays. ; be ^ ruultae d qMiu:; port^.. to tend . llhiE fihaJi aupfy SECTION 30. TANK CLEANING (a) When crewmembers are required to enter any tank in which water is regularly carried, for the pur­ pose of cleaning or making repairs therein, H" This shall also apply to cofferdams which have been fouled through leakage of the above-mentioned cargoes. (c) ]^hen tanks described in (b) above are being cleaned and cleaning has been completed, a bonus i m ArtiadU II. Sae^ 21 Uvertuua This bonus will compensate for the clothing allowance and shall be paid only once during each ballast voyage. It is understood that sea boots, for tank cleaning will be furpished by the Company. While engaged in tank clean­ ing, men shall receive no other overtime. The men who are hauling the buckets during tank cleaning operations under this section W (d) For any work performed in cofferdam or void tank which has not contained water, oil, creosotes, etc., the men required to perform such work 'III The same shall apply to members required to handle or shift butterworthing machines during the butterworth operations or wash tanks from the decks. (e) A minimum of three (3) men shall be required for the purpose of shifling butterworthing machines. When butterworthing machines are in operation one (1) man shall be required to stand by the machines. The man who is standing by the machines shall do no other work. How­ ever, the other man may be required to perform other work between 8 a.m. and 5 p.m. Monday through Friday. SECTION 31. USING PAINT SPRAY GUNS AND SAND-BLASTING EQUIPMENT. When members of the crew are required to paint with spray guns 1 i t r* ; f; r', * .! ur' SECTION 36. STANDING SEA WATCHES. DAY WORKERS. Except as otherwise speciflcally provided, the following ratings may be used to stand watches duG to a shortage of unlicensed watch standers without the payment of overtime: Deck Engineer, Engine Util­ ity, Q.M.E.D., Ship's Welder Maintenance and Wiper, or any other qualifled day worker. SECTION 37. CLEANING BILGES. When any mem­ ber of the Unlicensed Personnel of the Engine Depart­ ment is required to enter any bilge which has been flooded with fuel oil, for the purpose of cleaning,! SECTION 39. SHIP'S WELDER/MAINTENANCE, (a) The Ship's Welder/Maintenance Man shall be classed as a day worker in the Engine Department. (b) He shall be required to do burning, welding, maintenance and repair work anywhere on the vessel as directed by the Chief Engineer. (c) He shall be required to have qualiflcations as Fireman, Oiler and Watertender. (d) He may be used to replace sick, injured or missing watch-standers without the payment of over­ time, except as where speciflcally provided for in this Agreement. (e) He shall not be required to do general cleaning, painting, cleaning paint, polishing work, wirebrushing, chipping or scaling except in the course of burning, welding, maintenance and repair work. (f) He shall receive the contractual overtime rate for specifled work such as tank cleaning, cleaning bilges, using paint spray guns, etc. SECTION 40. OliiER/MAINTENANCE UTILITY. 1. The Oiler shall be re-rated to Oiler/Maintenance Utility. 2. He shall be required to have the qualiflcations of Fireman, Oiler and Watertender. 3. He shall be classed as a watch stander and shall perform the routine duties and maintenance of the Oiler and Fireman-Watertender stated in Article I"V, Sections 18, 19 and 23, Standard Freightship Agree­ ment. 4. Maintenance overtime shall be divided as equally as possible between men of this rating. SECTION 41. QUALIFIED MEMBER OF THE EN­ GINE DEPARTMENT (Q.M.E.D.). 1. The duties of the Qualifled Members of the En­ gine Department (Q.M.E.D.s) shall be all work neces­ sary for the continuance of the operation of the Engine Department. 2. He shall perform maintenance and repairs through­ out the vessel under the direction of the Engineer in charge. ' 3. If he is a day worker, he may be required to re­ place a missing Watchstander. 4. He may be required to take on fuel and water and to take soundings as directed by the Engineer in charge. 5. When no Ship's Welder-Maintenance is carried he may, if qualifled be required to burn and weld. 6. He may be required to assist in any work neces­ sary for the operation of reefer equipment and con­ tainers, including the taking of temperatures. 7. He shall not be required to chip, paint, or sougee except where such work is incidental to a speciflc repair job. When spray guns, other than small haiid type, are being used for painting, two (2) men shall operate same and both men shall receive overtime, at the applicable rate. Two (2) men shall be used on sand-blasting operation and shall be pn.td in the same manner as when spray guns are used. SECTION 3'^. CARBON TETRA-CHLORIDE. When­ ever carbon tetra-chloride is required to be used by any Unlicensed Member of the Engine Department for clean­ ing purposes, \ SECTION 33. WORK WHEN PLANT IS SHUT DOWN. When vessel is in port and the entire plant is shut down, the Watertenders, Fireman/Watertenders, or Firetube Firemen may be placed on day work. Their SECTION 43. PYRAMIDING OF OVERTIME. There work shall then consist of repair and maintenance work shall be no duplication or pyramiding of overtime ex­ ,1J i" '' 'i J '' (M Page 28 . , , , i .1 ' / # i i f > 4 f r. «»•> 'IJ.i,-'.r ' i 'r /oV'/ STEWARD DEPARTMENT SECTION 35. NEW EQUIPMENT NOT CARRIED AT PRESENT. In the event the Company should in­ stall new or different equipment than that presently in use and covered by this Agreement, the Company and. Union shall meet immediately to negotiate working rules to cover such vessel or equipment. aealingr he shall bo paid extra oowpeftgation at the tank e^anin^ rate as ^spootfled la this A^rtcmeat. ^ ^^ iu. the eve ARTfCLE y SECTION 34. FIREROOM-ENGINE ROOM BOUND­ ARIES. On vessels having no bulkheads separating engine room' and flreroom, an imaginary line is to be drawn at after or forward end of boilers, depending on location of boilers, for the purpose of deflning engine room or flreroom boundaries. This imaginary line shall not exclude from the duties of the Fireman, FiremanWatertender, Watertender, and Oilers any work as out­ lined in their respective working rules. (b) When crewmembers are required to enter tanks that have contained animal, vegetable, petroleum oil or creosotes, including bunkers or molasses for purpose of cleaning or making repairs therein, they shall be paid at the rates indicated below. """" cept where speciflcally provided for. on all boiler mounts and boiler auxiliaries which are located in the fireroom, above and below the floor plates. V:.I- -•'-.•'i ISecottd Cook $88.46 728.23 *'PhlrdCook Gods , leaamoft ^ , Itiilt an 680.14 GSu.Ii^ 534.72 534.72 714,15 714-16 061.46 661.46 - m ' 748.86 v4S.gS 18 •When passengers are carried, the Third Cook will be re-rated as Second and will be paid wages in ftccordance with this Agreement. SECTION 2. MINIMUM OVERTIME. At sea, when any member of the Steward Department is called out to work between the hours of 7:30 p.m. and 5:30 a.m., a minimum of two (2) hours overtime shall be paid. SECTION 3. HOURS OF WORK, (a) No member of the Steward Department shall be required to work in excess of eight (8) hours in any one (1) day without the payment of overtime. (b) Any work required to be performed outside his regular hours, or on Saturday, Sundays and Holidays, shall be paid for at the applicable overtime rate. (c) In port all work performed by the Steward De­ partment between the hours of 5 p.m. and 8 a.m., Mon­ day through Friday, shall be paid for at the applicable rate. The spread of hours shall be as provided in this Agreement. (d) When a vessel proceeds from one (1) city to an­ other City and (always assuming that the vessel is under Register or enrollment and a Custom clearance or permit to proceed is required), then those Cities are to be considered two (2) separate and distinct ports. If a Custom clearance or permit to proceed is not required the two (2) Cities are to be considered the same port for the purpose of applying the overtime provisions of above. SECTION 4. WORKING HOURS. Steward—eight (8) hours between 6:30 a.m. and 6:30 p.m. Chief Cook—eight (8) hours"Between 6:30 a.m. and 6:30 p.m. Cook and Baker—eight-(8) hours between 6 a.m. and 6 p.m. Second Cook—7 a.m. to 1 p.m.—4 p.m. to 6 p.m. Third Cook—7 a.m. to 1 p.m.—4 p.m. to 6 p.m. Messman—6:30 a.m. to 9:30 a.m.-— 10:30 a.m. to 1 p.m.—4 p.m. to 6:30 p.m. Steward Utilityman—7 a.m. to 1 p.m.—4 p.m. to 6 p.m. Galley Utility—6:30 a.m. to 10 a.m.— 11 a.m. to 1 p.m.—4 p.m. to 6:30 p.m. SECTION 5. AUTOMATED AND SEMI-AUTO­ MATED VESSELS, (a) Hours and Duties. 1. The Chief Steward or Steward-Cook shall super­ vise the Steward Department, eight (8) hours, between 6:30 a.m. and 6:30 p.m. 2. Chief Cook 7:30 a.m.-12:45 p.m. 3:30 p.m.- 6:15 p.m. Additional duties of the Chief Cook shall be to assist Cook and Baker during rush period at breakfast and keep utensils used by him clean. The Chief Cook shall receive the same port time overtime hours as the Chief Steward. 3. Cook and Baker 6:00 a.m.- 9:30 a.m. 11:00 a.m.- 1:00 p.m. 4:00 p.m.- 6:30 p.m. Additional duties of Cook and Baker shall be to pre­ pare, cook and serve all vegetables for dinner and supper meals. Scrub galley after the supper meal with the assistance of a General Utility. Prepare night lunches and cooked salads. 4. Saloon Mess 6:30 a.m.- 9:30 a.m. 10:30 a.m.- 1:00 p.m. 4:00 p.m.- 6:30 p.m. Prepare salads except cooked, and all cold drinks used by him. Draw supplies as needed. 5. Crew Mess 6:30 a.m.- 9:30 a.m. 10:30 a.m.- 1:00 p.m. < • 4:00 p.m.- 6:30p.m. Prepare salads except cooked salads. . 6. UtiUty 6:30 a.m.- 9:30 a.m. r ' 10:30 a.m.- 1:00 p.m. ' JV 4:00 p.m.- 6:30 p.m. On vessels carrying Utilities, the Chief Steward shall assign their duties. (b) VESSELS CARRYING PASSENGERS 1. When passengers are on board, the Passengers' Utilities working hours shall be the same as the Messman. 2. In all ports the Cook and Baker shall work on a schedule between 6 a.m. and 6 p.m. as set forth by the Steward. When meal hours are changed for Deck and Engine •Departments in accordance with Article II, Section 44, the Steward Department's working hours may be changed accordingly provided, however, that they be given two (2) hours' notice prior to the time necessary to prepare meals. �3. Two dollars and fifty cents (|2.50) per day, for each passenger over six (6) passengers shaH'be paid on these vessels when from seven (7) to twelve (12) are carried. These monies shall be divided among the members of the Steward Department who perform .the work or, at the Company's option, an additional Passenger Utilityman may be carried. 