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SEAFARERSAI.OG
Febniaiy 14,
1969
—. I
OFFICIAL ORGAN OF THE SEAFARERS INTERNATIONAL UNION » ATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT • AFL-CIO
•111
III
fi'F
.
�Page Two
SEAFARERS
LOG
Seatrain Leases Brooklyn Navy Yard
For Expanded Shipbuilding Program
Febmarjr 14, 19691
Seafarers Play Santa
WASHINGTON—^The SlU-contracted Seatrain Lines announced recently that it expects to take
over the naval shipbuilding facilities of the Brooklyn Navy Yard for the construction of large mer
chant vessels.
Arrangements are being made fr
under a co-operative plan in ital. Howard M. Pack, the com the future. Shipbuilding space is
pany's president, reported the line at a premium and we will have
which Seatrain Lines, tiie City will begin a development and
created an opportunity to become
of New York and the federal gov building program that could total the only major U.S. company
ernment are working out the pur $41 million during the first 18 capable of building as well as op
chase of the old yard and its months and employ up to 3,000 erating its own fleet."
subsequent lease to the shipping people during the first year and
New York's Mayor Lindsay
company. The City of New York a half of operations. Within five stated that the agreement called
will pay the federal government years, expansion is expected to for the employment of people
about $23.5 million for the navy give jobs to as many as 9,000.
from the neighborhood ?!nd would
yard, which has been abandoned
"We're in the large ship busi include many now chronically
for some three years. Thereafter, ness," Pack explained. "We can jobless who will be trained as
a public corporation called build up to 200,000-ton tankers steelworkers, riveters, welders,
CLICK — the Commerce Labor at the navy yard." He noted that electricians, carpenters, pipe-mak
Industry Corporation of Kings the company planned to build ers and boiler makers.
County (Brooklyn)—would lease two large vessels at the yard the
CLICK has released the result
the yard and sub-lease 45 percent first year.
of a survey which indicates that
of it to the shipping operator.
Seatrain, one of the largest un- more than twice as much money Seafarers brightened Christmas tor children in Maumee, Ohio. Ronald
Seatrain's part of the yard, subsidized ship companies, now, as will be spent directly in the McGinn, ship's delegate, presents check from crew of the SlU-conwhich it expects to take over by operates more than 50 container new venture will be generated in tracted Charles C. West (Reiss Steamship Company) to Dorothy B.
April 15, will include the two ships, oil and grain tankers and supplying auxiliary goods and McCrory, Administrative Assistant for the Miami Children's Center.
largest shops, four drydocks and multi-purpose military cargo ves services to workers at the ship Donation was made at Christmas time and was much appreciated.
several piers. The company plans sels. The 115,000-ton tanker yard.
to invest $15 million, of which Manhattan, the largest commer
Seatrain will receive a federal
$9 million will be for facilities cial American-flag ship, is owned loan of $5.8 million for the proj
and $6 million for working cap- by the line.
ect, which is tied to job-training
Joseph Kahn, Seatrain's chair programs for poverty areas. The
man, said, "The creation of a new Administration has stated it
shipbuilding facility by the com will introduce legislation that will
MOSCOW—^Wide expansion in the Mediterranean of the bur
pany also would provide much of enable the federal government to
the production and conversion sell former military installations geoning Soviet merchant fleet was reported here recently by Tass,
capability Seatrain itself needs for to cities at less than market value. the official news agency of the U.S.S.R.
While Italy remains the ma
jor nation in the area with whom
Levels Charge at MTP Meeting
the Soviets are trading, Tass
pointed out that "this situation
WASHINGTON—Eight huge
may soon change." The volume
containerships, with designed cap
of cargo borne in Russian bot
ability of a 33-knot service speed,
toms to the developing nations of
are off the drawing-boards and ex
the Mediterranean "has almost
pected to be in operation in about
doubled" within two years, the
two years for the SIU contracted
agency declared.
Sea-Land Service, Inc., the com
Part of this enlarged trade is
pany confirmed here late last
due
to the transportation of ma
month.
WASHINGTON—Representative Thomas P. O'Neill, Jr. (D-Mass.) charged here last week chinery and equipment from Italy
The fast new Sea-Land vessels
will be able to complete a round that the nation's neglect of its once-dominant merchant marine and the recent decay and disinte to the Soviet Union, where a large
automobile plant is being erected,
trip across the Atlantic to Europe gration of that fleet have been "not just incredible but criminal."
Tass
said. It added that "at le^t
in 10 days. This is at least four
TheMasachusetts DemoOTt ^ shipyards during World War II. pendent agency bill on the fact
60
voyages
of large motor ships
days faster than any containership who has just started his ninth making them 25 years old and that although the 91st Congress
are
needed
to
carry the heavy and
now in operation or under con terra in the House, told a meet older. And while this obsolescence has been in session only a month
unwieldy
equipment
from Genoa
struction.
ing of the nearly seven-million- continues, the American ship there are already nearly 140 Con and Venice to Zhdanov and
Estimated to cost about $25 member AFL-CIO Maritime building industry has dropped to gressional sponsors for the inde
million each, the giant ships will Trades Department here that not 14th in rank among the world's pendent agency legislation—con Kerch" for the emerging auto
mobile complex. The Soviets will
be about 940 feet in length—more just recent Administrations have maritime nations.
siderably more than the number build Fiat cars under Italian li
than 200 feet longer than the larg been responsible for the rapid de
To his audience, comprising of sponsors at this time last year. censes. The U.S.S.R. is under in
est containership now in service. cline, but "both Democratic and representatives of government, in
The Congressman said he also
Twin propellers driven by 120,000 Republican administrations over dustry and labor, O'Neill contin drew a large degree of optimism tense internal pressure to expand
its automobile production, Tass
horsepower engines will furnish the past half-century,"
ued:
from two other sources: the vig added.
the power for the 33-knot speed.
O'Neill described as "a tragic
"In terms of trade and jobs and orous planks in both the Demo
Private Financing
story" the fact that "from the prosperity, our neglect is unfor cratic and Republican platforms
The ships will all fly the Ameri greatest seafaring nation the world givable. In terms of the indispens- calling for a larger and stronger
can flag and construction costs has ever known, the United States ability of the merchant marine to merchant marine, and President
will be financed entirely by private has now sunk—and very likely national defense and security, our Nixon's position paper on mari
time problems issued during the
means, a company spokesman that's the best way to describe it neglect has been disgraceful."
said. &a-Land will not seek ship —sunk—to the point where our
The Congressman deplored the campaign.
The Nixon policy statement,
mortgage insurance from the gov merchant fleet t^ay is less than pocket veto last year of legislation
20 percent—^less than one-fifth its —overwhelmingly approved by O'Neill recalled, proposed a fleet
ernment.
Their unprecedented speed size—only 20 years ago." More the Senate and House—to create "able to lift at least 30 percent of
WASHINGTON—Foreign ft*g
would make it possible for each appalling, the Congressman added, an independent federal maritime our country's imports and ex ships deriving their revenues from
of the vessels employed in the is that today nearly 95 percent agency. The re-establishment of ports." A merchant fleet with such
U.S. commerce would no longer
North Atlantic trade to make of all U.S. foreign commerce— such an autonomous maritime a capability, the Congressman get blanket tax exemptions under
imports and exports—is carried body could have provided the first pointed out, "especially in view
about 36 voyages each year.
a bill proposed by Representative
Direct containership service to by ships flying foreign flags.
step toward reversal of the decay of the five percent carried by U.S.- James J. Howard (I>-N.J.).
Vietnam was initiated by Sea"At the same time," he stressed, which has victimized our merchant flag ships today, is an excellent
The bill calls for amending
Land in 1967 with the sailing of "the Russian merchant fleet has fleet, he said.
first step toward the eventual real
existing
tax laws to provide that
been
increasing
enormously:
from
However,
O'Neill
said
he
was
the Bienville from Oakland, Cali
ization of an American merchant
21st among the fleets of the world "decidedly optimistic about the fleet carrying more than 50 per earnings of ships which are under
fornia.
substantial control or ownership
Sea-Land provides sailings ev in 1950 to the fifth largest today." prospects, for effective maritime cent of our cargoes."
of
U.S. citizens and which regu
O'Neill made a strong appeal
ery 15 days from Oakland to Da
But the flourishing size of the legislation in the new Congress."
larly
serve U.S. ports should be
Nang and provides a similar 15 Russian fleet is not the most criti "I am optimistic about the re- for new maritime legislation that
subject
to present tax laws, even
day service from Seattle and Oak cal threat faced by American passage of the independent agen- will give a better break to unsubthough
those
vessels are operated
land to Camh Ranh Bay.
trade today. Representative cv bill—and Presidential approval sidized shipping companies. The
under
the
flag
of another nation.
he stated,
The company has a two-year O'Neill declared. "More impor this time—and I am optimistic unsubsidized firms,
The
bill,
which
is now in the
contract with the Military Sea tant ie the horrifying obsolescence about the enactment of legislation should be given first chance on
House
Ways
and
Means
Commit
government
cargoes
and
should
Transportation Service, soon to of the fragmentary fleet we have to modernize: our merchant ma
tee,
would
make
it
lessj>rofitable
have
the
opportunity
to
negotiate
left.
Four
out
of
five
American
rine
program."
expire, which calls for another
The Bay state lawmaker based long-term charters for the carriage for American shipowners to oper
containership shuttle between Cam merchant ships, vessels flying
ate under foreign registry.
Ranh Bay, &igon and Qui Nhon. American flags, came out of our his optimism concerning the inde- of government trade.
Sea-Lam!toBuild
Eight Fast Ships
la Next 2 Yams
Expansion of Sovfot Morcbant Fleet
in Mediterranean Reported by Tass
Sovt Neglect of Merchant Marine
Termed Xrlminar by Congressman
Runaway Sblps
To Get Tax Bite
In New Proposal
�February 14, 1969
SEAFARERS
Welcome to SlU Gallon Club
LOG
Page Three
Optimism Voiced at MTP Seminar
Nixon s Cooperation on Strong Fleet
Seen Likeiy by Magnuson, Carmatz
I
1^ «
.^
Sedfarer Donald Wagner, who sails with SlU as a bosun, is the proud
recipient of a Gallon Club pin from Dr. Joseph Logue, left, SlU
medical director as Nurse Mary Larsen, RN, looks on. Wagner be
comes the seventh Seafarer to achieve this unique distinction. He
has formed the habit of donating a pint of blood when he reports
for his annual physical examination at the SlU clinic. Dr. Logue has
set a goal of 50 members for the Gallon Club, which was orignated
last year. Several Seafarers are already on their second gallon.
U.S. Continues Slack Pace
Japan Top World Shipbuilder
As 1968 Orders Hit Record
WASHINGTON—Senator Warren G. Magnuson (D-Wash.), chairman of the Senate Commerce
Committee said last month he was "optimistic" that the Democratic Congress and the new Repub
lican Administration could work together on revitalizing the U.S. merchant marine.
In remarks prepared for delivery at a day-long seminar and well-balanced maritime pro ing pattern of our foreign com
merce."
sponsored by the AFL-CIO gram."
Magnuson took the same tack
• Edwin M. Hood, president
Maritime Trades Department,
in assessing the prospects of work of the Shipbuilders Council of
Magnuson said he based his fore
ing with the Nixon Administra America, who said that the John
cast on the belief that Congress
tion, declaring:
son Administration held the mari
could not have "any substantially
"I am hopeful that the new Ad time industry at "arm's length,"
lesser degree of co-operation"
ministration sincerely wants to and who added that the merchant
from the Nixon Administraticm
serve the needs of the United marine "now looks to the Nixon
on maritime matters "than we re States, and if those needs are to
Administration for leadership" in
ceived from the previous Admin
be served there must be a re developing "mutually responsive
istration."
building of our fleet. And if the co-ordination between govern
His counterpart from the campaign promises of the Presi ment, management and labor" in
House, Representative Edward A. dent prove to be an accurate guide the interests of maritime revival.
Garmatz (D-MdJ, chairman of to his future actions in the area
• Archibald E. King, chairman
the House Merchant Marine and of the merchant marine then we
of
Isthmian Lines, Inc., who urged
Fisheries Committee, echoed Mag- should receive from the new Ad
Congress
and the Administration
nuson's "disappointment" over ministration a meaningful pro
to
give
"primary
consideration" to
the failure of the Johnson Admin gram to revitalize the fleet."
the
unsubsidized
segment of the
istration to move forward in the
Optimism seemed to be the fleet by giving them "first prefer
merchant marine field.
watchword at the seminar, which ence in the allocation of U.S.
Garmatz was critical of the fact drew several hundred representa
government-controlled or spon
that a bill to reconstitute the Mar tives of maritime management, sored cargo," and by allowing
itime Administration as an inde labor and government. Among them the same privilege, now en
pendent agency, passed over the other speakers were:
joyed by subsidized operators, to
whelmingly by the 90th Congress,
• James R. Wilson, Jr., direc establish "reserve funds with tax
was pocket vetoed last Fall. At tor of the National Security Divi
deferment to replace their ves
the same time, he accused the sion of the American Legion, who
sels."
Johnson Administration of having applauded a statement made by
In keynoting the conference, O.
"backed ofT' from agreements Nixon last September, in which
William
Moody, Jr., administrator
reached with Congress on a mar he called for "a sharp increase in
of
the
nearly-seven-million-memitime program and, instead, of the transport of U.S. trade aboard
having come up with "totally un American-flag ships," setting a ber MTD urged participants to
acceptable" legislative proposals. goal by the mid-1970's of 30 per look "not to the past, but to the
future." He said that the outlook
The House Merchant Marine cent carriage on U.S. vessels, as for 1969 was bright because of the
opposed to the present 5-percent
Committee chairman added:
Nixon Administration's pledges
"Perhaps the new Administra level.
and because the 91st Congress
• Page Groton, director of the "contains, for the most part, old
tion will have a better understand
ing of the vital requirements of Boilermakers Iron Shipbuilders and valued friends of the mer
American seapower. In any event, Marine Council, who noted that chant marine."
I am more determined than ever Nixon's campaign pledge was
that we continue with renewed backed up by the platform adopt
vigor our efforts to create an inde ed at the Republican National
pendent federal Maritime Admin Convention in Miami Beach, Fla.,
istration, and provide the legisla pledging "a realistic ship replace
tive framework for a substantial ment program to meet the chang-
LONDON—With world-wide merchant shipbuilding hitting an
all-time high last year the United States continued to lag behind.
Japan continues to be the overwhelming leader, according to the
final quarterly report for 1968
,„d the largest increase during
just issued by Lloyd s Register any one quarter.
of Shipping. Japan's orderAs 1968 closed, 716 ships of
books at the close of the last 4,923,770 tons were under con
quarter of 1968 showed an in struction—compared with 5,224,crease of 801,944 tons as com 122 tons the previous quarter.
pared with an increase in U.S. Launched for the period were
orders of only 216,953 tons—a 796 vessels of 4,692,704 tons, up
ratio of almost four to one.
from 3,876,167 tons. Completed
The largest single year-end rise were 830 vessels of 4,891,822
in vessels on order was Sweden's tons, up from 3,715,942 tons.
922,906 tons, which brought that
Scandinavian nation's total orders
up to third place for the year.
Japan again led in total volume
by having 18,085,024 tons on
order at the end of the year.
"Japan's record output in terms
of tonnage launched during 1968
is more than four times that of
Engineer's licenses have been issued to four more Seafarers after they successfully completed
1962, while West Germany has
training
at the School of Marine Engineering sponsored jointly by the SIU and District 2, MEBA.
regained second place ahead of
A
total
of
309 men have now passed Coast Guard examinations after taking the course offered by
Sweden and Britain," Lloyd's re
the
school.
Three of the Sea-^^
ported.
Under construction in the farers in the latest group of Baytown, Texas, and now makes upgrading programs if they are
world shipyards at the end of graduates are newly-licensed his home in Houston. The 28- at least 19 years old and have
1968 were 1,811 vessels aggregat third assistant engineers and the year-old Seafarer last sailed a minimum of 18 months of
ing a total of 15,769,023 gross other has been upgraded to secmid aboard the Achilles as oiler before Q.M.E.D. watchstanding time in
earning his third assistant's license. the engine department, in addition
tons, Lloyd's said. These figures
assistant engineer.
Bone has been sailing since 1966
do not include shipbuilding within
after three years service with the
the U.S.S.R. and mainland China.
Navy in Vietnam. He joined the
United States tonnage on or
SIU in Houston in 1968.
der at the end of the year aggre
William Versloot, 42, was born
gated 11,602,369; Sweden had
in New Jersey and now lives in
4,742,915 tons on order; West
Passaic with his wife, Phyllis. He
Germany, 3,901,988 tons; United
has been going to sea since 1951,
Kingdom, 3,816,164 tons; France,
and joined the SIU in 1961 in the
3,014,776 tons; Norway, 2,030,Port of New York. Brother Ver
284 tons; Denmark, 1,944,231
Akxander
Verdoot
Slney
Bone
sloot last shipped on a 92-day
tons; Spain, 1,912,055 tons, and
Italy, 1,768,036 tons. Poland,
James Siney makes his home in voyage aboard the James.
to six month's experience as wiper
James Alexander Jr. makes his or the equivalent.
the Netherlands and Yugoslavia Baltimore when he is not at sea.
also topped the one million mark Brother Siney, who has been sail home in Atlanta, Georgia, where
Seafarers who qualify and wish
in orders.
ing since 1953, joined the SIU he was born 35 years ago. He has to enroll in the School of Marine
The total order book at the end in the Port of Baltimore in 1958. been sailing since 1963, and joined Engineering can obtain additional
of 1968—^vessels under construc His last ship was the Kenyon the SIU the same year. He last information and make application
tion as well as orders on which Victory on which he sailed as shipped as oiler for a 100-day trip for the course at any SIU hall,
work had not yet been begun— third assistant. Siney is an 11-year on the Robin Locksley. Alexander, or they may write directly to SIU
was 3,414 vessels totalling 48,- veteran of the U.S. Army and was who is unmarried, is a four-year headquarters at 675 Fourth Ave
911,257 gross tons. This Lloyd's wounded in action during World veteran of the Navy.
nue, Brooklyn, New York 11232,
states as a record figure—4,390,War II.
Engine department Seafarers or telephone the school at (212)
091 tons above the previous quarWilliam Bone is a native of are eligible to apply for any of the 499-6600.
Four More Seafarers Win Licenses;
Total Upgraded engineers Now 309
Active U.S. Fleet
Continues to Drop
MARAD Reports
WASHINGTON — The num
ber of vessels in the active ocean
going U.S. merchant fleet contin
ued to drop during 1968, accord
ing to a recently-released report
from the U.S. Maritime Adminis
tration. According to the report,
there were 1,033 ships of 1,(^
gross tons and over in the active
fleet as this year began, 30 less
than on January 1, 1968.
The report also revealed that
the total privately-owned fleet
decreased to 967 ships, which
was seven less than on January
1, 1968. The total U.S. flag mer
chant fleet decreased by 180 ships
since a year ago to a present total
of 2,071.
Six ships in the privately-owned
fleet were transferred to foreign
flags in 1968, and five were sold
for scrap. The number of large
oceangoing ships under contract
for conversion or construction on
the first of this year was 78, com
pared to 72 a year ago.
Four new ships were delivered
from construction during Novem
ber and December. They are the
tanker Overseas Audrey to Over
seas Bulktank Corp.; the Delta
Mexico to Delta Steamship Line;
the American Lynx to U.S. Lines,
and the Indian Mai! to American
Mail Line.
�Page Four
SEAFARERS
LOG
Bases View on Campaign Promises
Febniarr 14, 1969
Receives Community Service Award
New Hope tor US-Flag Fleet Seen
By President of ShipbulUers Council
SAN FRANCISCO—The new Nixon Administration was recently seen here as bringing with it
a resurgence of growth in the nation's merchant fleet. Edwin M. Hood, president of the Shipbuild
ers Council of America, expressed this view here late last month to the annual meeting of the Westem Shipbuilding Association, ^
achieve the goals I have just sum pared to our 58 . . . For the past
and based his optimism on state marized, he will have succeeded several years new ship deliveries
ments made by President Nixon in an area where his immediate to the Russian merchant fleet have
while campaigning for office.
predecessors have been eminently outpaced U.S. deliveries by a ratio
unsuccessful,"
Hood stated. of nearly 8 to 1 . . . about 80 per
"Few Presidents of the United
States have entered the White "Though there is much optimism cent of the Soviet shipping fleet
House with a detailed exposition favoring full achievement, even today is less than 10 years of age,
of their thinking with regard to partial accomplishment will result while approximately 80 percent
shipbuilding already contained on in a greater magnitude of naval of the American merchant marine
the public record," Hood declared. and merchant shipbuilding than is 20 years of age or older . . .
has been the case during the past
"But President Nixon has!"
"In the past 20 years, more than
eight
years."
1,000
ships have been added to
The SCA president pointed out
Hood
pointed
to
the
"galloping
the
Russian
merchant marine,
that, as a candidate, Nixon had
advocated "the prompt restora obsolescence" which has been while in the same period our ship
tion of the United States as a overtaking the U.S. oceangoing ping fleet has contracted by about
first-rate maritime power" and merchant fleet—as well as the na 1,000 vessels . . .," he continued.
called for better co-ordination be tion's fishing and Great Lakes
"While the Russians have been
tween merchant and naval ship fleets—and declared that "further putting together a formidable
building in order to attract invest procrastination in the reconstruc merchant marine and naval force,
ment capital and retain stable tion of U.S. sea power resources which in the words of the Chief
labor forces; make better use of could endanger the national se of Naval Operations, Admiral
credit facilities; and bring about curity."
Thomas H. Moorer, represents a
realistic amortization procedures
Cites Russian Growth
'threat to the United Sftates' su
and long-term government cargo
"In the last decade," Hood premacy at sea', those responsible
commitments.
pointed out, "the Russians have for our iiiaritime policy haVe
Nixon also promised support advanced to a position of sea seemingly been oblivious to all
for a domestic shipbuilding pro power strength from which the that has been taking place."
gram to produce a fleet of Amer interests of the United States and
Raps Past Policies
ican-flag merchant ships capable the entire Free World can now
Hood indicated that "the gross
of carrying 30 percent of the na very definitely be challenged. As
tion's trade and commerce instead Russia has moved ahead, the U.S. deficiencies that have marked the
of the present five percent. Beyond has dropped from first to ninth Johnson Administration's per
this. Hood stated, Nixon had ad position, and the Soviet Navy is formance" as regards maritime
vocated tax incentives and cargo presently second only to that of can now be reversed and the Nix
assistance for domestic shipping the U.S.
on Administration presents an op
operations and the application of
"The Russians have been build portunity to do so.
research and development pro ing many more merchant ships
"By any scale of measurement,"
grams to the maritime fleet. than we have. At mid-1968, they he added, "the prospective wcric
"If our new President can were constructing 448 ships com- volume from governmental as well
as commercial sources could well
place U.S. shipbuilding on the
brink of unprecedented growth.
Fortunately, every major shipyard
in the U.S. is 'gearing up' for this
prospect. Through management
skills, capital improvements, new
teghniques and cost reductions, a
significant
renaissance in U.S.
SAN FRANCISCO—Members ried almost unanimously.
shipbuilding
is taking place. It
of the SIUNA-afiiliated Military
Officers for the new term were
holds
great
promise
for the future
Sea Transport Union last month installed by SIUNA Vice Presi
in
terms
of
work
stability, em
elected Joseph J. Leal to a second dent Frank Drozak, who spoke
ployment
for
craftsmen
and shipterm as secretary-treasurer of the on the problems facing the mari
year
profits
and—more
dramat
Union. Leal, who was unop time industry over the next three
ically—as
an
expression
of de
posed, will serve in the Union's years. He advised the elected offi
clared
national
intention
that
the
top post for another three years. cers to keep well informed and
aspirations of free men and wom
Also elected with Leal were in close contact with the Interna en everywhere will not be sub
Raleigh G. Minix, Darrol Van tional so as to be able to most jugated de facto through Soviet
Auker and George T. Grier as effectively protect the job rights expansionism on the seas."
business agents. They will also of the MSTU membership.
serve for a second term.
The ballot also included nomi
nees for four SIU convention
delegates. Successful candidates
for these posts were SecretaryTreasurer Joseph J. Leal, Busi
ness Agents Raleigh Minix and
Darrol Van Auker and Charles J.
Rehill.
Two propositions dealing with
constitutional amendments were
also voted upon. The first names
the order of succession in the
event of the incapacity of the sec
retary-treasurer as the business
agent who received the highest
number of votes in the last elec
tion, followed by the business
aeent who received the second
highest number of votes.
The second proposition pro
vides for non-payment of dues by
a member who is on leave with
out pay due to his being a patient SIUNA Vice Pres. Frank Drozak swears in the newly elected officers
in a USPHS or other accredited of SlU-Military Sea Transport Union in San Francisco. Left to right:
hospital. Both propositions car George Grier, Darrol Van Auker, Joseph J. Leal and Raleigh Minix.
MSTU Re-elects Joseph Leal
To Secretary-Treasurer Post
SIU Vice President Lindsey J. Williams, right, accepts the Com
munity Service Award of the year, given by the Greater New Orleans
AFL-CIO at Port's SIU hall. Presenting the award is A. P. Stoddard,
left, president of the local AFL-CIO. SIU Port Agent in New Orleans,
C. J. (Buck) Stevens also participated in the ceremony with Williams.
Two Million Workers Benefit
By Minimum Wage Law Hike
WASHINGTON—More than two million of America's lowestpaid workers got a pay raise to $1.30 an hour this month when
the third step of the 1966 amendments to the Fair Labor Standards
Act took effect on February 1.
—.. . ,—
1 < -..-ii:..
lishments which do at least $250,On the saine date, 1.5 niillion
^
,
gross
persons who had not previously year. Last year, only places doing
been covered by the law moved more than $500,000 bu«ness were
under its protection. More than covered.
half of them are employees of
Except for farm workers, all
smaller retail stores; most of the those covered by the $1.30 step
remainder work in restaurants, this year will have their wage
hotels and motels.
guarantee lifted to $1.45 next Feb
There is no change in the wage- ruary 1, and to the standard $1.60
hour protection for most of the level on February 1, 1971. Before
44 million workers covered by that date arrives, of course, Con
federal law. Their minimum pay gress may Have boosted the mini
guarantee went up to $1.60 a year mum wage—a major legislative
ago and, with a few exceptions, goal of the AFL-CIO.
their maximum straight-time
Under present law, the mini
hours have been pegged at 40 for mum pay for covered farm work
many years.
ers—only those on large farms
The ones who will benefit by are covered — doesn't go any
the February 1 change come from higher than the new $1.30 level.
the group brought under the wage- The cutoff was part of the com
hour law for the first time by the promise necessary in 1966 to
1966 amendments.
achieve the breakthrough of bring
ing farm workers under the Fair
Some Still Exempt
This group includes nearly 9 Labor Standards Act for the first
million persons who were brought time.
under the law at a $1 minimum
two years ago, raised to $1.15 last
year and to $1.30 this year. Some
SEAFAREBS^tOG
occupations are exempt from
hours coverage, but for most in
Feb. 14, 1969 • Vol. XXXI, No. 4
this group the straight-time limit
OfficlKl Publication of tlie
drops this year to 40 hours a week
Seafarers International Union
of North America,
after having been pegged at 44
Atiantic, Gulf, Lakes
hours the first year, 42 hours last
and Inland Waters District,
year.