4. When the vessel commences a voyage without passengers, and without a Passenger Utilityman and is manned in accordance with this section and passengers are taken aboard at a foreign port, two dollars and fifty cents ($2.60) per day per passenger shall.be paid and divided among members of the Steward Department who perform this work. 6. When two dollars and fifty cents ($2.50) per day per passenger is being paid to members of the Steward De­ partment, there shall be no division of wages as outlined in Article V, S^tion 7, because of the absence of this member in the Steward Department. When the company receives no compensation for a minor child then the two dollars and fifty cents ($2.50) per day shall not be applicable. If the two dollars and fifty cents ($2.50) per passenger per day is being paid in lieu of increasing the Steward Department personnel and a passenger boards or leaves a vessel before the serving of any of the three (3) meals, at the beginning or termination of such passenger's voy­ age, the'rate of two dollars and fifty cents ($2.50) pre­ scribed herein shall be reduced in the amount of eighty four cents ($.84) for each meal missed. SECTION 6. PULL COMPLEMENT, (a) The full complement of the Stewart Department shall be main­ tained when the vessel is feeding. This shall not apply when a skeleton crew is aboard. (b) When a skeleton crew is aboard and the ship is feeding, a minimum of five (5) men shall be maintained in the Steward Department. SECTION 7. WORKING DUE TO ABSENT MEM­ BERS. (a) When a vessel is in a Continental United States port and a member of the Steward Department is missing, the men who do the missing man's work shall be paid overtime for actual time worked over their normal eight (8) hours. (b) If a vessel sails without the full complement in the Steward Department as required by this agree­ ment, then the men who do the missing men's work will receive, in addition to a division of wages of the missing men, the overtime that the missing men would normally have made on a Saturday, Sunday or Holiday. (c) While on a voyage and a member of the Steward Department becomes ill or is injured, and remains aboard the vessel, the men who do his work will re­ ceive a division of wages but they shall not receive any overtime for doing this work. SECTION 8. ROUTINE WORK, (a) The regular routine duties laid out below shall be carried out within the scheduled working hours as specified above and it shall be the duty of the Steward Department to or­ ganize so that it is accomplished within eight (8) hours per day as scheduled in this Agreement. Routine duties of the Steward Department shall be t6 prepare and serve the meals. They shall also clean and maintain, in­ cluding spot sougeeing and polishing bright work, the quarters of the Licensed Personnel, the Radio Officers, the Pursers, Passengers and the ship's office, all dining rooms, messrooms, washrooms, galley and pantry. They shall sort and cull fruit and vegetables. Unless other­ wise specified in this Agreement no overtime applies to the above routine work. (b) At sea, the Utility, if assigned to the daily clean­ ing of the radio shack, shall receive not more than three (3) hours overtime per week at the overtime rate. (c) It shall be routine duties for the Steward Util­ ity to count and bag linen, work in storerooms, linen lockers, toilets and Steward Department enclosed passageways and do general cleaning within his eight (8) hours as directed by the Steward. (d) Where the Saloon Messmen are required to wax and polish decks, it shall be among their routine duties to maintain same daily. When he is required to remove old wax preparatory to rewaxing, and rewax same, he shall be paid overtime for such work per­ formed. SECTION 9. RECEIVING STORES. The Steward shall be solely responsible for checking and receiving of voyage stores and linens, and he shall not delegate this responsibility to any other member of the Steward Department. He shall be required to go on the dock to check stores and linens without the payment of overtime during his regular working hours. SECTION 10. HANDLING STORES. Members of the Steward Department shall not be required to carry any stores or linen to or from the dock, but when stores or linen are delivered at the storeroom doors, meat or chill box-doors, Stewart Department men shaU place same in their respective places and consumption when placed aboard shall be stored by Messmen and/or Utilitymen without the payment of overtime provided such work is done within their pre­ scribed eight (8) hours. SECTION 21. SHORE BREAD- (a) The Company shall furnish bread from ashore in all Continental U.S. ports. When bread is not furnished in Continental U.S. ports within twenty four (24) hours, after arrival, ex­ cluding Sundays, and Holidays, the Cook and Baker shall SECTION 11. LATE MEALS. When members of the be required to make the bread and will be paid three (3) Steward Department are required to serve late meals hours overtime for each batch of bread baked. due to the failure of officers to eat within the pre­ (b) When a Baker is employed he may be re­ scribed time, the members of the Steward Department quired to bake new during actually required to stand by to prepare and serve the the payment of overtime.regular working hours without late meals shall be paid at the applicable rate. SECTION 22. SOUGEEING. When members of the SECTION 12. SHIFTING MEALS. When meal hours are extended for any reason and any of the Unlicensed Steward Department are required to sougee, overtime Personnel are unable to eat within the required pre­ shall be paid for the actual number of hours worked, as provided in Article V, Section 26. Wiping off scribed time, all members of the Steward Department except fingerprints, grease spots, etc., shall not be considered required to stand by to prepare and.serve the meals sougeeing. shall be paid at the applicable rate for the time the meal is extended. As much notice as possible shall be SECTION 23. CHIPPING, SCALING AND PAINT­ given the Steward Department when meal hours are to ING. Members of the Steward Department shall not be shifted, and in no event shall this notice be lesi^ than be required to chip, scale or paint. two (2) hours in advance. In the event the two (2) hour SECTION 24. DUMPING GARBAGE. No member notice is not given the meal hour shall not be shifted. of the Steward Department shall be required to go on SECTION 13. MEALS IN PORT, (a) When meals the dock for the purpose of dumping garbage, without are served in port to other than regular members of the pajrment of overtime. the crew, passengers, pilot, port engineers, super­ cargoes and port captains^, when assig^ned to the vessel, I shall be paid and divided among the members of the Steward Department actually engaged in preparing and serving meals. (b) When food is prepared for persons who do not SECTION 25. OIL STOVES. Members of the Stew­ require the service of messroom, two (2) hours overtime per meal shall be paid for the first group of six (6) persons ard Department shall not be required to pump oil for and fractions thereof, and one (1) hour overtime for each the galley range. four (4) additional persons or fractions thereof. This SECTION 26. DAY WORK, (a) When the ship is not money is to be divided equally among the galley force. feeding and members of the Steward Department are (c) No extra meals are to be served without the on day work, the hours shall be 8 a.m. to 12 noon and authority of the Master or officer in charge of the 1 p.m. to 5 p.m. vessel. (b) When members of the Steward Dejpartment are SECTION 14. EXTRA PERSONS SLEEPING on day work, they may be required to work in store­ ABOARD. When persons other than regular crew- rooms, linen lockers, toilets, passengers' and officers' members, passengers, pilot or a company representa­ quarters, messrooms, galley. Steward Department pas­ tive sleep aboard, the member of the Steward Depart­ sageways, handle stores and linen placed aboard ship, ment who takes care of the room shall be paid one (1) and do general cleaning without the payment of overtime. (c) When members of the Steward Department are hour's overtime per jday. This does not apply when a ship carries the required complement to accommodate on day work, they shall be allowed fifteen (15) minutes passengers and the number of extra persons aboard do for coffee at 10 a.m. and 3 p.m. or at a convenient time not exceed the full complement of passengers allowed. near these hours. (d) When members of the Steward Department are This does not apply to relief officers. on day work, they shall receive one (1) full hour from 12 SECTION 15. SERVING MEALS OUTSIDE OF noon until 1 p.m. for lunch. This hour may be varied MESSROOMS. When any member of the Steward De­ but such variation shall not exceed one (1) hour either partment is required to serve anyone outside of their way, provided that one (1) unbroken hour shall be allowed respective messrooms for any reason, he shall be paid at all times for dinner or supper when men are on day at the applicable rate for time required. However, meals work. If one (1) unbroken hour is not given, the men in­ may be served on the bridge to the Master and/or volved shall receive one (1) hour's Penalty Overtime in Pilot without the payment of overtime, whenever it is lieu thereof. necessary for them to be on the bridge for the safety (e) Extra members of the Steward Department who of the ship. The Captain's office or stateroom shall not are carried to take care of passengers may be as­ be classified as the bridge of the ship. This section signed to day work when passengers leave the vessel shall not be construed to apply to passengers or ship's and such members shall work as directed by the Chief personnel served during regular working hours on ac­ Steward. In addition to the work outlined in subsec­ tion (b) of this section, such members may be re-count of illness.' quired to sougee in passengers' quarters, including SECTION 16. MIDNIGHT MEALS AND NIGHT toilets, washrooms, and alleyways, during their regular LUNCHES, (a) Members of the Steward Department hours of work without the payment of overtime. Pas­ actually engaged in serving hot lunches at midnight are senger Utilitymen who are on day work when no to be allowed three (3) hours' overtime for preparing and passengers are aboard, shall be allowed to work week­ serving same. end and Holiday overtime, except when the vessel is (b) When not more than the equivalent of one (1) de­ sailing between Continental United States ports. partment is served at 9 p.m. or 3 a.m. night lunch, one (1) cook shall be turned out to perform this work. When SECTION 27. GALLEY GEAR. The Company shall a midnight hot lunch is served to not more than five (5) furnish all tools for the galley including knives for the men, one (1) cook shall perform this work. When from six cooks. (6) to ten (10) men are served, one .(1) cook and one (1) SECTION 28. APRONS AND UNIFORMS. Whitemessman shall perform this work. When more than ten (10) men are served, one (1) cook and two messmen shall caps, aprons, and coats worn by the Steward Depart­ ment shall be furnished and laundered by the Com­ perform this work. (c) When meals are not provided as specified in pany and white trousers worn by the galley force shall Article II, Section 45, the number of the Steward be laundered by the Company. Department who would normally be broken out to SECTION 29. ENTERING ENGINEROOM AND prepare such meals shall be paid the overtime specified FIREROOM. Members of the Steward Department shall in paragraph (a) above, at the Overtime Rate. not be required to enter the engine or fire room, except SECTION 17. CLEANING MEAT AND CHILL as may be required by Article II, Section 18. BOXES, (a) Members of the Steward Department shall SECTION 30. WORK NOT SPECIFIED. Any work be assigned by the Steward to clean meat and chill performed by the Steward Department that is not boxes and shall be paid at the applicable rate for actual specifically defined in this Agreement shall be paid for time worked. Boxes shall not be cleaned without the ex­ at the regular overtime rate. press authorization of the Chief Steward. SECTION 31. PYRAMIDING OVERTIME. There (b) Keeping the meat and chill boxes neat and orderly at all times such as cleaning out paper wrap­ shall be no duplication or pyramiding of overtime ex­ ping, crates, etc., within regular working hours is cept where specifically provided for. not to be considered overtime. SECTION 18. MAKING ICE CREAM. When a memher of the Steward Department is required to make ice cream he shall be,.paid at the applicable rate for the time required to make the ice cream. SECTION 19. MAKING ICE. On ships where ice machines are carried, members of the Steward De­ partment will not be required to make ice or pull ice, but they will distribute the ice once it is pulled. On ships where ice machines are not carried, and members of the Steward Department are required to make ice, overtime shall be paid for such work per­ formed. "This does not apply to making ice cubes in small refrigerators or ice machines, which are located in messrooms, pantries or galleys. SECTION 20. OVERTIME FOR BUTCHERING. When carcass beef, in eighths or larger is carried, the man required to-butcher this beef shall be ^aid a mini­ mum of six (6) hours overtime weekly for butchering. This shall not apply when a Butcher is carried. ARTICLE VI OTHER PROVISIONS SECTION 1. (a) Vessels Sales and Transfers. Prior to any vessel contracted to the Seafarers International Un­ ion of North America-Atlantic, Gulf, Lakes and In­ land Waters District, AFL-CIO, being disposed of in any fashion, including but not limited to sale, scrap, transfer, charter, etc., ninety (90) days notification in writing must be sent to Union Headquarters 275 20th St., Brooklyn, New York 11215. SECTION 2. It is agreed that any agreements that are presently in effect covering War Risk Insurance and Area Bonuses be continued as is with no cliange. In P£j|e29 . I.;l. • �other changes shall be the dates provided in the Memorandums of Understanding which have been in­ corporated into and made a part of this Collective Bar­ gaining Agreement. addition, any and all Addenda, Supplementary Ag^reements and/or Memorandums of Understanding, the con­ tents of which have not been incorporated into this Collective Bargaining Agreement shall be continued in effect and if modified, as so modified shall be in­ corporated into and made a part of this Collective Bar­ gaining Agreement. ARTICLE VII ARTICLE VIII SECTION 3. It is agreed that for purposes of construction of this Agreement, wherever the masculine gender is used, it shall include the feminine gender.