AFL-CIO
The 1.5 million newly-covered
gxeeutive Board
PAUL HALL, President
workers move in at the same $1.30
EARL SHBPABD
GAL TANNEB
level as if they had come under
Exee. Viee-Pret. Vice-President
the law two years ago.
LINDSEY WILLIAMS
AL KEBR
Vice-President
About half of the new group
Sec.-Treaa.
ROBERT MATTHEWS
and about 1.3 million of the group
AL TANNEB
Vice-President
Vice-President
moving up from the $1.15 wage
Director of Publieatione
guarantee now earn less than $1.30
MIKE POLLACK
an hour and will benefit immed
Editor
HARRY WITTSCHEN
iately from the higher rate, the
Assistant Editors
Labor Department estimated.
WILL KARP
Their wage increases will add
CHARLES SVENSON
up—again an estimate—to $505
Stolf Photographer
million a year, all going to work
ANTHONY ANSALDI
ers earning poverty-level incomes.
Pskllihid kiwMkly at 810 Rhots lilint Annis
Restaurant, hotel, motel and
N.E., Wsihlniton, D. C. 20018 ky th( Sisfarfarm employees remain exempt
•n inttrnitional Union, Atlsntle, 6slf. IrtM
and inland Wstoro District, AFL-CIO, 675
from the maximum hours provi
Fsarth Avcnst, Brssklyn, R.Y. 11232. Tel.
HVaclnth 9-6600. tscond iliii psitsfs paid
sion of the law and where work
at Waihlnptoni, D. C.
ers receive more than $20 a month
POSTEASTER'S ATTERTIOR: Fonn 3579
sards sheald ko sent to Seafarers International
in tips, employers can credit tips
Union, Atlantic, Cslf, Lakes and Inland
toward up to half the amount of
Waters Olstrist, AFL-CIO, 675 Foartk Awnno,
Rrooklyn, N.V. 11232.
the minimum wage.
The workers newly covered this
year are those working in estab-
�>
February 14, 1969
SEAFARERS
U.S. Supreme Court Upholds
NLRB Fringe Benefit Ruling
I
) I
ri
i
Page Five
Birth of a Modern Freighter
WASHINGTON—^The Supreme Court, reversing the 9th U.S.
Circuit Court of Appeals at San Francisco, ruled last month that
the National Labor Relations Board has the power to enforce a
contract against an employer f
who refused to abide by its Co. The board directed Strong to
terms, including fringe benefits. sign a contract with Roofers Local
The court, with Justice William 36, Los Angeles, stop refusing to
O. Douglas dissenting, upheld a bargain with the union, and pay
1965 labor board order against his share of the pension and wel
Joseph T. Strong, doing business fare funds agreed upon by the
as Strong Roofing and Insulating union and the Roofing Contrac
tors Association of Southern Cal
ifornia.
New no. Canal
To Prowide Gait,
I
Atlantic Linkap
!li| *
LOG
TALLAHASSEE, Fte. —Con
siderable progress has been made
over the past year on the Cross
Florida Barge Canal project which
is to link the Atlantic and Gulf
Coasts of that state, L. C. Ringhaver, chairman of the Canal Au
thority announced this month in
an interim refK>rt on the project,
Completion of the work, how
ever will probably be delayed be
cause of the curtailment of fed
eral funds. Ringhaver called for
a four-year funding program to
insure a through waterway by
mid-1973 which will be usable
though not completely finished.
The report noted the comple
tion of two of the five locks for
the canal during 1968. These are
the Inglis Lock near the western
end, and the St. Johns Lock near
the Rodman Dam, which is also
newly operative. In all, the project
is termed approximately one-third
finished.
When completed, the Florida
barge canal will provide 185 miles
of toll-free, protected waterway
which will link the inter-coastal
route near Jacksonville with the
deep water of the Gulf of Mexico.
The Canal Authority, which is
the local sponsoring agency, is a
public corporation. The project
itself is federally financed, fed
erally constructed and federally
operated.
Ringhaver emphasized that
transportation of bulk commodi
ties is cheaper by barge transpor
tation than by overland means.
For example, he pointed out, it
costs about four mills to move a
ton one mile by barge, about 13
mills by rail, and about four cents
by truck.
Justice Byron R. Whi^e, who
wrote the majority opinion, said
Strong souoht to withdraw from
the employers' association a few
days after it completed negotiat
ing a four-year aereement with
Local 36 in 1963, and "refused
repeated demands from the union
that he sign the contract."
In 1965 the NLRB ordered
Strong to abide by the contract.
The 9th Circuit appeals court en
forced the NLRB order except
for the pavment of fringe bene
fits. which it said was "bevond
the powers of the board." The
NLRB appealed.
The SlU Pacific District-contracted Matson lines Is building two 34,000-ton ships for Its Intermodal
freight services In the Pacific. Above Is the skeleton of one of the new freighters as It begins to
take shape at the Bethlehem Steel shipyard at Sparrows Point, Md. Vessel Is due for a spring launching.
Iniiulrles Valid
"The hoard is not trespassinc
on forhid'ten territorv." the high
court ruled, "when it inauires
whether nevotiations have pro
duced a bargain which the emPlover has refused to sien and
honor, particularly when the em
ployer has refused to recognize
the very existence of the contract
providing for the arbitration on
which he now insists."
To this extent, the court said,
the "contract is the board's affair,
and an effective remedy for re
fusal to sign is its proper business."
It added; "Arbitrators and courts
are still the principal sources of
contract interpretation" but the
board may prohibit conduct which
is an unfair labor practice "even
though it is also a breach of con
tract remediable" by arbitration
and in the courts.
Justice Hugo Black concurred
in the reversal but would direct
that the case be remanded to the
NLRB for a decision on arbitra
tion. Justice Black wrote in his
dissent that "arbitration is not a
process which the board is either
equipped or qualified to follow."
"This Won't Hurt a Bit"
ji' *
Iliiitic, Gulf & Inland Wafers
January 24, 1969 to February 6, 1969
DECK DEPARTMENT
TOTAL REGISTERED
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Jacksonville
Tampa
Mobile
New Orleans
Houston
Wilmington
San Francisco ...
Seattle
Totals
All Groups
Class A Class B
3
0
37
44
7
14
27
11
7
12
3
11
5
3
20
13
47
32
31
19
18
31
84
45
8
13
273
272
TOTAL SHIPPED
All Groups
Class A Class B Class C
1
0
1
16
24
14
7
9
2
18
8
14
4
0
4
0
0
2
3
0
1
1
3
4
23
26
1
7
10
0
29
11
9
32
48
56
10
9
15
153
190
79
REGISTERED on BEACH
All Groups
Class A Class B
3
9
308
326
18
39
62
164
38
15
38
44
35
25
107
55
113
206
141
127
63
12
72
12
7
61
827
1273
ENGINE DEPARTMENT
TOTAL REGISTERED
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Jacksonville
Tampa
Mobile
New Orleans
Houston
Wilmington
San Francisco ...
Seattle
Totals
Class A
0
33
3
13
12
9
1
13
25
25
7
38
14
193
TOTAL SHIPPED
All
Class A Class B Class C
2
0
1
13
38
20
6
10
6
7
5
9
7
3
3
0
1
2
0
0
2
1
4
2
20
1
14
13
0
12
8
13
15
71
46
42
15
11
14
108
203
127
2
68
5
8
6
9
6
18
53
31
23
89
12
328
REGISTERED on BEACH
All Groups
Class A Class B
5
5
249
207
18
5
65
104
20
33
27
32
24
15
74
77
157
103
132
102
12
25
9
50
7
39
786
810
STEWARD DEPARTMENT
•
Seafarer Herman C. Mora gets a blood test in the SlU's medical
center at the San Francisco hall. Administering the test Is Lab
Technician Sharon Marino. A chief coolc, Mora Is IS-year SlU vet.
TOTAL REGISTERED
All Groups
Class
A Class B
Port
0
2
Boston
25
14
New York
3
6
Philadelphia
Baltimore
12
5
8
Norfolk
2
Jacksonville
11
5
Tampa
1
5
Mobile
21
12
New Orleans
35
31
Houston
13
19
Wilmington
12
14
San Francisco ...
32
54
Seattle
11
5
173
Totals
185
TOTAL SHIPPED
All Groups
Class A Class B Class C
0
0
1
16
15
15
3
2
4
6
3
15
6
3
5
0
0
1
0
0
2
6
0
0
16
7
2
3
10
5
10
3
9
36
34
51
6
6
6
76
128
102
REGISTERED on BEACH
All Groups
Class A Class B
1
5
86
230
17
12
51
120
29
18
19
31
14
25
42
96
66
173
60
122
3
39
13
41
9
44
402
961
�Page Six
SEAFARERS
LOG
Birchers'Attack on Grape Boycott
Hiding Behind Hoasewives'Skirts
NEW YORK—If there are any housewives in an organization called Housewives United to Protect
Food Supply, you'll probably find them at a local cell meeting of the John Birch Society.
It's all part of a desperate attempt to counter the effectiveness of the labor-church boycott of
struck California grapes.
The editorial was, appropriately
Openly identified with the Birchers and the Right-to-Work
advocates, five major food store enough, from the Los Angeles
"buy grapes" campaign are the chains—A&P,Big Apple, Colonial, Herald Examiner—the struck
National Right-to-Work Com Kroger and Winn-Dixie—discon Hearst newspaper which has
mittee and the Farm Bureau Fed tinued sale of California grapes at waged a union-busting campaign
eration—^long time allies in union- the urging of local clergymen and against its workers for more than
busting campaigns.
a representative citizen's commit a year.
The Birch Society, however, is tee who support the boycott of the
"The boycott has cut the pick
apparently hiding behind the front United Farm Workers Organizing ers' workweek from a normal six
name of "Housewives United" to Committee.
days at the season's peak to four
do its part to discredit the boycott.
Similar large chains in Chicago davs," the editorial complained.
Identical leaflets in several cities, and Detroit had earlier announced
The boycott, of course, is the
signed by the mysterious "house that they would no longer carry result of a refusal by California
wives" group charge that the grape California grapes and the Mayors grape growers to recognize the
boycott is inspired and financed by of Chicago and Philadelphia right of their workers to union
the Communists and claim that joined with the chief executives of representation—and the fact that
food prices will "skyrocket" if it other cities in banning the pur farm workers don't have the pro
is successful.
chase of California grapes by city tection of the National Labor Re
Leaflets distributed in the New institutions.
lations Act.
York area bear only a Post Office
A hint of the reason for the
But the "work" committee
box number in Larchmont, N.Y. stepped-up right-wing attack on quotes a "loyal" grape worker it
But the same leaflet signed by the the grape boycott came in an edi sent on a nationwide tour to coun
same Housewives United group, torial reprinted in the national ter the boycott as telling his au
passed out in front of Atlanta su newsletter of the Right-to-Work diences, "the root of our problem
permarkets, carried a local ad Committee.
is lack of a right-to-work law."
dress for the organization—3081
Maple Eh-ive, NE.
AFL-CIO Economist Warns
Oliver Singleton, Atlanta-based
AFL-CIO regional director, drove
to the address and found there an
American Opinion Book Store—
one of the many such John Birch
Society bookstores located
throughout the nation. It carried
the usual assortment of right-wing
extremist literature which included
WASHINGTON—^The danger of an economic recession has
large stacks of leaflets attacking
emerged with the record-high prime interest rates instituted by
the grape boycott.
Meanwhile, in defiance of the the nation's big banks and the resulting credit squeeze, labor
"buy grapes" campaign by the economist Nathaniel Goldfinger ^
8.4 percent, Goldfinger pointed
warned here recently.
out.
The new seven percent prime
"I don't think it takes much
interest rate—the amount banks
imagination
to see what kind of
charge to their biggest and best
interest
rates
medium-sized busi
credit risks—^was viewed by Goldnesses
and
small
businesses, farm
finger as too severe for the na
tional economy, which has been ers, home buyers and consumers
running briskly for the last three will pay," Goldfinger added.
Noting that mortgage rates were
years.
CLEVELAND — American"Slapping on the brakes all of running at 7.25 and 7.5 percent
flag bulk carriers on the Great a sudden is very dangerous be at the end of 1968, he predicted
Lakes moved about as much ton cause there is a possibility of go the rates will go up toward eight
nage in 1968 as in the previous ing through the economic wind percent for the country as a
year. Vice Admiral James A. shield," the director of the AFL- whole.
Hirshfield, president of the Lakes CIO Department of Research
Meanwhile, the interest rates
Carriers Association reported declared.
for smaller business will move
here.