^ EFFECTIVE DATES The effective date of this Agreement shall be at 12:01 a.m., '11^ and the effective dates as to all TERMINATION The termination date of this Collective Bargaining Agrreement shall' SlU STEWARD DEPARTMENT WORKING RULES i? !• '• it r JI !-u. <• : {it j. ): . ,?!•-- i r'ii'y- ];4i'! 1 1': i f. i' r: 11 1 1 S}\ 1J J. FOR THE SEAFARERS INTERNATIONAL UNION OF NORTH AMERICA Atlantic, Gulf, Lakes and Inland'Waters District, AFL-CIO In order to insure continued harmony and efficiency in the Steward Department, this outline of duties is sub­ mitted as a guide for the Steward and his Department. It is not intended to conflict with or supercede our agrreement, nor is it intended in any way to limit the Chief Steward's authority. Duties of Steward: Eight (8) hours bet-^een the hours of 6:30 a.m. to 6:30 p.m. The Steward shall have the full authority of making any changes and adjustment of this work, according to the circumstances or conditions that may arise, and the Union demands th^t each member cooperate in carry­ ing out his assignment as a condition of our Contract. It shall be left up to the Steward's good judgment, who will bear in mind that the results are always the deter­ mining factor, in better service, maintenance and greater economy. He shall coordinate the work of his Department in the different classes so that none of his men will be taxed unfairly or beyond their capacity. He shall have free access to all parts of the vessel, where the function of his Department is necessary. When setUing differences he should make every effort to settle them satisfactorily for all concerned. His employees are entitled to private interviews when brought to task. This will improve the harmonious relationship now ex­ isting aboard ships. The regular duties of the Steward shall be to supervise all work of the Steward Depart­ ment, including the supervision of preparing and serv­ ing all meals; he is responsible for the receiving and issuance of, all stores, inspection of work, preparing requisitions, taking inventory of stock, authorizing, checking and recording overtime, conforming with the agreement in distribution of extra meals to each man individually, issuance of linen and soaps to the crew and officers on the days designated with the help of the Steward Utility. He shall see to it that the SIU feeding siystem and list of instructions, as set forth by Headquarters and its representatives, shall be followed and he' will be held accountable for its application aboard ship. When ordering replacements for entry ratings, the Steward shall specify a definite entry rating. The dis­ patcher should be instructed to call the job as specified for the particular entry rating involved. The Chief Steward shall set up a schedule for mem­ bers of the Department to keep the Steward Department quarters clean. Upon two (2) hours notice, members of the Steward Department shall be required to assist the Steward in taking voyage stores. The Steward will designate the number of men necessary for storing. He shall prepare all menus and control all keys. He shall see that all quarters under his jurisdiction are cleaned properly, that meals are served on time, au-thorize the cleaning of all refrigerated storage boxes. He may assist When there is a shortage of help in his Department, he may also do any work he may deem necessary for the efficient operation of his Department. Duties of the Chief Cook: Eight (8) hours between the hours of 6:30 a.m. and 6:30 p.m. The Chief Cook is in charge of the galley. He shall do the butchering, cook roasts, soups, gravies and sauces; ' direct the preparation and serving of all food, including night lunches, assist the Chief Steward in preparation of I the menus when required. He shall work under the supervision of the Chief Steward and shall receive stores when necessary and assist in the proper storage of Bjaane. As directed by the Steward, he shall assist in t^ing inventory of galley stores and galley equipment; also report to the Steward any repairs and replacing of all equipment. He shall render all fats, he shall be responsible for the general' cleanliness of the galley and its equipment. He shall keep the meat box in an orderly condition. Duties of the Cook and Baker: Eight (8) hours in all ports and at sea, as the Steward may direct, between the hours of 6 a.m. to 6 p.m. ! He shall work under the direction of the Chief Cook; he shall do the necessary cooking, baking, breads, pies, cakes, puddings, pastries, hot cakes and all flour work, cook cereals, stewed fruits, assist with cooking and serv­ ing meals, and when required, he shall at 6 a.m. start the preparation of all meats left out by the Chief ' Cook except when the cook and baker is on day work. He shall b(- responsible for cooking and serving break­ fast. He shall slice, prepare and serve all bres.kfast meats and assist in the preparation and serving of all meals while on day work. He shall assist in the general cleaning and upkeep of the galley and equipment. On Liberty ships where there is no Gallejmian, he shall i P-4'i' ^1- Page 30 •/ •/ box cereals, butter, bread, cold drinks, and needed do the Third Cook's duties between 9 a.m. to 10 a.m. supplies; scrub the deck each morning before retiring. Duties of the Second Cook: Clean messroom refrigerator, tables and chairs and spot 7 a.m. to 1 p.m.—4 p.m. to 6 p.m. The Second Cook shall work under the direction of sougee when needed. Assist the Pantryman with salads. the Chief Cook and the Cook and Baker. He shall cook all Place night lunches in proper places. Leave out a few vegetables and assist in preparing for the cooking and cups and spoons after each meal. He shall check that serving of all meals, prepare all cooked salads, and shall there are necessary stores left out for night, such as assist the Night Cook and Baker with breakfast to order. coffee, sugar, milk, etc. Also clean fans in messroom. Duties of the Crew Utility: He shall prepare all night lunches. He shall assist in the 6:30 a.m. to 9:30 a.m.—10:30 a.m. to 1 p.m.-^:30 p.m. general cleaning and dpkeep of the galley and equip­ ment, sort and cull perishable fruits and vegetables, to 6:30 p.m. The Crew Pantryman shall be responsible for the with the Galleyman, as required. cleanliness of the crew pantry crockery, coffee um, Duties of the Third Cook: percolators, all pots and pans used by him, and refrig­ 7 a.m. to 1 p.m.—4 p.m. to 6 p.m. erators; scrub deck each day and sweep after each The Third Cook shall work under the direction of the Chief Cook and other Cooks. He shall prepare and cook meal. Make coffee for each meal and coffee for the all v^etables, keep a sufiicient amount of onions, car­ crew for morning (coffee time) before retiring. He is rots, etc., available for use, sort and cull perishable responsible for the preparation of salads (except cooked v^etables and fruits, with the Galleyman, as required. salads) under the direction of the Steward. He shall Keep refrigerated space neat and orderly, and clear assist Messman in serving when required during rush out paper wrappings, crates, etc. Draw necessary linen period. Draw needed supplies for the crew messroom for galley in exchange for soiled linens, assist in the and assist Crew Messman in making cold drink. Spot general cleaning of galley and equipment, return un­ sougee when necessary. used and leftover food to the refrigerator when neces­ Duties of the Steward Utility: sary. When no Galley Utility is carried, he shall per­ 7:00 a.m. to1 p.m.—4 p.m. to 6 p.m. form the work of the Galley Utility, and his working Routine duties of the Steward Utility shall, other than hours shall be 6:30 a.m; to 9 a.m., 10 a.m. to l p.m., 4 making and cleaning officers' quarters, include work in p.m. to 6:30 p.m. storerooms, linen lockers, ship's office, officers' passage­ Duties of the Galley Utility: ways and stairways, clean Steward Department show­ 6:30 a.m. to 10 a.m.—11 a.m. to 1 p.m.—4 p.m. to ers, and toilet, count and bag linen, issuance of linen 6:30 p.m. and soaps when necessary; do the general cleaning as The Galley Utility shall work under the direction of the Steward may designate. Clean the recreation room all Cooks; he shall clean the galley and all utensils, peel alternately with the Wiper and Ordinary Seaman. The potatoes, and vegetables, cull perishable vegetables and laundry is cleaned by each Department alternately. fruits with the Third Cook or Second Cook, and keep re­ frigerated spaces neat and orderly, clearing out paper Note:—Members of the Steward Department who are wrappings, crates, so forth; empty and scrub garbage required to obtain stores from refrigerated spaces shall pails. After each meal, scrub galley deck. He shall assist assist in keeping refrigerated spaces clean by remov­ Chief Cook in drawing daily meats from meat box, when ing paper, wrappings, crates, etc. required. Each morning after breakfast draw stores as On certain types of veraels the Messman and Utilitydirected, including linen. Clean between deck, passage­ men may be required to clean certain ladders and pas­ ways, outside refrigerator boxes and stairway leading sageways as part of their routine duties. to the main deck. Light fires when prescribed. Duties of the.Passenger Utility: 6:30 a.m. to 9:30 a.m.—10:30 a.m. to 1 p.m.—4 p.m. SIU STEWARD DEPARTMENT GUIDE to 6:30 p.m. When passengers are aboard,'the Fassengm: Utility In order to improve the preparation and serving of shall make and clean the passenger rooms each morn­ ing. He shall be responsible mostly for the caring of food and eliminate waste on all SlU-contracted vessels, and services to passengers, as the Chief Steward may the following guide shall be put into effect: (1) Menus are to be prepared daily, on main entrees direct, clean passenger lounges and smoking room. He may be required to assist Steward in receiving and dis­ at least twenty-four (24) hours in advance. Standardiza­ embarking passengers. When six (6) or less passengers tion must be avoided. (2) The Chief Steward is to issue all daily stores are carried he is to serve them breakfast. He is to serve lunch and dinner at all times and when over six (6) pas­ when practicable ana must control all keys. Storerooms sengers are carried he will work in conjunction with the and ice boxes are to be kept locked at all times. (3) Maximum sanitary and orderly conditions must Saloon and Pantry Messmen, as the Steward may direct. be observed in all Steward Department facilities such as Duties of the Saloon Messman: . 