It is much wiser to slow down even higher than the eight to 10
Consisting mainly of iron ore, the economy, Goldfinger declared. percent rates of recent months,
coal, grain and limestone, the
"If the monetary managers of
"And interest rates on install
actual 1968 tonnage recorded the Federal Reserve System ment loans to consumers, which
was 191,947,440, as compared wanted to act in the monetary have been running around 12
with 1967 figures some 450,000 area, they could increase the re and 18 percent, will move a lot
tons higher—a difference of only serve requirements on banks," he higher," he added.
.23 percent—making 1968 the said, which would have a more
Inflationaiy
ninth highest season on record, gradual slowing effect.
the report stated.
"The
sad
part," the federation's
He said that the board's action
Unusually favorable water raising its discount rate was un top economist said on Labor News
levels in the connecting channels necessary because the temporary Conference, is that these interest
of the Great Lakes enabled the income tax surcharge, along with rates "get built into the price
utilization of maximum carrying the "very strong lid on the increase structure so they increase the price
capacity by large fleet units. Ship of government expenditures" and of everything you buy . . . they
ments from all of the lake ports other economy-dampeners were are an inflationary factor."
benefited, registering moderate already slowing the rapid rise in
Goldfinger said that many econ
gains over 1967, from the for- sales, production and employment. omists feel the surtax, which si
wardings of tonnage moved from
The higher prime rates will not phons about $11 billion in addi
Eastern Canada. These set an only be felt by the richest and tional revenues from consumers
other high for the seventh con biggest borrowers, but throughout and businesses, would gradually
secutive year, reaching 15,764,- the nation, Goldfinger noted.
slow down the economy a bit and
225 gross tons.
A seven percent rate for the slow down the rate of price in
Cargoes of iron ore totalled big corporations like General Mo creases.
83,631,049 gross tons—a 3.75 tors or General Electric is really
He noted that the surtax is
percent gain over 1967. Bitumi an understatement, he said, "be bringing the federal budget toward
nous coal shipments were 48,- cause on big loans, the banks also a surplus.
657,184 net tons, 7.64 percent require that 20 percent of the
"Because of that factor, many
less than in the past year. This loan remain in the bank • as an economists believe that gradually,
decrease reflected a diversion of interest-free deposit."
economic expansion would begin
tonnage from Chicago and the
This 20 percent deposit added to slow down on an orderly basis"
removal of one Lake Ontario port to the seven percent interest rate and price pressures would ease
from operating status.
adds up to an effective rate of over a period of time, he added.
Record-High Interest Rates
Could Bring About Recession
1968 Ship Cargo
On Great Lakes
At Stable Level
Febraai7 14, 1969
Coffee Time Down South
Seafarers Ronnie Bradford (left) and Clayton Thomas enjoy a good
cup of coffee in the cafeteria at the New Orleans hall. Brother
Bradford sails in the deck department and was recently on Columbia
Baron. He lives in Mobile. Thomas joined SlU in New Orleans.
Loyola Study Finds
Job Training Programs Essential
To Upgrading of Poor Rural Areas
NEW ORLEANS—An intensive study of the problems of job
lessness in rural areas of Louisiana shows that new industry alone
will not help local people find employment. They need training too.
Unless the local workeis have
,he spaee and petroehemieal
a good education or skills, the industries.
introduction of new industry
Despite intensive efforts at
often "does nothing for the local placement by the project, only
people, but rather imports a new 244 of the 933 enrollees had jobs
work force."
at the time of the final tabulation.
The recently completed study, Another 191 were in school, the
made by Loyola University's In armed services or a training pro
stitute of Human Relations funded gram. The rest were unemployed.
by the U.S. Department of Labor,
Perhaps the most important
concludes that "a concentrated conclusion to be drawn from
program of employment and skill Project Reach is "that the peo
training in rapidly industrializing ple served need additional, or in
rural areas" is needed if the job many cases their first, skill train
less or underemployed men and ing," the r^ort notes. "These
women "are to be fully integrated individuals stand with one foot in
into the industrial society."
the traditional agrarian culture of
the South, and with the other in
Rural Project
the space age."
The 15-month project involved ^
The report also made these ob
933 men, women and youths in servations:
the rural Louisiana parishes of St.
• Special arrangements for
James, St, John the Baptist, St. transportation must be made in
Charles and St. Tammany.
rural areas in any scheme to place
More than one-half of all those the hard-core unemployed in per
recruited listed no skills, and few manent jobs or in training.
• Payment of a living allow
of the others had the skills re
quired by employers in the area. ance during training cuts the drop
Almost one-third had never been out rate significantly.
• The poor are much more apt
employed in a regular job.
to
finish a training program if
Nearly all had had trouble find
ing suitable work despite the there's a job waiting at the end.
dramatic economic expansion of Job development is the key ele
the region, spurred by the growth ment in any such program.
SlU WELFARE, VACATION PLANS
December 1-December 31, 1968
Hospital Benefits (Welfare) . ..
Death Benefits (Welfare)
Disability Benefits (Welfare) ..
Maternity Benefits (Welfare) . .
Dependent Benefits (Welfare) .
(Average: $202.78)
Optical Benefits (Welfare) . ..
Out-Patlent Benefits (Welfare)
SUMMARY (Welfare)
Vacation Benefits
(Mverage: $405.54)
Total Welfare, Vacation
Benefits Paid This Period ...
Number of
Amount
Benefits
Paid
973
29
1,258
20
3,544
$
10,733.76
79,410.32
285,537.00
4,000.00
71,865.67
692
3,690
1,038.60
29,253.50
10,206
1,891
481,838.85
766,880.11
12.097
$L248^718^
�February 14, 1969
/
I.
i;
VI i
Enlarged House Labor Unit
Maintains Liberal Majority
SEAFARERS
Page Seven
LOG
Reflection
W^HINGTON—The House Education and Labor Committee,
like its Senate counterpart, will have a strong liberal majority in the
91st Congress.
The committee was slightly enlarged by changing the ratio of 19
Democrats and 14 Republicans in the 90th Congress to 20 Democrats
and 15 Republicans.
Democrats had four vacancies to fill and assigned Negro congress
men to three of the spots. Adam Clayton Powell of New York, the
former chairman of the committee, returned from exile to take the
low-seniority spot at the bottom.
Louis Stokes, brother of the mayor of Cleveland, won a committee
assignment as did William Clay of St. Louis. Clay knows labor prob
lems first hand as apprenticeship training director for a local of the
Plumbers and Pipefitters and earlier as an organizer for the St. Louis
local of the State, County and Municipal Employees.
Also moving onto the committee is Joseph M. Gaydos, from a
Pittsburgh area district with a heavy concentration of Steelworkers.
Incumbent Democrats who moved off the committee are Sam M.
Gibbons, a Florida liberal who won a coveted seat on the Ways and
Means Committee, and House Majority Leader Carl Albert of Okla
homa.
Republicans filled three vacancies with two conservatives and
moderate.
The moderate is Orval E. Hansen of Idaho, whose record in the
state legislature includes a vote against a so-called "right-to-work"
law.
More conservative is Earl B. Ruth of Salisbury, N.C., who was
dean of students at Catawba College and won an upset victory in a
new district last year after having switched his registration from Dem
ocratic to Republican.
An Outspoken Foe
Most conservative of the GOP newcomers is Earl P. Landgrebe,
who won the seat of retired Charles A. Halleck, longtime GOP stalwart.
As a state senator, Landgrebe voted against virtually all social legisla
tion and he said durina the campaien that he opposed government
spending programs because most government planners "are bums who
couldn't make a living as doctors or truck drivers."
Representative Carl D. Perkins (D-K;'.) remains as chairman of the
committee, with Edith Green (D-Ore.) and Frank Thompson, Jr. (DN.J.) next on the seniority list.
Committee appointments were later than usual this year because
the initial Democratic caucus insisted on enforcing a neglected rule—
that appointments made by the Democratic members of the Ways and
Means Committee, who choose members of other committees, must
be acted on by the full Democratic caucus.
This rule resulted in an unprecedented and successful revolt by
Mrs. Shirley Chisholm, who represents a black ghetto district of
Brooklyn, N.Y.
She had been assigned to the Agriculture Committee. And she told
the caucus that she didn't think she could do any good on the Agri
culture Committee.
The somewhat startled caucus passed her amendment to delete her
name from the Agriculture Committee list and Ways and Means
Chairman Wilbur D. Mills (D-Ark.) promised to try to find a spot
for her on another committee.
There were changes but not significant shifts of liberal-conservative
strength on other committees.
The one spot on the powerful Appropriations Committee went to
a Colorado liberal serving his third term, Frank E. Evans.
President Hunter P. Wharton
Sam H. Scott, 67, president of
the Stone Workers from 1944 to of the Operating Engineers was
1968, died recently after a brief elected to a three-year term on the
illness. At his death he was dis board of the United Community
trict director of his union and a Funds and Councils of America
vice president of the North Caro at the organization's annual meet
lina AFL-CIO. Scott stepped ing at NYC last month. He suc
down as Stone Workers' presi ceeds Jacob dayman, administra
dent last September 1 but re tive director of the AFL-CIO
mained active in his other posts. Industrial Union Department who
Formerly he was president of a retired from the board.
* * *
Tobacco Workers' local union
and a staff representative of that
C. J. Haggerty, president of the
international.
AFL-CIO Building and Construc
* * *
tion Trades Department, has been
President William H. McClen- reappointed to the President's
nan of the Fire Fighters and Committee on Employment of the
Thomas R. Donahue, executive Handicapped for another threesecretary of the Service Em year term. The President's Com
ployees, were elected to the board mittee is composed of representa
of the Muscular Dystrophy Asso tives of labor, industry, the pro
ciations of America at its meeting fessions and national civic, veter
in New York last month. Mc- ans and handicapped organiza
Clennan succeeds William D. tions. Founded in 1947, it has
Buck, retired president of the fostered a more enlightened atti
Fire Fighters, on the board. Don tude toward the employment of
ahue, former assistant secretary the handicapped, who number one
of labor, moves up from a vice in every 10 persons in the United
presidency in MDAA.
States.
The Nixon Administration and its Urban Af
fairs Council has been reviewing and evaluating
some of its predecessor's programs, including
those designed to eliminate poverty.
Who are the poor in America? Where are
they found?
Most of us never com-; into direct contact
with them. They are recently being "discov
ered" anew by teams of researchers sent to study
their plight in the rural counties of the deep
South and in the economically by-passed scarred
hills of Appalachia. In these areas there are
not just isolated pockets of misery but entire
communities of deprivation beyond despair.
Statistics only illuminate the depths of the
poverty in the U.S. It is well to realize, however,
that while 71 percent of the total number of
poor families are white, percentage-wise, nonwhites fall below the subsistence level in much
greater proportion, enveloping one household in
three.
These are the human beings who live in drafty
shacks with inadequate toilet facilities or no
toilets at all. Pure drinking water is rare. An
adequate, well-balanced diet is a rarity.
It is no wonder that the Negro infant mor
tality rate is unbelievably high — and getting
worse while the nation's as a whole is improving.
Tufts University in Boston, which has set up a
health center in the Mississippi Delta, discovered
that the death rate for Negro infants in the re
gion rose by 25 percent between 1960 and 1964
alone. It is obvious that local authorities had
done absolutely nothing for their poor—^they had
merely looked away from the misery.
"The pre-school child from the time of wean
ing until approximately six years of age is the
most vulnerable to problems of nutrition," Dr.
Arnold E. Schaefer, chief of the National Nutri
tion Survey being conducted by the Department
of Health, Education and Welfare told a Sen
ate committee recently. He added that "hidden
hunger"—caused by "low-nutrient tissue levels
from a continued inadequate diet" reduces
"physiological functional performance" among
its other effects. In simpler terms, people be
come incapable of sustained work. No wonder
the armed forces reject such a high proportion
of inductees from such areas.
It becomes clear that job training programs—
desirable as they are—can only work in con
junction with an over-all program of decent
nutrition and vastly improving the health of the
poor.
Some of the nation's poor flee to urban areas
mainly in the North. Upon arrival, most of them
discover that they have traded one misery for
another. They do not fit into their adopted en
vironment. They have neither the skills nor the
health for the jobs available. They often end up
as "refugees" on relief.
A picture emerges of two Americans—one
relatively advancing in health and security, the
other left to deteriorate and to die. They are
separate and very unequal. And they hardly
know each other.
An Administration which has posed for itself
the task of unifying the country, must also draw
together the two Americans. It is.not only un
fair to build walls around poverty. It is a tragic
waste of our most precious resource, which is
people.
This country must marshal its vast resources
to eliminate the scourge cf poverty which has
caused such deep anger and disaffection within
the nation—that deep disaffection which leads to
anger and to violence.
�Page Eight
SEAFARERS
Febrnarr 14, 1969
LOG
A Happy Moment
As Medical Costs Soar
AR-aO Calk For All Out Drive
To laact National Health Man
WASHINGTON—A national health insurance program is essential if all Americans are to have
"the vyonders of modem medicine" at a price they can afford, writes AFL-CIO Social Security Di
rector Bert Seidman in the current issue of the AFL-CIO magazine, The Federationist.
Interest in the program, Seidman points out, has mounted
rapidly in recent years as people
find it "increasingly difficult to pay
their health bills" and secure ade
quate health care.
states, should cover not only work
ers and their families but also the
unemployed, students and those
on public assistance.
would insist on controls and in
centives for moderating hospital
charges."
Because NHI would cover those
on public assistance and the un
employed. the article calls for a
proeram financed on a tripartite
basis under social security with the
government, employer and em
ployee each paying one-third of
the cost.