6:30 a.m. to 9:30 a.m.—10:30 a.m. to 1 p.m.—4 p.m. galley, messrooms, storerooms, etc. No smoking in the galley at any time. No smoking by any Steward Per­ to 6:30 p.m. The Saloon Messman shall be responsible for the serv­ sonnel while serving or preparing food. (4) White jackets must be worn by Messman at all ing of the three (3) meals daily to the Captain and. Offi­ cers; he shall also assist in serving all meals to pas­ times while serving. T-shirts.may be worn while pre­ sengers. However, the Saloon Messman and Saloon Utility paring for meals. Galley gang to wear white caps, cooks are solely responsible for preparing and serving break­ jackets, white or T-shirts during hot weather. Caps to fast when more lhan six (6) passengers are carried^ He be paper or Cloth. Cooks jackets to be % length sleeves. shall be responsible for the cleanliness of the saloon, However, white or T-shirts may be worn by Messman condiments, etc., polish silver and clean port boxes and during hot weather. (5) Only qualified food handlers are to handle food glasses, mop the saloon each morning after breakfast and sweep after each meal, and clean fans in saloon. and all personnel outside of the Steward Department are Draw all linen to be used in the saloon and be responsi­ to be kept out of the galley at all times. (6) All entrees such as meat, fowl, find fish, includ­ ble for* the setting of all tables for service. Spot sougee ing ham and bacon for breakfast, must be served from when necessary. the galley and when practical, vegetables should also Duties of the Saloon Utility: 6:30 a.m. to 9:30 a.m.—10:30 a.m. to 1 p.m.—4 .p.m. be served from the galley. (7) All steaks and chops are to be grilled to indi­ to 6:30 p.m. 'The Saloon Pantrjrman shall be responsible for the vidual order. However, chops may be grilled thirty (30 pantry and the refrigerator and fruits and all needed minutes prior to serving, when necessary. Meats and stores for the officers and passenger service. He is re­ roasts must, be carved to order. (8) No plates should be overloaded and only nonsponsible for the preparation of salads (except cooked salads) under the direction of the Steward. Keep pantry watery vegetables will be seiwed on the same plate and utensils, bootlegs, steamtables, crockery and pans with the meat or other entree. Other vegetables to be used by him, cleaned after each meal. Dish out food at served on side dishes. (9) At least two (2) men of the galley gang must'be service. Make coffee at each meal and morning (coffee time) before retiring. Empty and scrub garbage pail in the galley during meal times. The Steward is to super­ after each meal, work jointly with Saloon Messman vise the serving of all meals. Either the Steward or the and Passenger's Utility in preparation and serving at Chief Cook must supervise the meals when in port. Stew­ all times. He may be required to assist in serving break­ ard to be aboard and responsible to check voyage stores fast with Saloon Messman when more than six (6) pas­ when they are received. (10)' Salads, bread, butter and milk are to be placed sengers are carried. Spot sougee when necessary. on the table not more than five (5)~minutes before the ' Duties of the Crew Messman: 6:30 a.m. to 9:30 a.m.—10:30 a.m. to 1 p.m.—4 p.m.' serving and only on tables where needed. (11) All coffee served for meals and coffee time is to to 6:30 p.m. The Crew Messman is in charge of the crew mess- be made in electric percolators when practicable. (12) No food, including vegetables, is to be thrown room; responsible for silverware and glasses, condi­ ments, and serving three (3) meals a day. Provide milk. away after meals without the consent of the Steward �or the Chief Cook. Use left-overs as soon as possible, not to exceed forty-eight (48) hours. ' (13) Such items as sardines, boiled eggs, sliced left« over roasts, such as pork, beef, ham, etc., potato salad, baked beans, besides the ordinary run of cold cuts and cheese are to be served for night lunch. The night lunches are to be cut and placed by the 2nd Cook or 3rd Cook before retiring. (14) Hot bread or rolls to be baked daily when prac­ ticable. Cakes or pastry to De served at coffee time as much as possible. (15) Stewards must keep a record of all menus for reference. (16) Ground coffee for the black gang to be drawn from the Steward within the Steward's working hours and not from the pantry. (17) Tsnpewritten copy of the daily menu to be fur­ nished the galley force. SHIPPING RULES-JUNE 16,1975 Preamble evidence to establish his class of seniority rating. For this purpose an appropriate seniority Identification card issued by the Union Every seaman seekine employment through the hiring halls of the shall be deemed sufficient, although other official evidence of em­ Seafarers International Union of North America-Atiantic, Gulf, Lakes ployment, such as legible U.S. Coast Guard discharges, may also and inland Waters District (hereinafter called the "Union") shall be be submitted. shipped pursuant to the following Shipping Rules, Nothing con­ 5. In ports where the Seafarers Welfare Plan maintains a clinic, tained in these Shipping Rules is in any way intended to create no sea.man shall be registered for shipping unless he submits a any indemnity obligation on the part of either the Union or the valid Seafarers Welfare Plan clinic card at the time of registration. Seafarers Welfare Plan. 6. To remain valid, seniority registration cards must be stamped once each month In the port of issuance. The dates and times for such stamping shall be determined by the Port Agent for each 1. Seniority port, and each registrant shali be notified of the dates and times for stamping when he receives his shipping registration card. A A. Subject to the conditions and restrictions on employment con­ seaman who faiis to have his shipping registration card so stamped tained In agreements between the Union and contracted Empioyers during any month shali forfeit the same and shali be required to and to the Rules set forth herein, seamen shall be shipped out on re-register. In the event circumstances beyond his control prevent jobs referred through the Union's hiring halis according to their a seaman from having his shipping registration card so stamped, class of seniority rating. the Port Agent may stamp such card as if the seaman had been B. The following shall be the classes of seniority rating: present on the required time and date, upon submission by the 1. Class "A" seniority rating, the highest seniority rating, shall seaman of adequate evidence of the circumstances preventing his be possessed by: personal appearance. (a) all unlicensed seamen who possessed such rating on Sept. 7. Subject to the provisions of these Ruies, shipping registration 8, 1970, pursuant to the Shipping Rules then in effect; cards shall be valid only for a period of ninety (90) days from the (b) all unlicensed seamen who possess Class "B" seniority date of issuance, if the ninetieth (90th) day fails on a Sunday, a rating pursuant to these Rules and who have shipped regularly as national or state holiday, or on a day on which the Union hiring ' defined herein for eight (8) consecutive years, provided such sea­ haii in the port of registration is closed for any reason, shipping men have maintained their Cass "B" seniority rating without break registration cards which would otherwise expire on such day shall and provided further that they have completed satisfactorily the be deemed valid until the next succeeding business day on which advanced course of training then offered by the Harry Lundeberg the said hiring hail is open. Shipping registration cards' periods of School of Seamanship for the Department in which such seamen validity shali also be extended by the number of days during which regularly ship; and shipping in the port of registration has been materially reduced by (c> all unlicensed seamen who have been upgraded to Class "A" strikes affecting the maritime Industry generally or by other sim­ seniority rating by the Seafarers Appeals Board pursuant to the ilar circumstances. authority set forth herein. C. The following Rules shall govern shipping of registered sea­ 2. Class "B" seniority rating, the second highest seniority rating, men through Union hiring halls: shall l>e possessed by: 1. Seamen shall be shipped only through the hiring hall at the (a) all unlicensed seamen who possessed such rating on Sept. port where they have registered for shipping. No seaman shall be 8, 1970 pursuant to the Shipping Rules then In effect: shipped on a job outside of the Department or Group in which he (b) all unlicensed seamen who possess Class "C" seniority is registered except under emergency circumstances to prevent a rating pursuant to these Rules and who have shipped regularly as vessel from sailing short-handed, or as otherwise provided in these defined herein for two (2) consecutive years; and Ruies. (c) all unlicensed seamen who possess Class "C" seniority 2. Jobs referred to the Union hiring hall shall be announced and rating pursuant to these Rules and who have graduated from the offered to registered seamen at the times and according to the Harry Lundeberg School of Seamanship entry rating training pro­ procedures set forth in Rule 4 hereof. At the time each job is so gram and have been issued a ship assignment card in accord with offered, registered seamen desiring such job shall submit their these Rules. shipping registration cards, U.S. Coast Guard Merchant Mariner's 3. Class "C" seniority rating, the lowest seniority rating, shall be documents, and valid Seafarers Welfare Plan clinic cards to the possessed -by all unlicensed seamen who do not possess either hiring hall, dispatcher. The job so offered shall be awarded to the class "A" or class "B" seniority ratings. seaman in the appropriate Department and Group possessing the C. A seaman shall be deemed to have shipped regularly within highest priority, as determined pursuant to Rule 2 C (3) hereof. the meaning of these .Rules if he has been employed as an un­ 3. Within each Department, seamen of higher senority rating licensed seaman no less than ninety (90) days during each calen­ shall have priority for jobs over seamen of lower seniority rating, dar year aboard one or more American-flag merchant vessels cov­ even if such higher seniority seamen are registered in a different ered by a collective bargaining agreement between the Union and Group from that in which the offered job is classified. As between the owner or operator of such vessels. seamen of equal seniority ratings within the same Department, D. Employment by or at the request of, or election to any office priority shali be given to the seamen registered for the Group in or Job in, the Union shall be the equivalent of covered employment which the offered job is classified. In the event seamen of equal described in the preceding paragraph; and seniority credit under priority under this paragraph bid for the same Job, the job shall these Rules shall accrue during the period that such employment, be awarded to the seaman possessing the earliest dated shipping office or Job Is retained. registration card. E. Seniority credit shall be accrued on the basis of total covered 4. Notwithstanding any other provisions of these Rules, no job employment, without regard to whether such employment was served shali be awarded to a seaman who is under the influence of alco­ In the Deck, Engine or Steward Departments. hol or drugs at the time such job is offered; nor shali any