Seidman estimates that the pro
gram the AFL-CIO envisions
could provide more comprehen
sive and hivher quality health
services to Americans "for no
more and perhaps less than we
are now spending for personal
health services."
He notes that total U.S. health
expenditures are now running at
more than $50 billion annually
and amount to 6.3 percent of the
gross national product, the nation's
total ou'put of goods and services.
By comparison, he points out,
all other nations spend less in this
area both in total dollars and as a
proportion of the total economy—
vet most of ffiem have national
health programs covering substan
tially all of their citizens.
Its benefits should provide for
hospital costs; physicians' services
The time has come, he de in the office, home and hospital;
clared, for labor and other pro nursing care; home health serv
gressive groups to unite in a de ices; psychiatric services; eye ex
termined drive in Congress to aminations and prescription drugs.
secure passage of a "medically
By national health insurance,
advanced and economically the AFL-CIO is not advocating a
sound" national health insurance government-operated health sys
Retiring after 25 years as a Seafarer, Joseph A. Vosilla accepts first
law.
tem such as that of Great Britain,
pension check from SlU Headquarters Rep. Ray Kelly as his wife',
The article traces the history Seidman stresses, adding:
Jennie, smiles approval. Vosilla of Astoria, N.Y., sailed as a deckhand.
of proposals for NHI and explains
"Rather, it would be a financial
the AFL-CIO's position as to mechanism to pay for the costs
what it should do and how it of medical care for all people
should be constructed and fi
much like the present Medicare
nanced.
program for the elderly. It would
not
interfere with the clinical prac
Interest Still Alive
tice of medicine."
A universal, compulsory system
Patients would have both a
of medical care insurance was
free
choice of physicians and
first advocated in the United States
prior to World War I, Seidman health delivery systems. The gov
PASCAGOULA, Miss.—A unique new fishing method devel
recalls, and in the years since in ernment would not "freeze-in"
oped by Department of the Interior personnel has Gulf shrimp
terest has waxed and waned but either the fee-for-service system
or a capitation system, that is,
literally leaping out of the mud and into the net.
has never died.
periodic payments based on an
Tests by the Bureau of ComNow, he adds, the combination individual or family covered by
by brown shrimp) resulted in
mercial
Fisheries gear research
of spiraling medical costs, the pas health care.
catches ranging from 96 to 109
station here indicate that an percent of the catch taken with
sage of Medicare and proposals
But no one should get the idea
electrified trawl system may open single-rigged standard systems at
Expect Hard Fight
for extending that program have
convinced a growing number of that the AFL-CIO favors "a com
Labor does not expect the sup up daylight fishing hours for the night.
pletely laissez faire system under
A sand-and-shell bottom is pre
people that the nation needs uni national health insurance," Seid port of organized medicine in a brown shrimp fleet.
Since
pink
and
brown
shrimp
ferred
by the pink shrimp, and
versal health insurance.
man says. "We would not tolerate campaign for national health in normally spend the day bur
here
the
electrified system proved
Such a program, the article sky's-the-limit doctor fees and we surance, Seidman concedes. How rowed into the bottom and come
somewhat less effective, yielding
ever, he observes, "The American"
Medical Association was opposed out to forage at night, trawling only a 50-percent catch rate.
to Medicare and it is now law." for these species is ordinarily re
Goal of Former Administration
stricted to the night hours. This,
Seidman cites a Harris poll in effect, reduces the fleet's ac
taken in 1967 showing that union tivity at sea by almost 50 percent.
members "are not the. only ones
Electric Shock
who want" NHL The poll found
The
new
system involves the
that a majority of the public wants
use
of
electrodes
that deliver a
"Medicare for all," which is what
the program would provide. Fifty- very low voltage current to the
one percent answered "yes," 39 area where the shrimp are hid
HOUSTON—The Port of
ing; the shock causes the shrimp
WASHINGTON—Revision of safety and health standards to percent "no" and 10 percent were
Houston
has, for the first time,
to jump involuntarily out of the
provide greater protection for 46 million workers under the Walsh- "undecided."
topped
the
15-million-ton freight
"It is time to bring the wonders mud or sand, and they are then
Healey Act was announced by the Labor Department last month.
mark
at
its
Buffalo Bayou termi
of modern medicine to all the scooped into the trawling net.
The law sets basic labor
nals
to
register
an impressive rise
If a firm is unable to meet this
Daylight experiments with a
standards for work done under level immediately, an interim level American people. It is time for
of
10
percent
in cargo handled
federal contracts over $10,000 of 92 decibels is acceptable, pro national health insurance," Seid single-rigged electrified trawl on during the year. Port Director
a mud bottom (the type favored
in value. The revision, updating vided an effective hearing conser man concludes.
J. P. Turner reported last month.
standards in effect since Decem vation program is drawn up to
When the last figures were
ber 1960, was announced by out protect employees and reduce the
compiled, at the end of Novemgoing Labor Secretary Willard noise level to 85 decibels by Jan
bef, tonnage at Houston had
Wirtz.
uary 1, 1971. While the noise
climbed well over the entire 1968
Changes in the standards aim level exceeds 85 decibels, annual
period. Additional gains are ex
at reducing injuries from fire and audio-metric exams will be given
pected to develop when figures
accidents, and "the alarming num to exposed workers.
for December are available.
ber of cases" of impaired hearing
The revision also spells out
A considerable boost in foreign
and pneumoconiosis (a lung di stricter standards to control air
WASHINGTON—A last chance to sign up for Medicare's
trade
general cargo was responsi
sease) caused by excessive noise contaminants and adopts the
supplementary medical insurance covering doctor bills is being
ble
for
a major portion of the
and air contaminants.
offered persons born before October 2, 1901, and for those who
Threshold Limit Values set forth
growth
in
freight, which over
In one area, the revision pro by the American Conference of
were enrolled in the plan earlier, but dropped out before January
shadowed
a
slight decline in do
vides for the adoption of nation Governmental Industrial Hygien2, 1967.
mestic
barge
traffic and the coast
ally recognized consensus stand ists with certain exceptions.
Both the Social Security Administration and the Railroad Re
wise
tanker
trades.
ards, such as the National Fire
tirement Board have sent out reminders that people in either
The exceptions include the cur
Protection Association code and rent standards issued by the USA
The Port handled 16,249,661
of these categories have only until April 1 to sign up for the
safety measures set up by the Standards Institute in the field of
tons of foreign cargo—consisting
insurance, known as Medicare "Part B."
USA Standards Institute.
of 4,733,060 tons of general
Others eligible to sign up at this time are employees and their
air contaminants and the new
Also adopted are regulations standard of the U.S. Public Health
freight and 11,516,601 tons of
wives who have recently attained 65 or will reach that age before
established by federal agencies, Service for coal dust.
bulk cargoes—for the 11-month '
April 1, other persons 65 and over who did not previously enroll,
including ordinance standards of
period ending November 30. This
and other dropouts from the plan who wish to re-enroll.
The coal dust standard, Wirtz,
the Defense D^artment and haz said, "is designed to prevent coal
compares with the entire 1967
Social security beneficiaries and civil service annuitants should
ardous materials standards of the miners' pneumoconiosis, which
enroll at their nearest social security office. Persons under rail
total of 14,720,883 tons—a rec
Transportation Dept.
road retirement may sign up at a Railroad Retirement Board
ord at that time.
has resulted in serious illness
office, or through cards being sent out by the board.
The revision brings into the Act among miners and an alarming
An additional 52,288,275 tons
The monthlv premuim for the doctor bill insurance is $4 but
an occupational noise standard to number of deaths."
was added by domestic barge
previous dropouts from the plan and some who passed up an
reduce the danger of loss of hear
The revision, published in the
traffic and tankers in the coast
earlier enrollment opportunity may have to pay a slightly higher
ing from jc^ noise. The standard Federal Register for January 17,
wise trades. The previous year's
premium.
sets a maximum acceptable sound- becomes effective 30 days there
total in these categories was 52,after.
measure level of 85 decibels
539,785 tons.
Electrified Fishing Process
Corrals Eager Gulf Shrimp
Port of Houston
Gains W Percent
In Year's Cargo
Job Safety Standards Upped
To Help 46 Million Workers
April 1 Marks Final Chance
To Take Medicare 'Part B'
�February 14, 1969
SEAFARERS
Page Nine
LOG
The Cold War Gets Hot on the High Seas
The continuing decline of the U.S.-fiag merchant ma
rine has become a growing source of concern, not only
to members of Congress and leading spokesmen for
maritime labor and industry,
but to many other Americans
who consider the national se
curity and economic prosper
ity of the nation threatened by
further neglect of our maritime
position among other countries
of the world. Reprinted below
is a recent address by Charles
F. Duchein, President of the
Charles F. Duchein
States, in which he details the problems facing our mer
chant marine and offers his suggestions on how to cor
rect them.
Isn't it high .time we stopped talking about the mess in
the merchant marine and started giving a positive
American touch to our crucial situation at sea?
What needs to be done is to build up our maritime
posture to a pre-eminent world position. The Soviet
Union's new oceanic vision dictates a vastly accelerated
build-up of our merchant fleet. Instead, we tamper with
the long term prosperity of this nation through our
neglect of what I am convinced can be the chief
stimulator of the national economy—the foundation for
future prosperity.
Our fast moving 20th Century industry depends in
creasingly on strategic materials carried from overseas
in ships. The burgeoning trade along the sea lanes of
the world affords the most inviting possibility for eco
nomic growth in our history. But you and I know we
now carry only a fraction of even our own trade. The
tragedy is we are not capitalizing on the exploding
lucrative world markets—we continue to talk when
positive action is called for. While we talk about the
mess in the merchant marine, we ignore the positive
action our" government must take to get back up on the
maritime step.
My message today is not to decry this "mess in the
merchant marine" nor to try to fix the blame. Instead, I
choose to highlight the tremendous oceanic .opportunity
unfolding. As part of the educational process, as a first
step we need to know more about the economic situa
tion of the sea. We must delve deeply into the com
plexity of the U.S. waterborne transnortation industry.
There are high stakes involved in building up our overall
oceanic strength and we need to know the facts.
I say, let's get on with it, let's start building a merchant
fleet that will be the pride of every American—that's
my answer to the mess in the merchant marine.
U.S. Fleet Continues to Slip
In simple terms, during the period of my presidency of
the Navy League, the American merchant marine slioped
down the totem pole of our own trade carrying from
7.3 percent to a mere 5 percent. As this slippage was
taking place, the American merchant marine declined
from 1900 ships in 1950 to 1100 ships in 1968. During
this same period, the Soviet fleet mushroomed from 1.9
million tons to 1400 ships of 10.4 million tons.
Deplorable as this comparative record seems, the im
plications are tremendous. Frankly, based on hard eco
nomic facts, as a businessman I see a long-term bullish
trend in the maritime market. For example, an authorita
tive Harbridge House study concluded that while car
rying a fraction over 7 percent of our trade, the United
States saved a billion dollars yearly in gold flow from
the revenue of this trade. It doesn't take a mathematics
major to see what this would mean toward gold flow
reversal if we carried 50 percent of our trade.
Economically, this is an index of what carrying trade
can mean if we go after the market. This tantalizing fact
has not escaped Mr. Nixon. This is precisely why he has
made the fevitalization of the merchant marine "a highest
priority economic task." But while the President-elect
knows this economic fact of life, few Americans do.
And their lack of interest, understanding and concern,
to my mind, is the chief reason why we are in such
serious trouble.
The problem boiled down to basics is an educational
one. Yes, education—and the aggressive merchandising
of the American maritime product. We might well take
a page out of the bold aerospace industry's promotional
book to regain a number one world maritime position.
Speaking of modem methods of merchandising.
Jack Gilbride, President of Todd, and a good friend of
mine, and I must say one of the most progressive
American shipbuilders, is telling the nation through a fine
program of educational communications—"you can't
walk on % of the earth's surface." How strange that
the American people and their government, at this late
hour, need such elementary oceanic education; but, un
fortunately, they do. No, you can't walk on the water.
But there is gold in the oceans of the world—and strength
—and security. Actually, Americans are just beginning to
grasp the fact that the modern gold rush of today is
toward the new, the challenging last world frontier—the
oceans. Talk to your stock broker if you are not con
vinced that what I am saying is accurate—your fabulous
Caiifornian gold rush of '49 is now exploding to the
entire world of water .
Whether it was slothful thinking, sporadic strikes, the
indifference of the decision makers in our government,
the failure to comprehend the vital importance of the
merchant fleet brought about the present plight. What
ever it was, and it was many things, bold imaginative
plans are needed now.
In terms of the American touch, the almost flawless
flight to within 60 miles of the moon by the Apollo 8
shows there is still plenty of vitality in the American
people—when they are pressed. I watched the launch at
Cape Kennedy; what a marvelous experience! While
catching my breath as I stared at the rocket soaring into
space, to myself I humbly thanked Stalin, Khrushchev,
Brezhnev and Mikoyan. Who launched Apollo 8? I
would say, "unquestionably Sputnik." The Soviets
touched a sensitive American nerve—we can't stand a
second place position, and that is good. The psychological
shock of Sputnik's first spin in space awakened this na
tion. And Apollo 8, if it did nothing else, showed the
tremendous American potential to produce, to create, to
think—it showed the strength of our will and our deter
mination and it came at a time when the world was be
ginning to wonder.