seaman F. The ninety (90) day period of employment required of a sea­ be awarded any job unless he is qualified therefor in accord with man during any year to constitute shipping reguiariy within the law or unless he submits, if necessary, appropriate documents es­ meaning of these Rules shall be reduced proportionately in accord tablishing such qualifications. with the amount of time spent by such seaman during that year 5. The seaman awarded a job under Rule 2 C (2) hereof shall as a bonafide In- or out-patient in the continuin'r care of a U-S.Immediately surrender his shipping registration card and shali re­ P.H.S. or other accredited hospital. (For example, four months' In­ ceive two job assignment cards containing his name and the de­ patient time during a given calendar^ year reduces the ninety (90) tails of the job. When reporting aboard his vessel, the seaman day employment requirement for that year by one-third to sixty shall present one job assignment card to the head of his Depart­ (60) days. ment and the other to the Union department delegate. Q. In the event a seaman possessing less than Class "A" sen­ D.'A seaman who quits or is fired from a job during the same iority rating fails to ship reguiariy within the meaning of these day on which he reports for such job shali retain his original ship-, Rules during a particular year, he shall lose ail accumulated em­ ping registration card if he has received no compensation for such ployment credit for that and all preceding years in his then cur­ day's employment and if he reports back to the dispatcher on the rent seniority rating. next succeeding business day. A seaman who quits or is fired H. In the event a seaman's covered employment has been inter­ after the day he reports for a job shall secure a new shipping reg­ rupted by circumstances beyond his control, resulting in his fail­ istration card. ure to ship regularly within the meaning of these Rules, the Sea­ E. A seaman who receives job assignments pursuant to Rule 2 C farers Appeals Board may, upon application of the affected seaman, (5) hereof and subsequently rejects or quits the same on two oc­ .grant such total or partial seniority credit for the time lost as the casions within the period of his shipping registration pard's valid­ Board may deem necessary in its sole discretion to avoid undue ity shall forfeit his shipping registraton card and shall secure a hardship. new shipping registration card. I. In the event a seaman's covered employment is interrupted F. All seamen registered for shipping, other than those possess­ by service in the Armed Forces of the United States, resulting in ing Class A seniority rating, who are unavailable to accept or fail his failure to ship reguiariy within the meaning of these Rules, or refuse to accept three jobs for which they are qualified during such seaman shall suffer no loss of seniority credit accrued prior any one period of registration may forthwith be refused the right to his entry of military service if he registers to ship pursuant- to to register for employment under these Rules for a period of these Rules within one hundred twenty (120) days following his twelve (12) months. Upon application as provided in these Rules separation from military service. the Seafarers Appeals Board may shorten or revoke such refusal of registration for good cause shown. Q. Seamen with Class C seniority rating shipped pursuant to 2. Shipping Procedure these Ruies may retain such jobs for one round trip or sixty (60) days, whichever is longer. At the termination of such round trip or A. Subject .to the specific provisions of these Rules, unemployed on the first opportunity following the sixtieth (60th) day on the seamen shall be shipped only if registered as provided herein and job, such seaman shall sign off their vessels; and the vacant job in the order of the priorities established in Rule 2 C (3) hereof. shall be referred to the Union hiring hall. B. The following rules shall govern the registration of unemploy­ H. Seamen with Cass B seniority rating shipped pursuant to ed seamen for shipping through Union hiring halls: these Rules may retain such jobs for a period of one round trip or 1. Unemployed seamen shall register only at the port through one hundred eighty (180) days, whichever^is longer. At the com­ which they desire to ship. No seaman shall be registered at more pletion of such round trip or at the first opportunity following the than one port at the same time, nor If they ara employed aboard one hundred eightieth (180) days on the job, such seamen shali any vessel. sign off their vessels; and the vacant job shall be referred to the 2. All seamen possessing U.S. Coast Guard endorsements, veri­ Union hiring hail. fying certified deck or engine ratings, shall be registered in Group i. The provisions of Sections G and H of this Rule 2 shall not I or Group of their respective departments, in the Steward De­ apply if they would cause a vessel to %ail short-handed. For the partment, seamen shall be registSred in Group l-S, I or ii upon purposes of these sections the phrase, "round-trip," shali have presentation of their seniority identification card and providing proof its usual and customary meaning to seamen, whether such "roundof qualification for such registration. All other seamen shall be trip" be coastwise, intercoastal or foreign. On coastwise voyages, registered as "Entry Ratings," as defined in Rule 3, Departments if a vessel Is scheduled to return to the arba of original engage­ and Groups and may bid for any job in the "Entry Ratings" De­ ment, a seaman of less than Class A seniority rating shall not be partment. Upon attaining endorsements from the U.S. Coast Guard required to leave such vessel until the vessel reaches the said of certified ratings, in the Group I or il category, in either the Deck area. On intercoastal and foreign voyages, if a vessel pays off at or Engine Department as defined in Rule 3, Departments and a port in the Continental United States other than in the area of Groups, or having sailed In the Steward Department for a minimum engagement, and if such vessel is scheduled to depart from said of 6 months, application may be made to the Seafarers Appeals port of payoff within ten (10) days after arrival to return to the Board for consideration for permanent registration in the^ Deck, area of original engagement, a seaman of less than Class A sen­ Engine or Steward Departments. iority rating shall not be required to leave the vessel until It ar­ 3. Shipping registration cards shali be non-transferable and shall rives in the area of original engagement. be issued at Union hiring halls, only upon application in person by J. No seaman shipped under these Rules shall accept a promo­ seamen desiring the same. Shipping registration cards shall be tion or transfer aboard ship unless there is no time or opportunity time- and datd-stamped when issued and shall show the registrant's to dispatch a seaman to fill such vacant job from a Union hiring class of seniority rating. Department and Group. hall. 4. Shipping registration cards shall be issued during the regular business hours of the Union's hiring hails. Every seaman desiring to register must possess and submit all documents required by 3. Departments and Groups the United States Coast Guard and by applicable law for employ­ A. Jobs aboard vessels covered by these Rules are classified ment as a merchant seaman aboard U.S.-flag vessels. At ths time of legirratlon each seaman Is responsible for producing sufficient according to the following schedule of Departments and Groups. Boatswain Boatswain's Mate Carpenter DECK DEPARTMENT GROUP i-DAY WORKERS Deck Maintenance Watchman-Day Work Storekeeper GROUP ll-RATING WATCH STANDERS Car Deckman Watchman-Standing Watches Quartermaster Able Seaman ENGINE DEPARTMENT GROUP I Chief Ref. Eng'r. Chief Electrician Chief Storekeeper 1st, 2nd, 3rd Ref. Eng'r. Evap. Maintenance Man 2nd Electrician Pumpman, 1 and 2 Unlic. Jr. Eng'r.-Day Work Engine Maintenance Unlic. Jr. Eng'r.-Watch Ship's Welder/Mairrtenance Plumber-Machinist QMED Electrician/Ref. Maint. Engine Utility Reefer Maintenance Crane M/T Electrician Deck Engineer Engine Utility Oiler-Diesel Oiler-Steam GROUP Ii Watertender Fireman/Watertender Rreman Oiler Maintenance/Utility STEWARD DEPARTMENT GROUP i (S) RATED MEN Chief Steward-Passenger 2nd Steward-Passenger Steward Steward/Cook Chef Cook and Baker Chief Cook GROUP l-RATED MEN 2nd Cook and Baker Butcher GROUP II 2nd Cook, 3rd Cook and Assistant Cook ENTRY DEPARTMENT GROUP III Ordinaries on Watch Wiper Utility Messmen Waiters b.S. Deck Maintenance Messman General Steward's Utility B. After having attained permanent registration in accordance with the procedure set forth in Rule 2, B-2, a seaman may not change the Department in which he ships without the loss of accrued seniority unless he receives permission from the Seafarers Appeals Board. The Seafarers Appeals Board shali grant such permission only upon proof establishing in the sole judgment of the Board that medical reasons warrant the change. 4. Business Hours and Job Calls A. Except as otherwise provided herein, all Union hiring hails shall be open Monday through Friday from 8:00 A.M. until 5:00 P.M. and on Saturday from 8:00 A.M. until 12:00 Noon. The hiring halls shall be closed on July 4, Christmas Day, New Year's Day, Labor Day and such other Holidays as ere determined by the Port Agents. Notice of such additional closings shall be posted on the hiring hall's bulletin board on the day preceding the holiday. B. All jobs referred to Union hiring halls shall be posted on the shipping board before being announced. Jobs shall be announced hourly as close to the hour as may be practicable during business hours of the Union's hiring halls, except that there shali be no job calls at 8:00 A.M., at 12:00 Noon, and at 5:00 P.M. During non­ business hours, or in the event of exceptional circumstances, a job may be posted and announced at any time after it is received. Notwithstanding the foregoing, the Port Agent may establish for a Union hiring hall such other regular schedule of daily job calls as may be warranted by the level of shipping or other circumstances affecting such hiring hall. Such other schedule as may be estab­ lished, however, shali be in writing and posted on the hiring haii bulletin board. C. Seamen holding Class 0 seniority rating shali not bid for a job offered pursuant to these Rules until the same has appeared on eight job calls without bein% taken, if the eighth job call does not produce a qualified seaman possessing either Class A or Class B seniority rating, the said job shall be awarded to the seaman possessing Class C seniority rating entitled to the same under these Rules. This Rule shall not apply if it would cause a vessel to sail short-handed or late. D. In ports other than "major" ports as defined under these Rules, if the first call of a vacant job does not produce a qualified seaman possessing Class A seniority rating, the job shall be re­ ferred to the nearest major port. The said job shall then be offVred at the said major port at the next four (4) job calls. During such calls only qualified seamen possessing Class A seniority rating may bid for such job. In the event the job still remains open, it shall be referred back to the original port and there offered to sea­ men possessing Class A or Class B seniority ratings, otherwise entitled to the job under these Ruies. This Rule shell riot app'y if.. It would cause a vessel to sail short-handed or late. IjThe following ports shall bei considered "majori ports for the purposes of these Rules: New York, Baltimore, Mobile, New Orleans, Houston and San Francisco. E. "Notwithstanding any other provision of this Rule 4. if the first call of a vacant Group ill or 3rd Cook job does not produce a qualified seaman possessing Class A or B seniority, the Job shall be referred to the hiring hail at Pmey Point, Maryland, where the job shall then be offered at a job call. If after the first call of such job, the job remains open, it shall be referred to the port from which it was originally offered, to be offered or referred, as the case mtay be, in accordance with Paragraph D above. 