What we need now is some sort of shock treatment;
Americans will then demand that we build our merchant
marine to the strong, modern, competitive position world
conditions dictate. Actually, the Russian revolution at
sea provides the same competitive challenge. Though
hardly as dramatic, the exploding Soviet maritime
strength has far more ominous political, economic and
military implications.
Focusing on the Red revolution at sea, the central
significance of the competitive merchant marine stands
out. How do we stack up? Four out of five of our
merchant ships are of World War II vintage. But not
Soviet ships—four out of five of their ships are less than
10 years old. While the Soviet Union builds better than
1,000,000 tons of merchant ships each year, 448 ships
this year, for example, we build 48. In point of relative
priorities in 1965 the Soviet government spent more than
$600 million on merchant ship construction. In the same
year we spent a mere $150 million. Her vigorous ship
construction program already has given her 10.4 million
tons of merchant shipping and 1400 ships, with a projec
tion of 27 million tons by 1980. Having already passed
us by the end of this year, unless the trend is reversed,
the Soviets in ship count will knock us out of our fifth
place position as a merchant power.
What does this - maritime morbidity report mean in
terms of military readiness? For many months public in
terest has been sharply focused on Vietnam. Our mer
chant marine has done a marvelous job in meeting the
shipping requirements for Southeast Asia. Over 98 per
cent of the beans, bullets and jet fuel is carried to our'
military forces there and the merchant marine deserves
great credit. But atiother "hot spot" somewhere else
would stretch our ship elastic limit beyond the breaking
point. For this reason, watching the Middle East tinder
box starting to flare up again is not only a nightmare for
our strategic planners, it is a warning to remind us of
our global responsibilities and requirements.
The Soviet merchant marine serves as the spearhead
of her foreign policy, and even more than her navy,
reveals her global ambitions. Her patterns of commerce
and trade objectives conveys intentions that extend world
wide. To protect her planned world trade she will need
a global surface fleet—a navy that can project its powers
overseas and compete for control of the seas.
How do we shape up in our merchant fleet planning
to meet this mounting menace? Current thinking on the
U.S. merchant marine is pegged almost exclusively to
two points. First the defense needs and second the U.S.
import and export trade. The policy position for the lat
ter is "to support and expand U.S. commerce and carry a
fair share of U.S. cargo." That's hardly good enough
to reap the great rewards of the exploding market.
Perhaps instead of thinking of the U.S. merchant
marine, we should think of the "U.S. Maritime Trans
portation Industry." The goal should be to compete ag
gressively for world markets for U.S.-built ships and for
a proportion of the total world ocean shipping—but to
do so will take a progressive national maritime policy.
Look for a moment at the U.S. airlines industry. It
did not achieve its present position nor is it maintaining
and advancing it without government assistance. But
the assistance was deliberately aimed at achieving U.S.
dominance in air transport world wide.
A framework of sound military planning accentuates
the importance of a build-up in shipping. While the
Vietnam experience reinforces the vital statistics for
logistical war support, Mr. (Robert S.) McNamara, as
Secretary of Defense, failed to establish even the rock
bottom ship requirements. This specious money saving
tactic accelerated the decline of our ocean transport.
We've paid the price in Vietnam. We've seen what it
means to be dependent—even to a small degree—upon
foreign ships in time of war. With valid defense require
ments met, however, the merchant marine will gain a
marked impetus toward the posture that is mandatory.
The defense interest demands the revitalization of our
trade-carrying shipping, as the new administration pro
poses to do. The requirement must be met by ships
built in the United States by United States citizens and
ships which bolster the American economy with the
revenue reaped from carrying the great volume of
American overseas trade.
Congressional leaders like your Representative Bill
Maillard (R-Calif.), who comprehend the significance of
the sea, are alert to the issues. They already have moved
to put the U.S. maritime transportation industry on a
solid footing. Their leadership toward establishing a
separate maritime department is gratifying as a first step
in building an enlightened, vigorous maritime voice in
our government, as Defense Department organizational
trends will confirm.
This positive action is indeed timely, for the Soviet ship
construction geared to population growth reveals its
strategic goals of carrying a major portion of world
trade. Observing Soviet merchant shipping carrying nearly
95 percent of the war supplies to North Vietnam gives us
an insight into their tactics. After unloading at Haiphong
Harbor these ships slip down to Australia and pick up
cargo for their return trip to Europe. And they don't have
much difficulty getting this cargo, for they under-cut the
freight rates of other nations on the order of 15 to 25
percent. This is their economic package approach to
cornering the ocean trade market for Communist ship
ping.
Part of Power Structure
The Soviet merchant marine is centrally controlled and
part and parcel of their government power structure. A
single signal from the Kremlin, as we observed in Cuba,
turns all of their merchant ships around in a disciplined
way that impresses seafarers on all of the seven seas.
Now, what does this mean in terms of competitive
tactics as an instrument of political and economic
(Continued on Page 10)
�Page Ten
SEAFARERS
Februarjr 14, 1969
LOG
CoU War Grows Hot on the High Seas
(Continued from Page 9)
penetration? It means that the individual elements of
our merchant marine are competing with the total eco
nomic power of the Soviet Union. And their tactics are
rough and tough. If our shipowners and shipbuilders do
not receive the help—competitive incentives—from our
government, quite evidently they will be driven oflf the
seas. And this is exactly what is happening. Subsidies in
the shipping business have come in for considerable dis
cussion in our press and in our Congress. For the most
part these are open subsidies and are modest compared
to the less visible subsidies of other segments of the
economy. We deplore spending money on subsidies and
obviously indulging in an over-simplification, we tend to
beat labor across the knuckles for forcing this kind of
support. Subsidies somehow don't have a good American
ring. Semantically, they are poison.
Similarly, Americans don't like to put their money on
a "sick horse" and what they are constantly hearing is
that our merchant marine, rusty and poorly painted, is
going down the drain and dying. You don't buy much
stock with that kind of commercial. Not that this is
necessarily a Madison Avenue problem, but our selfimage at sea requires repair. Nor do Americans, as a
rule, like to look too deeply into complex problems. In
other words, our plight on the oceans is largely a problem
of understanding. Growing up with ideas of competitive
trade and transportation, every child in England and
Japan knows what the merchant marine means to his
nation. They see a lot of ships. They learn early in life
what these ships mean to their economy. It's in their
blood. This is the reason why I say WE have got to
start with some grass roots education if this island coun
try is going to capitalize on the economics of the oceans.
Americans simply don't understand how much they
are affected by world trade, and what it means to their
own pocket books in dollars and cents to compete suc
cessfully in trade carrying and ship construction.
The pragmatic economist and most of our scholars
and scientists, just as Mr. John Q. Citizen for that mat
ter, land-bound in their thinking and their interests, too,
must be lured to look inquisitively at the oceans with ob
jective intellectual interest. Now, what I propose is that
we bring the oceans of the world to the American people
in a way that invites their attention to what the waters
of the world mean in concrete economic terms.
For the past 18 months, I have toured the greater part
of this nation and have talked largely about my reaction
to the way we have conducted the Vietnam War in con
text of global strategy. And I might add that I have been
somewhat critical. Had the maritime concept been un
derstood and accepted, Haiphong Harbor many months
ago would have been blocked to the Communist ships
that have carried the preponderance of arms used against
our men in combat. As a consequence, the war would
have long since been won or at least we would have
talked on our terms, rather than from a pusillanimous
position at the peace table confrontation.
What has impressed me most has not been the handling
of the war by our political leadership, but the spirit of
our American fighting men—the youth of our nation—
in the fox holes of this distant battlefield.
From the youthful American viewpoint of our forces
at sea—there is room for much optimism in the prospect
for the oceanic future. Make no mistake, America's
destiny is oceanic.
To you, friends, and the maritime leadership of this
distinguished group in this delightful world port of San
Francisco, I propose for your consideration the fol
lowing five point program to give our merchant fleet a
pre-eminent world position.
First, and foremost, the formulation of national mari
time policy providing positive incentive to gain a com
petitive maritime position on the oceans of the world.
The failure of our government to formulate basic policy
is the most critical element in cleaning up "the mess of
the past in our merchant marine." The new Administra
tion, with a minimum of delay, must provide national
policy, undergirded by an oceanic doctrine, to guide our
government in the military and merchant marine and
oceanic programs of a scientific, technological and educa
tional nature, A platform plank provides for such.
Second is strategy. Our nation must orient its national
strategy to the oceans of the world, just as the Kremlin
has done in recent years. In so doing, our planners must
recognize the valid need, both military and economically,
Nader Team Launches Report
Blasting Federal Trade Body
of a modem, competitive merchant marine that con
fidently sails the seas and carries a preponderant portion
of the burgeoning world commerce. To do so will require
the constmction of many more naval and merchant ships
than we are producing at present.
My third point is, therefore, ship construction. Ameri
ca must go after the merchant marine market by building
a minimum of 100 ships a year for at least the next
decade.
Fourth, Oceanic Education must be fostered in our
school systems to give our youth as good a subject
grounding in the seas as they now receive on the land
environment. The Sea Grant College program on the col
lege and university level must be pursued with the utmost
vigor to mobilize the best minds of this nation; the
scientists, the scholars, the student in the pursuit of
oceanic solutions to the pressing problems of state. I
know I don't have to remind you that in recent history
when great powers lost control of the seas, they lost their
greatness. Consider Spain after the defeat of the Armada,
France after Trafalgar, Japan after Midway, England
after the exhaustion of two wars.
My fifth point is a proposal I have previously made for
the establishment of a Maritime Manhattan Project that
gives the magnitude impetus to the maritime research
programs largely neglected of late. My concept follows
along the same lines as the Manhattan Project that pro
duced the atomic bomb. Its purpose would be to give a
sea based profile to the revolutionary technological ad
vances this nation is capable of achieving—in our 20th
Century. Obviously, I am thinking in terms of the swift
est, most modem, streamlined merchant and naval ships,
the kind that can compete and maintain a strategic mas
tery of the environment of the oceans.
A single sentence sums up my proposal, "The security
and prosperity of the United States and its allies depend
increasingly on the military, economic and political ex
ploitation of the world oceans," If we pursue this pro
gram that I propose with vigor, vision and determination,
I am confident that our flag will fly with pride world
wide in recognition of American supremacy of the high
seas and our mastery of the World ocean. But above all,
America will be made more prosperous and secure.
Newest Soviet Fisblng-Tralning Ship
Highlights Growth of Russian Fleet
WASHINGTON—The man who has been most active in ex
posing the shortcomings of big business has turned his attention
A spanking new vessel which doubles as both a fishing motorship and a school for seamen has
to a government target—this time the Federal Trade Commission.
Ralph Nader—critic, publicist,
joined the U.S.S.R.'s rapidly expanding merchant fleet.
The Kompas, a 2,520-deadweight ton vessel built in Copenhagen, was recently delivered to the
lawyer and author—has assem big business and Congress—re
sulting in selective enforcement.
bled a volunteer army of seven Targets are chosen with an eye Soviets. She is the 15th in a ^
young legal brains, working with to avoiding offense to persons in projected series of 21 refrig shipbuilding industry is under 12 million tons of up-to-date ves
out pay, who have conducted an either area who enjoy positions erated fish carriers and is cap going rapid expansion and work sels, the majority of which are
less than 10 years old. Today the
ing at full capacity.
in-depth probe of just how the of influence.
able of hauling in her own nets
Soviet
fleet is in sixth place among
No
small
part
of
this
expansion
federal regulatory agency has
The "raiders" have tabulated of fish as well as receiving and has been directed toward growth maritime powers, according to
been carrying on its assigned the FTC's case load and com storing the catches of smaller
function of protecting the con plaints of recent years and drawn Russian fishing boats. The differ of the Russian fishing industry, Lloyd's Register of Shipping, and
which today boasts a modern, is expected to overtake the United
sumer.
the conclusion that the agency ence is that the Kompas is out
"Nader's Raiders," the unoffi has cracked down only in those fitted as a seagoing school, with fully automated fleet of various States ageing merchant fleet—
types of vessels—well equipped which totals 12.9 million tons—
cial name given to the team work
areas which are fortunate enough accommodations for 110 appren to store and process large catches by the end of this year.
ing under his direction, has drawn to have Congressional representa tices, as well as classrooms in
The contrast in relative move
up a sizzling critique of "the little tives who are known to be actively which they will be trained in nav without having to put in to port
for long periods of time.
old lady of Pennsylvania Avenue" concerned.
ment
is all the more startling
igation, radio communications
The Jtoviets have also been when it is realized that, unless a
—as the FTC is known in some
Some of the more interesting and general seamanship.
converting passenger ship-freight
Washington circles. Covered in reading in the report is a listing
Although the Kompas—as is ers to factory ships. An example comprehensive shipbuilding pro
the document—which is guaran of high FTC officials together true of many vessels in the flour
gram is quickly started in the
teed to raise more than eyebrows with their Congressional "spon ishing Soviet fleet—was built in is the Konstantin Sukhanov, a
U.S.,
the American-flag fleet willl
12,675-ton vessel with a length
in the Capital's bureaucracy—is sors."
a foreign shipyard, the Soviet of 532 feet. Fourteen of these dwindle to 620 ships, from its
the agency's officials, its methods
Zakharov class factory ships are present 900, by 1970. At the
and its philosophy of operation.
now operating in the king crab, present growth rate, the same
What is more, the young icono
shrimp and herring fishing grounds year will see a Soviet fleet ex
clasts have suggested they may
off Alaska in the North Pacific. ceeding 15 million tons while the
embark on "similar studies of
Equipped with complete canning U.S. fleet will have dwindled to
other governmental agencies."
and
processing facilities, they about seven million tons.