5. Preferences and Priorities A. Notwithstanding any other provisions to the contrary con­ tained in these Rules, the following preferences shall apply: 1. A seaman shipped pursuant to these Rules whose vessel lays up less than fifteen (15) days after his original employment date shali receive back the shipping registration card on which he was shipped, provided the said card has not expired in the interim period. -x-r ; •. - * s <• C 31 �/ '--'gfcjA-:-* -.X-A.-...- H SEAFARERS - mui LOG .» t-a •IMIIIIM Jp^pOwwCB OMlctol muhUmmUmm mi tiM SBAViUUtms INnRNATIONAL UNION*Atluitfc, Oidf, tmUmm •«« lalaaOWaters Distrtet* ATL-GIO r'Si •<> S- Seamen possessing Class C seniority rating and a certificate of satisfactory completion of the Harry Lundeberg School of Sea­ manship entry rating training program shall have priority for Jobs over other Class C personnel. 4. (a) Within each class of seniority rating in the Deck Depart­ ment, priority for the Job of Bosun shall be given to those seamen possessing a certificate of recertifkation as bosun from the Deck Department Recertification Program, in the event such program Is being offered. In the event there are no such Recertified Bosuns available, priority shall be given to those seamen who have either actual seatime as able seamen of at least thirty-six (36) months, or actual seatime in any capacity in the Deck Department of at least seventy-two (72) months, of actual seatime as bosun of at least twelve (12) months, in all cases aboard vessels covered by these Rules. (b) Within each class of seniority rating in the Deck Depart­ ment, priority for the job of Quartermaster shall be given to those seamen possessing a certificate of satisfactory completion of the advanced course fo training by the H.L.S.S. for the rating of Quartermaster, in the event such training is being offered. 5. (a) Within each class of seniority rating in the Engine De­ partment priority for the Job of Chief Electrician shall be given to those seamen who have actual seatime aboard vessels covered by these Rules of at least thirty-six (36) months in the Engine De­ partment including at least twelve (12) months as Second Electri­ cian. (b) Within each class of seniority rating in the Engine De­ partment, priority for the Job of Q.M.E.D. shall be given to those seamen possessing a certificate of satisfactory completion of the advanced course of training by the H.L.S.S. for the rating of Q.M.E.D., in the event such training is being offered. 6. Within each class of seniority rating in the Steward Depart­ ment, priority for jobs of steward and third cook shall be given to those seamen who possess a certificate of recertification in their rating from the Steward Department Recertification Program, in the vent such program is being offered. If there are no such Re­ certified Stewards available, priority for jobs of steward shall be given to those seamen who have actual seatime of at least thirtysix (36) months in the. Steward Department in a rating above that of Third Cook, or who have actual seatime of at least twelve (12) months as Steward, in alj^cases aboard vessels covered by these Rules. 7. Within each class of seniority rating in every Department, priority for entry rating Jobs shall be- given to all seamen who. possess Lifeboatman endorsement by the United States Coast Guard. The Seafarers Appeals Board may waive the preceding sen­ tence when, in the sole Judgment of the Board, undue hardship will result or extenuating circumstances warrant such waiver. 8. In the event an applicant for the Steward Department Recerti­ fication Program or the Deck Department Recertification Program for bosuns is empioyed in any unlicensed Job board a vessel covered by these Rules at the time he is called to attend such program, such applicant, after successful completion of the pro­ gram, shall have the right to rejoin his vessel in the same Job upon its first arrival in a port of payoff within the continental lim­ its of the United States. 9. A seaman who registers to ship pursuant to these Rules within two (2) business days following his discharge as an in­ patient from a U.S.P.H.S. or other accredited hospital and who produces offical written evidence of such confinement, shall be issued a shipping registration card dated either thirty (30) days earlier than the actual date of registration if such confinement lasted at least thirty (30) days, or, if it lasted less than thirty (30) days, with the date such confinement commenced. 6. Standby and Relief Jobs I i; • 'i A. Priority for standby and relief jobs shall be determined according to the provisions of Rule 2 C (3), except that a seaman who has had any standby or relief Jobs during the period of his shipping registration card's validity shall not have (Priority for such jobs over seamen of the same class of seniority rating who have had a lesser number of standby or relief jobs during the period of their shipping registration cards' vaiidity. B. After the termination of standby or relief employment, the seaman involved shall receive back his crigiRs! shippi.ig registra­ tion card, unless the same has expired in the interim period. C. A seaman on a standby or relief Job pursuant to these Rules shall not take a regular Job aboard any vessel until his standby or relief Job terminates, he returns to the hiring hall, and he secures such regular job pursuant to the provisions of Rule 2 C hereof.D. A seaman employed pursuant to these Rules on a regular Job who requires time off and secures permission therefor shall notify the nearest Union hiring hall, and a relief man shall be dis­ patched. No relief man shall be furnished for less than four (4) hours' nor more than three (3) days' work. The seaman shall pay his relief man for the number of hours worked,at the overtime rate applicable to the Job Monday through Friday, On Saturday, Sunday and Holidays, he shall pay the premium rate. Relief men shall be requested only when required by the head of the Depart­ ment involv^ aboard the subject vessel. E. A seaman employed pursuant to these Rules who has been called to attend the Steward or Deck Department Recertification Programs may be temporarily replaced by a relief man for the duration of such program. In the event such seaman Is not re­ placed by a relief man but terminates his Job instead, the provisions of Rule 5 A (8) shall apply, \ 7. Seaferefs Appeals Board A. The Seafarers Appeals Board shall have sole and exclusive authority to administer these Rules and to hear and determine any matter, controversy or appeal arising thereunder, or relating to the application thereof. B. The Seafarers Appeals Board shall have four (4) members, two appointed by the Union and two appointed by that committee representing the majority of contracted Employers for purposes of negotiations with the Union, commonly known as the Management Negotiating Committee. Each party shall also appoint two alter­ nates for the members so appointed, to serve in the absence of such members. 7. The Seafarers Appeals Board's decision on the appeal shall be In writing, and copies shall be sent to the complaining party and the seaman by certified mail, return receipt requested. Pending hearing and determination of the appeal the decision of the hear­ ing committee shall be in full force and effect. 8. A final appeal shall be allowed by the Involved seaman from decision of the Board to the Impartial Umpire designated pursuant to Rule 8 C hereof. Such appeal shall be in writing and shall set forth the basis of the appeal in sufficient detail to be understood. Such appeal shall be sent by certified mail, retum receipt request­ ed, to the Seafarers Appeals Board, 275 20th Street, Brooklyn,N.Y. 11215, within ten OO) days following receipt of the Sea­ farers Appeals Board's decision. The Board shall forward all such appeals to the Impartial Umpire, who shall set the time and place of hearing of the appeal in New York City within thirty (30) days following receipt of the appeal and shall notify all parties in writ­ ing. The Impartial Umpire may reasonably extend any time limit provided in this paragraph upon good cause show. The Impartial Umpire shall render his decision in writing and shall cause copies to be mailed to all parties by certified mail, return receipt request­ ed. The decision of the Impartial Umpire shall be final and binding and may be reduced to Judgment by any party. C. The Impartial Umpire provided for In the preceding para­ graph shall be a permanent arbitrator appoiirted by and to serve at the pleasure of the Seafarers Appeals Board. In the event the Board is' unable to agree upon an Impartial Umpire, for each ap­ peal arising under Rule 8 B (8) hereof the Seafarers Appeals Board shall request the chief executive officer of any Federal, State or City government agency maintaining lists of impartial arbitra­ tors to designate an Arbitrator to hear and determine such appeal. D. Nothing in this Rule 8 shall be construed to prevent the Un­ ion from appearing by its properly designated representatives at any stage of the proceeding. 0. The quorum for any action by the Seafarers Appeals Board shall be at least one member appointed by each party. At any meeting of the Seafarers Appeals Board , the members appointed by each party shall collectively cast an equal number of votes re­ gardless of the actual number of members present and .voting. Ex­ cept as otherwise provided herein decisions of the Seafarers Appeals Board shall be unanimous. In the event of a tie vote the Board shall elect an Impartial person to resolve the deadlocked issue. In the event the Board is unable to agree on such an Im­ partial person, the matter shall be submitted to final and binding arbitration in New York City pursuant to the Voluntary Labor Ar­ bitration Rules then in effect of the American Arbitration Associa­ tion. IX Any person or party subject to or aggrieved by the applica­ tion of these Rules shall have the right to submit any matter aris­ ing under these Rules to the Seafarers Appeals Board for determi­ nation. Such submission shall be in writing, shall set forth the facts In sufficient detail to identify the matter at issue, and shall be sent by certified mail, return receipt requested, to the Sea­ farers Appeals Board, 275 20th Street, Brooklyn, N.Y. 11215. An applicant desiring to be heard in person before the Board shall request the same In his written application. In such event the applicant shall be notified at least two weeks prior' to the Board's next regular meeting of the date and location of such meeting, and the applicant may attend such meeting at his own expense and be hea^. E. All applications to the Seafarers Appeals Board shall be ruled on Initially by the Chairman, subject to confirmation or overruling by the Board at its next meeting. Prior to the Board's action, how­ ever, the Chairman may initiate such administrative steps as he deems necessary to implement his preliminary determination. F. The Board shall meet no less'than quarterly and shall estab­ lish such reasonable procedures, consistent with these Rules, as it deems necessary. Meetings of the Board may bo either in person or in writing. Meetings in writing shall be signed by all members of the Board. _ 9. Amendments 8. Discipline A. The Seafarers Appeals Board may amend these Shipping Rules at any time and in any manner consistent with the require­ ments of applicable law and of outstanding collective bargaining agreements between the parties. A. Although under no Indemnity obligation of any sort, the Union wili not be required to ship persons who, by their behavior in the course of employment aboard contracted vessels, during programs 10. Special or Emergency Provisions of the Harry Lundeberg School of Seamanship and at hiring halls A. During any period of emergency, unlicensed seamen possesssubject to these Shipping Rules, demonstrate that their presence abo.ard contracted vessels may prevent safe and efficient operation ' ing Class B or C Seniority who are in the Entry Rating Department of such vessels or create a danger or threat of liability, injury or and who have adequate seatime to make application for endorse­ harm,to such vessel and their crews. Persons not required to be ment in Group II rating or ratings in the Deck or Engine Depart­ shipped shall include without limitation those guilty of any of the ment shall not be registered for shipping unless they make applica­ tion for and expeditiously comply with the requisite rules to secure following; such Group II endorsement or endorsements. All such unlicensed 1. Drunkenness or alcoholism. seamen in lieu of such registration and provided they comply with 2. Use, possession or sale of narcotics. the foregoing shall upon completion of such requirement be deemed 3. Use or possession of dangerous weapons or substances. then regi'^ered as of the date of their appearance in the group in 4.