The study's sharpest barbs have
carry
a complement of 640 and
been directed at FTC Chairman
New ship deliveries to the
are
accompanied
by upward of
Paul R. Dixon, who is charged
U.S.S.R.
have been running eight20 large trawlers.
with investing the regulatory agen
to-one
over
United States deliv
The Soviet merchant fleet as a
cy with a genial "Tennessee-Mafia
eries.
They
have
12 vessels under
whole has been growing at the
atmosphere" which contributes to
construction
for
every one on
rate of a million tons a year. This
"party polities and congressional
order
here.
phenomenal increase has imposed
ties." TTiese, the probers say, have
According to Admiral Thomas
a strain on the trained manpower
perverted "to a great extent the
available to crew the ships— H. Moorer, U.S. Chief of Naval
work FTC should be doing."
which is perhaps one reason why Operations, the Russians - are
They call for the resignation of
the Kampos has been outfitted for "surging forth with a maritime
Dixon, and are highly critical of
training crews.
program nothing short of miracu
other personnel in the agency,
Starting in 1950, when the lous." He points out that "the
which they dub a dumping ground
for political hacks.
Russian merchant fleet consisted modern and growing Russian
FTC's performance is labeled
of 432 ships aggregating some fishing fleet also serves a strategic
as "shockingly poor" and attrib The Konstantin Sulcharov, factory ship fitted for canning and what less than two million tons, political function" as well as an
uted to a love-hate complex with processing, joins an updated and growing Soviet fishing fleet. it now consists of approximately economic one.
i-
�T
Febniary 14, 1969
On the Mend in Yokohama
I
i
t:
y
SEAFARERS
Reiollections of WW // Experientes
Are Still Vivid for Seafarer Herinrk
To Seafarer Peter Heiinck, who retired on an SIU disability pension at the age of 65 last Decem
ber, life aboard ship was not always a bed of roses. In a recent telephone conversation with a LOG
reporter, Herinck recalled some of his experiences during World War II which, he said, make him
'jump today even thinking of ^
captured and turned out to be a
them.".
very friendly and helpful fellow."
Brother Herinck spent about
His arm still in a sling. Seafarer
a year and a half in the South Pa
Herinck was repatriated on the
cific—mainly in the New Guinea
SS Jason Lee. He could make the
area— during World War 11. He
side
of the ship only with extreme
recalled being a gunner and loader
difficulty
because of the arm, how
on the Liberty Ship SS Johnson,
ever
and
fell over the side twice
during which time he vividly re
before
successfully
boarding the
membered the invasions of Bloody
vessel. He was fished out of the
Beach and Finchhaven, in New
sea with grappling hooks each
Guinea.
Two SlU men on the road to recovery are seen here in the new wing
time.
"We were under attack sev
of Bluff Hospital in Yokohama, Japan. The two Seafarers are R. C. eral times during this period," Her
Hawaii was the first stop on the
way home. That first night on
Blair, second pumpman off the Connecticut, at left, and Alvern Vielso, inck reminisced. "As a result, I
shore, Herinck recalled, he was
oiler off the Choctaw. Both men praised the modern and up-to-date received a citation from Washing
playing cards, one-handed, with
facilities of this marine hospital and said they were made comfortable. ton. So did the ship. It received
fellow
Seafarers when bedlam
many wings, which are custom
seemed
to break loose. Alarms
arily attached to the ship's stack to
Herinck
went
off,
whistles blasted. The
show service under fire.
officers
were
shouting, "War's
"We were rivht in the thick of
"It's a good thing I didn't break over." Yes, hostilities had finally
things during the attempted inva my head," Herinck reminisced.
sion of Mauritia, in the Celebes "But I did break my arm—and come to an end, and there was the
Islands, eight miles southwest of badly. I was in intense pain, with biggest celebration ever, in which
the big Japanese fortifications what turned out to be multiple all of Honolulu went wild.
there. We never did take the is
On the way back to the States
After more than 50 years at sea. Seafarer Frank Hernandez land — though we darned sure fractures. The fire was so heavy they made San Francisco, where
upon the lifeboats and the sur
is retiring on an SIU pension to his native Puerto Rico—"to take tried. And all concerned gave and rounding water that we couldn't Brother Herinck was sent to the
received a lot of hell in the at make shore. We had to turn Marine Hospital to recuperate
it easy and just putter around."
tempt."
Frank, who was bom 66 on troop ships in tlie Pacific dur
around and come back to the ship, while his arm healed.
Herinck was also a participant which was still under heavy fire.
years ago in San Juan, began ing World War II. His last ship
Later, with the war over, it was
in the big Luzon invasion in the
his long career in 1915 shipping was the Overseas Anna.
back
to work. Herinck made sev
"I guess I must have been
Interviewed at New York Head Philippines, when the island was
eral
trips
to France, after that, on
before the * mast on schooners
aboard ship about 18 hours with
sailing out of Tampa, Jackson quarters where he received his taken back from the Japanese. broken bones sticking out through the army transport SS Ernie Pyle,
ville and other first pension check, Hernandez This was the biggest convoy in the punctured skin on my arm. named for the famous correspond
Gulf area ports. expressed his gratitude to the the Far East. It consisted of a You can well imagine the suffer ent killed by Japanese machine
He recalls those SIU "for all it has done for me total of 857 ships, all of which ing I went through. Later on the gun fire on le Shima—just off the
met in Orlandia, Dutch New
days with fond throughout the years."
firing died down and we made west coast of Okinawa—in 1945.
"I never dreamed, years ago, Guinea (now Irania).
ness.
shore where I was able to get the Their mission was to pick up GI's
"I guess the that I would live to see the day
in France and to bring them home.
Wounded at Okinawa
attention of the medics.
more time passes, when an old-time sailor would
In this work, Herinck's knowledge
"About two and a half months
"I must have spent about two of German and French was much
the more I re have a pension and welfare pro
member them as gram that not only takes care of before the end of the war," Her months in that naval tent in the in demand, and his services were
the good old him, but his family as well," he inck recalled, "I was wounded war zone. There were plenty of often utilized as an interpreter on
HemBndez days," he says. said. "We have our Union to during the invasion of Okinawa. casualties all around—men moan the transport. They also were en
There was a big air raid which ing with pain day and night. Dur gaged in taking German prisoners
"But, the truth is we've come a thank for this."
Sharing Brother Hernandez' re brought such intense fire upon the ing this period." Herinck re of war from internment camps in
long way since then. In those
days I used to think the $32 a tirement years with him in the ship that we received the order to called, "we had a Japanese mas Texas to England, where they
month wages was pretty good "Land of the Sun," as Frank re 'go over the side.' The lifeboats cot. Imagine a Japanese mascot were put to work in coal mines
members it, will be his wife, were lowered and the crew pro in that war! He was a 13-year-old for a while, Herinck remembers.
money."
Rafaela.
"It won't be all loafing," ceeded to get to lliem as quickly boy whom we called 'Mike' be
Brother Hernandez is one of
Jack-of-All-Trades
he
says.
"I'll keep busy around and as best they could. We had cause we couldn't remember his
the real old-timers of the Union.
Previous
to his war experience.
He joined the SIU in 1939 while the house, keep up with my hobby just about enough time to put our Japanese name. Even at his tender
Brother
Herinck
had a varied ca
sailing in the steward department of building model sailing ships, life jackets on. In the excitement age he had been trained as a
reer
which
ranged
from a period
and the rush to go over, I jumped kamikaze pilot to make a suicide
aboard the Barbara. For the next visiting friends.
as
a
flight
instructor—^he
had his
head
first
into
the
nearest
life
aerial dive-bomb attack on allied
20 years he shipped as messman
"And I'll probably spend a good
own
plane—to
a
time
when
he
boat."
ships. However, he was somehow
aboard vessels of the old Bull deal of time down at the harbor,"
tried
going
into
business
for
him
Line—except for two years' duty he added with a nostalgic smile.
self with a bar and restaurant for
two years, 1936 and 1937. Dur
ing this period he developed an in
tense interest in the bitter mari
time strike then in progress and
wrote a story about it which ap
peared in Time magazine. He
Certified checks, representing wages due for service on the
Oceanic Tide (Resolute Marine Associates), are being held at
says that among the notices he re
Teddy Ivey, bom September 18, 1968, to Seafarer and Mrs. ceived about his story was one
New York Headquarters for the following Seafarers:
29, 1968, to Seafarer and Mrs. Arthur C. Notton, Superior, Wis
from the Polish trade unions—
Gerald Fuglsano
Fred Gentry
Jacob Ivey, LaPollette, Tenn.
consin.
they wanted to make him an hon
Charalambos Dertuso
Harubide Maeyama
^
orary
member.
Tatsuma Nagayama
Yukio Roman
Brett Ballard, born December
Mark McCauley, born Decem
Paul Lopez
R. Senaga
Born in Belgium in 1903, Her
1, 1968, to Seafarer and Mrs. ber 15, 1968, to Seafarer and Mrs.
Jorge Velasco
James Hart
James F. Ballard, East Flat Rock, Martin E. McCaulcy, Silsbee, inck first went to sea in 1943. He
Ronald Carraway
Leopoldo Conejero
North Carolina.
has sailed as a room steward and
Texas.
Angel Belmonte
Ismael Anlceto
also as a second cook and baker.
<|>
S. Sakiyama
Felipe L. Escaner
Grace Bell, bom January 16,
Samantha Gail XhompstHi, born He joined the SIU in 1943 in the
Percival Wicks
Eddie Stevanous
1969, to Seafarer and Mrs. Arch October 17, 1968, to Seafarer and port of San Francisco. He also
Joe Vustech
Philip Livingston
ibald Bell, Bellflower Calif.
Mrs. James Clayton Thompson, recalls a stint as assistant cook
Edward Troughton
Moses Crosby
Jacksonville,
Florida.
on the Liberty Ship SS Robert D.
Rosarose Sisenando
Alberto Valencia
Darlene
Hunt,
bom
January
8,
—
—
Walker. His last ship was the SS
Fediilo Inacac
Jesse Washington
1969, to Seafarer and Mrs. Mich
Kimberly
Barthole,
bom
Jan
Mariposa (Matson Lines) where he
Richard Monterusso
Akiro Takao
ael Hunt, Philadelphia, Pa.
uary
2,
1969,
to
Seafarer
and
Steve Smith
sailed as BR.
Sylvester Zygarowskl
Mrs. Albert V. Barthole, Jr.,
Shigeni Miyagi
Dan Ticer
Brother Herinck makes his
Cella Rose Chavez, born De Chester, Pa.
home
in San Mateo, California,
Because these checks are certified, they cannot be mailed to
cember 14, 1968, to &afarer and
individual home addresses. They can, however, be mailed to
Mrs. Vincent Chavez, Seattle,
Beveriy Ramos, born Decem- where he has a room full of tape
Port Agents, if requested, or members can claim them from
Washington.
h - 25, 1968, to Seafarer and recorders. Taping all types of
Ray Kelly at Headquarters.
Mrs. Joaquin O. Ramos, Balti music is a hobby he finds con
tinually enjoyable and rewarding.
Sarah Notton, bom November more, M^yland.
SlU Veteran is *Golng Home'
After Over 50 Years at Sea
mm
IVaffes Bei^ Held
i-
Page Eleven
LOG
4/
<I>
— 4> —
f
�Page Twelve
SEAFARERS
February 14, 1969
LOG
FINAL DEPARTURES
Thomas Logan, 69: Brother
"We have just about completed a good run to the Far East with a fine crew and no major beefs,"
reports John H. Rossow, meeting secretary aboard the DeSoto (Waterman). The ship, which sailed Logan, a bridgeman for the ErieLackawanna Rail
from Bangor, Washington, and touched ports at Da Nang, Saigon and Guam, was scheduled to tie
road for 45 years,
up for pay-off in New York this
ashore. Meeting Secretary Luther to ask the chief engineer to stop
died at Unity
week. He reported that two men Gadson recorded the election of
Hospital in
catching rain water for the ship's
were hospitalized at Da Nang Dewitt Hollowell as ship's dele supply of drinking water. A
Brooklyn, De
and another at Guam. J. F. Cas- gate for the remainder of the motion was also adopted to find
cember 12, 1968.
tronover, meeting chairman, said voyage.
Born in Brook
out if the crew is eligible for
the crew adopted
lyn, he was a life
attack bonus pay. The port of
a resolution call
long resident of
The oldest SIU book member, Da Nang was bombarded by
ing for action on and the oldest man aboard the enemy rocket fire while the ship
that borough of
all ship's meet
ship, is ship's lay tied up at the dock there. The New York City. Brother Logan
ings at the quar
delegate on the entire crew joined in praising had been active in the Boy Scout
terly meetings at
Cortez (Cortez Chief Steward Herbert L. Skyles movement since its founding in
Union headquar
S.S. Co.), reports and his department for the fine 1910. Following his retirement
ters. A commit
Robert Martinez, chow at Christmas time and for on an SIU pension in 1964, he
tee was elected to
meeting chair the good menus throughout the devoted all of his time to the
Rossow
make recommen
Scouts, and was given the organi
man. He is Bert trip.
dations in the
zation's highest award for his vol
Dawson, "one of
crew's interest to a headquarters
unteer
work. Seafarer Logan is
^
the real SIU oldrepresentative when the ship ar
survived
by his wife, Helen. Bur
Martinez
timers." Meeting
James J. Gordon was elected ial was at Evergreen Cemetery,
rives at the port of New York A
Secretary L. D.
discussion was also held on the Pierson noted that the crew ship's delegate on the Monticello Brooklyn.