- Physical assault. which they thereafter have been found qualified. All such un­ 5. Malicious destruction of property. licensed personnel presently registered shall also be subject to the 6. Gross misconduct. foregoing rule, with their date of registration as presently in effect, 7. Neglect of duties and responsibilities. 8. Deliberate interference with efficient operation of vessels, of in the group in which they thereafter have been found qualified. Any such unlicensed seamen may apply In writing to the Sea­ the Harry Lundeberg School of Seamanship or of hiring farers Appeals Board in connection with any dispute as to his pe­ hails subject to these Rules. riod of seatime from exemption from this rule set forth above, on 9. Deliberate failure or refusal to Join vessels. 10. Any act or practice which creates a menace or nuisance to the ground of hardship or physical disability and may if he requests In writing appear before the Seafarers Appeals Board. The decision the health or safety of others. B. No seaman shall suffer any temporary or permanent-loss of of the Seafarers Appeals Board shall be in writing and sent to the shipping rights under Rule 8 A hereof, except, pursuant to the fol­ person involved and to the Union hiring hall. The Seafarers Appeals Board shall determine the period of any lowing procedures: 1. The Union, a contracted Employer, or the Harry Lundeberg emergency or when this amendment is no longer necessary. In School of Seamanship shall initiate a proceeding under this Rule either event, upon such determination, the Seafarers Appeals Board 8 by filing a written complaint with the Chairman of the Seafarers shall then take appropriate action in writing. B. During any period of emergency as determined by the Sea­ Appeals Board and mailing a copy thereof to the subject seaman. The Chairman shall thereupon name a committee of two persons, farers Appeals Board in accordance with Rule lOA, Rule 2J may be one representing the Union and one representing management, to suspended with respect to entry ratings only for the period of such emergency or until the suspension of the Rule is no longer neces­ hear and determine the complaint. 2. The hearing committee shall prepare a written specification sary as determined by the Seafarers Appeals Board. C. 1. The Seafarers Appeals Board may, for good cause shown, of charges and notice of hearing, which shall be sent to the sub­ in its discretion, and in accord with its authority under Article 1 ject seaman by certified mail, addressed to his last known resi. dence. Such notice shall provide at least two weeks' time for the ("Employment") Section 8 of the collective bargaining agreements seaman to prepare his defense and shall give the seaman up to between the parties and in accord with the several factors set one week before the hearing date to request a change of date or forth below, upgrade to Class A seniority rating such unlicensed location of such hearing. -The hearing committee shall initially lo­ personnel possessing Class 8 seniority rating whom the Board cate the .hearing at the Union hiring hall closest to the subject deems qualified for the same. The factors to be utilized In determining whether an applicant seaman's last known residence. Pending the hearing, the seaman may register and ship in accord with these -Rules and his current shall be so upgraded are as follows: (a) Endorsement from the United States Coast Guard as a Lifeseniority status. boatman in the United States Merchant Marine. 3. The hearing shall proceed as scheduled, whether or not the (b) Possession of a certificate of satisfactory completion of the accused seaman is present. The hearing committee shali give the H.L.S.S. entry rating training program and has a minimum of charging and charged parties full opportunity to present their twelve (12) morrths of seatime with any of the companies listed evidence either in person or in writing. No formal rules of evidence ih-Appendix "A" of the collective bargaining agreements, or shall apply, but the committee shall accept all relevant evidence Possession of a certificate of satisfactory completion of the ad­ and give the same such weight as the committee alone may deem vanced course of training then being offered by the H.L.S.S. for appropriate. the department in which such seamen regularly ship and has a 4. Tfie hearing committee shall render and announce its deci­ minimum of thirty-six (36) months of seatime with any of the sion on the day of hearing, as soon as possible after the comple­ companies listed in Appendix "A" of the collective bargaining tion thereof. A decision upholding the complaint shall be unani­ agreements. mous. The committee shall reduce its decision to writing sign the (c) Possession of special skills and aptitudes. same, and send copies thereof to the Seafarers Appeals Board, to .(d) Employment record. the cnmplslning party, and to the accused seamen by certified («) Satisfactory complstlcn of the couise of training offered by mail, return receifrt requested. the School of Marine Engineering sponsored by the Harry Lunde­ 5. The seaman may appeal all or any aspect of the hearing berg School of Seamanship, District No. 2, Marine Engineers Bene­ committee's decision to the Seafarers Appeals Board. Such appeal ficial Association and/or others in Connection therewith. shall be in writing and shall set forth the basis for the appeal In Factor (b) may be waived by the Seafarers Appeals Board In sufficient detail to be understood. The seaman shall send his ap­ those cases where undue hardship wili result. peal by certified mail, return receipt requested, to the Seafarers 2. The Seafarers Appeals Board shali upgrade applicants pursu­ Appeals Board, 275 20th Street, Brooklyn, N.Y. 11215, within tetT ant to this Rule. 10 C for a period of time not to exceed six (6) _ (10) days following the decision, except that the Board may extend months,-at which time it shall terminate such upgrading and shall the time for filing an appeal for good cause shown. publicize such termination In the Union's hiring halls and in such 6. The Seafarers Appeals Board shall hear all appeals arising other places as will give notice thereof thirty (30) days prior there­ under this Rule 8 at its next regular meeting after receipt thereof, to. Thereafter, when it deems necessary, the Seafarers Appeals provided the appeal has been received in sufficint time for the Board may reinstituta such upgrading program for addKibnai Board to give at least five (5) days' written notice to the seaman periods of time not to exceed six (6) months' duration and shall of the time and place of the meeting at which his appeal will be publicize the termination of same as required by the collective, considered. bargaining agreement SEAFARERS INTERNATIONAL UNION of NORTH AMERICA Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO 389 • -• ' v;i/. -^Z'' -i' •w Mrpii � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Special Edition 1975 Description An account of the resource Headlines: NEW STANDARD TANKER AGREEMENT NEW STANDARD FREIGHTSHIP AGREEMENT Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 6/16/1975 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. XXXVII, No. SE 1975 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/2b235360d505e93f8ab4748642e79967.jpg cbb9426203a5d92e28be6d2e60c78a9a 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 1948 United Financial Employees Wall Street Strike Subject The topic of the resource United Financial Employees Seafarers International Union Source A related resource from which the described resource is derived Herb Brand Historic Files Date A point or period of time associated with an event in the lifecycle of the resource 3/29/1948-4/30/1948 Identifier An unambiguous reference to the resource within a given context 36-13, 36-14, 36-15 Description An account of the resource 1,100 United Financial Employees members marched on Wall Street to protest working conditions at the New York Stock Exchange throughout the spring of 1948. The SIU provided around 500 of its own members as security. Many of the UFE employees were office workers and women who needed protection from police violence. The strikes lasted a month, from the end of March 1948 to the last day of April. Although UFE was able to get the concessions they sought from the Curb Exchange, the Stock Exchange bosses refused to compromise with the union. Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant New York Financial District Wall Street New York Stock Exchange New York Curb Exchange 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 SIU, UFE and Catholic Trade Unionists march toward Stock Exchanges from Beaver Street Subject The topic of the resource United Financial Employees Description An account of the resource The picketers are seen here passing 61 Wall Street on their trek from SIU Headquarters to Trinity Place. Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Photographic Collections 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 1948 Format The file format, physical medium, or dimensions of the resource Black and white photograph Type The nature or genre of the resource Image Identifier An unambiguous reference to the resource within a given context 36-15-022 1948 Strikes and Beefs United Financial Employees http://seafarerslog.org/archives/files/original/2d38850060aa12a741b5bea99a22fe70.jpg 9bf1dc29a980617b23ba1d65245d1a7c 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 1948 United Financial Employees Wall Street Strike Subject The topic of the resource United Financial Employees Seafarers International Union Source A related resource from which the described resource is derived Herb Brand Historic Files Date A point or period of time associated with an event in the lifecycle of the resource 3/29/1948-4/30/1948 Identifier An unambiguous reference to the resource within a given context 36-13, 36-14, 36-15 Description An account of the resource 1,100 United Financial Employees members marched on Wall Street to protest working conditions at the New York Stock Exchange throughout the spring of 1948. The SIU provided around 500 of its own members as security. Many of the UFE employees were office workers and women who needed protection from police violence. The strikes lasted a month, from the end of March 1948 to the last day of April. Although UFE was able to get the concessions they sought from the Curb Exchange, the Stock Exchange bosses refused to compromise with the union. Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant New York Financial District Wall Street New York Stock Exchange New York Curb Exchange 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 SIU stewards prepare coffee Subject The topic of the resource United Financial Employees Description An account of the resource As the UFE strike intensified, so did the coffee-making efforts of the SIU stewards manning the machines on the 3rd floor of the SIU headquarters. Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Photographic Collections 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 1948 Format The file format, physical medium, or dimensions of the resource Black and white photograph Type The nature or genre of the resource Image Identifier An unambiguous reference to the resource within a given context 36-14-060 1948 Strikes and Beefs United Financial Employees http://seafarerslog.org/archives/files/original/6d5a73a675f78f7e53f8b7ebc2ca8a8e.jpg 998c0e4444dc11c0a324b5a9d05e84fe 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 1948 United Financial Employees Wall Street Strike Subject The topic of the resource United Financial Employees Seafarers International Union Source A related resource from which the described resource is derived Herb Brand Historic Files Date A point or period of time associated with an event in the lifecycle of the resource 3/29/1948-4/30/1948 Identifier An unambiguous reference to the resource within a given context 36-13, 36-14, 36-15 Description An account of the resource 1,100 United Financial Employees members marched on Wall Street to protest working conditions at the New York Stock Exchange throughout the spring of 1948. The SIU provided around 500 of its own members as security. Many of the UFE employees were office workers and women who needed protection from police violence. The strikes lasted a month, from the end of March 1948 to the last day of April. Although UFE was able to get the concessions they sought from the Curb Exchange, the Stock Exchange bosses refused to compromise with the union. Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant New York Financial District Wall Street New York Stock Exchange New York Curb Exchange 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 SIU Organizer Lindsey Williams on the UFE line Subject The topic of the resource United Financial Employees Description An account of the resource SIU Organizing Chair Lindsey Williams assisted SIU rank and file in supporting the UFE action against Wall Street. Williams would later become SIU Vice President for the Gulf Coast, and was a key figure in the organization's history. Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Photographic Collections 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 4/30/1948 Format The file format, physical medium, or dimensions of the resource Black and white photograph Type The nature or genre of the resource Image Identifier An unambiguous reference to the resource within a given context 36-14-045 1948 Strikes and Beefs United Financial Employees http://seafarerslog.org/archives/files/original/e0af9bba5a5f37d4eb9a86b9efc79e8d.jpg bacc1efa631950e16958197c6ebda59a 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 1948 United Financial Employees Wall Street Strike Subject The topic of the resource United Financial Employees Seafarers International Union Source A related resource from which the described resource is derived Herb Brand Historic Files Date A point or period of time associated with an event in the lifecycle of the resource 3/29/1948-4/30/1948 Identifier An unambiguous reference to the resource within a given context 36-13, 36-14, 36-15 Description An account of the resource 1,100 United Financial Employees members marched on Wall Street to protest working conditions at the New York Stock Exchange throughout the spring of 1948. The SIU provided around 500 of its own members as security. Many of the UFE employees were office workers and women who needed protection from police violence. The strikes lasted a month, from the end of March 1948 to the last day of April. Although UFE was able to get the concessions they sought from the Curb Exchange, the Stock Exchange bosses refused to compromise with the union. Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant New York Financial District Wall Street New York Stock Exchange New York Curb Exchange 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 SIU men passing out sandwiches to picketers Format The file format, physical medium, or dimensions of the resource Newsprint Subject The topic of the resource United Financial Employees Description An account of the resource Fulfilling their duties as support for the UFE strikers, SIU-SUP members went down to the picket line to keep the strikers fed and focused. Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Photographic Collections 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 1948 Type The nature or genre of the resource Image Identifier An unambiguous reference to the resource within a given context 36-13-024 1948 Strikes and Beefs United Financial Employees http://seafarerslog.org/archives/files/original/9840e9bcc3d1ae5833b7df5529529c78.jpg a55ee6ee3c95e88df67b1c1845008b53 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 1948 United Financial Employees Wall Street Strike Subject The topic of the resource United Financial Employees Seafarers International Union Source A related resource from which the described resource is derived Herb Brand Historic Files Date A point or period of time associated with an event in the lifecycle of the resource 3/29/1948-4/30/1948 Identifier An unambiguous reference to the resource within a given context 36-13, 36-14, 36-15 Description An account of the resource 1,100 United Financial Employees members marched on Wall Street to protest working conditions at the New York Stock Exchange throughout the spring of 1948. The SIU provided around 500 of its own members as security. Many of the UFE employees were office workers and women who needed protection from police violence. The strikes lasted a month, from the end of March 1948 to the last day of April. Although UFE was able to get the concessions they sought from the Curb Exchange, the Stock Exchange bosses refused to compromise with the union. Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant New York Financial District Wall Street New York Stock Exchange New York Curb Exchange 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 SIU men distribute food on the picketline Subject The topic of the resource United Financial Employees Description An account of the resource Members from the Hotel and Restaurant Workers' unions prepared food for the UFE strikers and the SIU made sure it reached the right hands. Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Photographic Collections 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 4/9/1948 Relation A related resource Seafarers Log Vol. X, No. 15 Format The file format, physical medium, or dimensions of the resource Black and white photograph Type The nature or genre of the resource Image Identifier An unambiguous reference to the resource within a given context 36-14-005 1948 Strikes and Beefs United Financial Employees http://seafarerslog.org/archives/files/original/f639db0e3d25b7a192303da8a80885b8.jpg 88e61fc2b2b88c7b3be660096a9cb512 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 1948 United Financial Employees Wall Street Strike Subject The topic of the resource United Financial Employees Seafarers International Union Source A related resource from which the described resource is derived Herb Brand Historic Files Date A point or period of time associated with an event in the lifecycle of the resource 3/29/1948-4/30/1948 Identifier An unambiguous reference to the resource within a given context 36-13, 36-14, 36-15 Description An account of the resource 1,100 United Financial Employees members marched on Wall Street to protest working conditions at the New York Stock Exchange throughout the spring of 1948. The SIU provided around 500 of its own members as security. Many of the UFE employees were office workers and women who needed protection from police violence. The strikes lasted a month, from the end of March 1948 to the last day of April. Although UFE was able to get the concessions they sought from the Curb Exchange, the Stock Exchange bosses refused to compromise with the union. Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant New York Financial District Wall Street New York Stock Exchange New York Curb Exchange 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 SIU men delivering coffee (alternate) Subject The topic of the resource United Financial Employees Description An account of the resource This was an unused take for the April 16, 1948 issue of the Log. Another image, 36-13-009, was used instead. Here is the caption for that photo. "(l to r) AB James O'Connell, Chief Cook Joseph Rousseau, Chief Steward Oscar Grimm, Cook Charles Sheridan, and Galleyman Joseph Morelli preparing and transporting coffee for those on the picket line." Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Photographic Collections 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 04/16/1948 Relation A related resource Seafarers Log Vol. X, No. 16 36-13-009 Format The file format, physical medium, or dimensions of the resource Black and white photograph Type The nature or genre of the resource Image Identifier An unambiguous reference to the resource within a given context 36-14-009 1948 Strikes and Beefs United Financial Employees http://seafarerslog.org/archives/files/original/3622c5bdf2b665f9e511ddbd19721f74.jpg 62d47d89e98f80c806779b2230509ef4 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 1948 United Financial Employees Wall Street Strike Subject The topic of the resource United Financial Employees Seafarers International Union Source A related resource from which the described resource is derived Herb Brand Historic Files Date A point or period of time associated with an event in the lifecycle of the resource 3/29/1948-4/30/1948 Identifier An unambiguous reference to the resource within a given context 36-13, 36-14, 36-15 Description An account of the resource 1,100 United Financial Employees members marched on Wall Street to protest working conditions at the New York Stock Exchange throughout the spring of 1948. The SIU provided around 500 of its own members as security. Many of the UFE employees were office workers and women who needed protection from police violence. The strikes lasted a month, from the end of March 1948 to the last day of April. Although UFE was able to get the concessions they sought from the Curb Exchange, the Stock Exchange bosses refused to compromise with the union. Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant New York Financial District Wall Street New York Stock Exchange New York Curb Exchange 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 SIU men delivering coffee Format The file format, physical medium, or dimensions of the resource Black and white photograph Subject The topic of the resource United Financial Employees Description An account of the resource (l to r) AB James O'Connell, Chief Cook Joseph Rousseau, Chief Steward Oscar Grimm, Cook Charles Sheridan, and Galleyman Joseph Morelli preparing and transporting coffee for those on the picket line. Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Photographic Collections 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 4/16/1948 Relation A related resource Seafarers Log Vol. X, No. 16 Type The nature or genre of the resource Image Identifier An unambiguous reference to the resource within a given context 36-13-009 1948 Strikes and Beefs United Financial Employees