Victory (Montipension plan. Deck Delegate Ed adopted a motion praising the
cello Tanker Co.)
win Morris reported that the crew steward department for a very
at the ship's reg
requested a new supply of books pood holiday meal and for ex
Frank Brooks, 72: Brother
ular meeting, it Brooks died of a heart attack De
for the library. There was a un cellent menus throughout the trip.
was reported by
animous vote of thanks to the There were no beefs and no dis
cember 14, 1968,
D.
.J. F e g a n,
ship's delegates for their efforts puted overtime reported by de
at Paul Oliver
meeting chair
on behalf of the crew. The partment delegates as the vessel
Memorial Hos
man. A motion
DeSoto's delegates are T, L, Sloan proceeded on its return run from
pital in Frank
was made and
(ship's delegate), E. Morris (deck), Saigon.
fort, Mich., after
Fegan
passed to have
M. A. Miller (engine) and L. A.
a lengthy ill
each
crew memPower (steward department).
ness. A native of
"Everything is fine on the ship, b°r donate $2 to the steward
Frankfort, he
and the old man says that this for having the ship's television
made his home
Earl C. Wallace, meeting chair
crew is the best S't reoaired, and for making a
there throughout
man on the Seatrain New Jersey
one he has sailed call from Singapore to Union his life. Seafarer Brooks sailed
(Seatrain Lines),
with in a long headquarters in the States con aboard the carferrys on Lake
was elected ship's
time," reports cerning "very poor mail serv Michigan for 40 years, and had
delegate, reports
Meeting Chair ice furnished by the comoany." served as fireman on the Arthur
Meeting Secre
man M. Olson, The crew also adopted a motion K. Atkinson from 1930 until his
tary Donald H.
aboard the Mo- that a request be made that ship retirement in 1964. He joined the
Jones. The crew
bilian (Water ping articles be limited to a maxi SIU in 1955. Brother Brooks was
adopted a motion
man). WilBamV. mum of seven months, and that buried at Rosehill Cemetery in
to consult with
Skyles
Matthews, ship's crew members on vessels touching Frankfort. He is survived by a
the boarding pa
delegate, reports Hawaii be permitted to pay off by niece.
Wallace
trolman
and that the crew passed a motion mutual consent with the company.
headquarters concerning the steward's storage
William Donahue, 39: A sud
space and the quality of night
den
heart attack claimed the
lunch meats. "This ship is not
life of Brother
fully equipped for Far East runs,"
Donahue
Decem
Wallace reported. The crew also
ber
1,
1968.
The
asked that kickout panels be in
attack
came
early
stalled in doors and bulkheads.
in the morning
Richard S. Asmont
Leonard Lelonek
near the ferry
Seafarers on the Fairisle (PanPlease get in touch with your
As soon as possible please con
crossing at Luloceanic Tankers) enjoyed an out brother John Asmont in New Or tact M. Spering, 721 Harvel Lane,
ing, Louisiana, as
standing Christ- leans as soon as possible in regard Atlantic Beach, Florida, c/o Hall's
he was on his way
mas dinner, to a very important matter.
Trailer Court, concerning your
to the tug Sham
thanks to the ef
little girl.
rock where he served as a pump
forts of the stew
man. Seafarer Donahue had
ard and his topworked on a number of tugs of
Harold B. Stever
notch depart
the Crescent Towing & Salvage
Miguri Me^na
Your wife Margaret would like
ment, reports
Co. for many years. He joined the
to hear from you as soon as possiPlease get in touch with your
Meeting Chair
SIU
in the Port of New Orleans
)le. The address is 2314 River daughter, Justina Medina, 520
man Joseph Stev
in
1961.
He was born in New
Road, Philadelphia, Pennsylvania Main St., Orange, New Jersey,
Drew
ens. According
Orleans
and
made his home there
19128,
a.", soon as possible.
to Lucien Drew,
with his wife. Norma, a son, Wil
meeting secretary, Vernon Hop
^
liam Jr., and a daughter. Cheryl.
\|>
kins was elected new ship's dele
Burial was at Westlawn Ceme
Rudolph R. Cefaratti
John Crocker
gate. Brother Hopkins reported
tery.
that things are running smoothly
Please contact the Harrisburg
Contact Rolande R. Goodwin,
with only a few minor beefs to be Bank, P.O. Box 5278, Houston, P.O. Box 1455, Norfolk, Virginia
taken up later. A suggestion was Texas, or visit the bank person 23501, as soon as possible.
Manuel Lopez, 58: Brother
'made that the messman should ally as soon as possible. It is nec
Lopez succumbed to pneumonia
^
make sure the canned fruit is al essary for them to verify infor
in San Francisco
mation regarding your account.
ways chilled before serving.
January 2 fol
Herbert A. Miles
lowing a long ill
^
It is important that you contact
"Everything is running as well
ness. He sailed as
your nephew, John Young, Jr., as
chief electrician
as can be expected," reports meet
Ltgon Randolph Hart
soon as possible at 4166 No. War
for 20 years un
ing Chairman
Please contact Newton B. ren St., Fresno, California 93705.
til an accident at
Timothy Sullivan, Schwartz at 500 Branard at Garsea forced his re
aboard the Trans- rott, Houston, Texas 77006, as
tirement in 1966.
seneca (Hudson soon as possible. The telephone
Brother Lopez
Waterways) "with number is (713) JA 8-2863.
was born in Hawaii and made his
only few minor
home in San Francisco. He joined
beefs." He re
the SIU there in 1960. His
ported that there
Tony
Radiz
last
ship was the Steel Seafarer.
was no lunch
Brother
Logan's remains were
Dick Duet would like you to
service in ChittaSullivan
cremated
and buried at sea. He
save
his
safety
glasses
for
him
and
gong, where car
is
survived
by his widow Vineta
asks
that
you
contact
him
as
soon
go was discharged, and that some
and a sister, Elizabeth Kessler.
crewmerabers used sampans to go as possible.
vl>
<I>
Daniel Hogan, 54: Brother Hogan died at the USPHS Hospital
I in New Orleans
of emphysema on
January 2. A na
tive of Wagner,
Louisiana, Seafar
er Hogan made
his home with
his wife, Flavia,
in New Orleans,
-r He joined the SIU
in 1962 in the Port of New Or
leans, and had sailed as wiper.
Brother Hogan's last ship was the
Del Mundo. Besides his widow, he
is survived by four children.
Burial services were held at St.
Rock Cemetery in New Orleans.
Edward W. Taylor Jr., 47:
Brother Taylor died July 24,
1968, in San
Francisco follow
ing a brief illness.
He had sailed as
cook and baker
for 11 years. His
last two ships
were the Achilles
and the Seatrain
Carolina on which
he served as chief cook. A native
of Fowler, California, Brother
Taylor made his home in San
Jose. He joined the SIU in the
Port of Houston in 1964. Sea
farer Taylor had served five years
with the U.S. Army during World
War II. He is survived by his
widow, Jean, and his mother,
Mrs. Melba Taylor. Burial serv
ices were held at Olivet Cemetery
in Colma, California.
Hany H. Green, Jr., 60: Broth
er Green died at the USPHS
Hospital in New
, Orleans Decem; her 26, 1968, fol'. lowing a lengthy
illness. He had
been retired on
an SIU pension
since 1962. A na
tive of Savannah,
Georgia, he lived
with his wife, Dorothy, in New
Orleans. Brother Green had sailed
for more than 25 years as fire
man, water tender and oiler. He
joined the SIU at the port of New
Orleans in 1939. His last ship
was the Del Mar, in 1962. Broth
er Green was buried at Green
wood Cemetery in New Orleans.
Always Remember
M & C Receipts
Seafarers are reminded
that all periods of Mainte
nance and Cure for which re
ceipts are issued by a signa
tory employer are counted
toward their pension require
ment.
In order to insure proper
pension credit, it is suggested
that all receipts for M & C I
be reported to the SIU Pen
sion Plan while the records
are still available. For this
purpose, a copy of the em
ployer's receipt or a letter
from the signatory employer
—giving dates for which M
i & C was paid—^will suffice.
�February 14, 1969
SEAFARERS
Seatrain's Action
Seen Good Omen
Seafarer's Wife
Lauds Welfare Plan
To the Editor:
To the Editor:
I would like to express my
sincere thanks to the SIU Wel
fare Plan for the very prompt
attention which was given to
me after my recent very serious
illness.
On submitting bills and other
information, the check to cover
expenses was sent almost im
mediately.
I am very proud that my
husband belongs to such a fine
union. I wish all of the mem
bers well in the coming year.
Sincerely,
Mrs. Frances Kenny
Yonkere, N.Y.
Shipbuilding, and the ship
ping industry in general, has
been going down hill in the
United States for so long that
it was certainly good news to
learn that Seatrain is taking over
part of the old Brooklyn Navy
Yard for the construction of
new bottoms to add tonnage to
our American-flag fleet.
This is a hopeful sign that
ship owners have continued
confidence in the future of the
U.S. maritime industry, and it
is especially encouraging when
an independent, non-subsidized
line, like Seatrain, undertakes
this kind of venture. Expansion
of the Seatrain fleet not only
means more jobs for Seafarers
and shipyard workers, but it al
so means a move in the right
direction toward regaining U.S.
prestige on the seas.
President Nixon, during the
campaign, said that he would
assert leadership "to make our
merchant marine once again
worthy of a great sea power."
We can only hope that the Pres
ident will act quickly by present
ing some concrete proposals to
Congress this Spring, and that
those proposals will include
greater attention to the needs
of the long overlooked unsubsidized sector of this country's
merchant fleet.
Sincerely,
Robert Peterson
'Bust-Out' Exit
Too Wide A Door
To the Editor:
While attending the Febru
ary 3rd membership meeting in
New York the old familiar
strain and arguments came up
as far as pensions and contracts
are concerned.
As for the contract, I am not
going to write anything but I
will note some things about the
20-year "bust-out."
For the record let us say that
20 to 30 percent of the people
we are training stay in the busi
ness. Now most of these people
are in their late teens and early
twenties so let us say that they
put in the time and at the age
of 50-55 years they take ad
vantage of the 20-year "bustout." Anyone with logic and
common sense can see that
there is not and could not be
enough money to pay off and
perpetuate any fund.
As to a retirement age, when
the government studied the age
and earning period in a person's
life they had the best actuaries
and insurance people draw up
plans of every type before they
put them into effect. Sure, all
plans of this range need modi
fication. This the government
does, and the Seafarers pension
plan is being revised to meet the
needs—but at the same time
making sure the Plan is not go
ing to be depleted or to create
a welfare state of our members.
So to the hawks who clamor
for change—I say let them stop
having diarrhea of the mouth
until they can present a sound,
stable, continuing Plan of their
own to talk about.
Fraternally,
E. A. (An^) Anderson
A-203
4,
Tax Reform
Unkept Promise
Pension Roster Grows
Teif Additional Seafarer Oldtimers
Added to Roster of SIU Pensioners
Ten additional Seafarers have been added to the SIU's ever expanding pension list following com
pletion of their long sailing careers. The latest Brothers to become eligible to collect an SIU pen
sion are Clovis Compan, Claude Andrus, Frank Roull, James Leary, Frank Kraft, James Green,
Ramon Vila, Dewey Gillikin, ^
John Fancutt and Harry Galphin.
Clovis Compan has sailed since
1944 and joined the Union in the
Port of San Francisco. A member
of the steward department, he now
lives in New Orleans with his wife,
Dorothy. Seafarer Compan's last
ship was the Del Norte.
Claude Andrus resides in Sulpher, Louisiana. Joining the Union
in Port Arthur, Andrus was last
employed as a tugboat captain
To the Editon
Promises, promises, promises
. . . the little fellow who works
for a living has his hopes raised
for a long-due break—^by can
didates who run for office—^and
then sees them dashed on the
rocks when the candidate be
comes elected and faces the
pressures which are so strong
from the monied class.
We thought we were in for
some lowering of taxes. Didn't
Nixon promise to do away with
the 10 percent surcharge on
our already high tax? Now we
find out that it just ain't so.
It was a big mistake. We need
more money than ever.
And where does it come
from? From the salaried work
er, of course, where else?
This might not hurt quite so
much if we could see some
comparable sacrifice—or, any
sacrifice at all—on the part of
the coupon-clippers and those
who don't have to labor with
their hands for a living.
Instead, we are told that 18
millionaires get away with it
altogether. They don't pay one
red cent in taxes!
Whether it's done by setting
LETTERS
up tax-exempt foundations, or
oil-depletion allowances or by
investing in tax-exempt bonds,
or with mirrors, the situation
is a crying shame and calls for
prompt reform.
What are our chances for
tax reform this session? If the
past is any guide to the future,
they're darned slim. And they're
even harder when the filibuster
exists as a weapon in the Sen
ate.
I guess what we need up
there is a people's lobby to
make the voice of the over
burdened wage-earner heard
real loud.
In this effort, the organized
labor movement, as represented
in the AFL-CIO, has its job cut
out for it. We, as individuals,
can increase that effort by writ
ing to our own congressmen
and letting them know that we
are tired of tax-reform that re
mains in the talking stage.
Sincerely,
Adolph Jaworskl
Page Thirteen
LOG
Roull
in Dickenson, Texas, with his
wife, Regina. He joined the Un
ion in the Port of New York.
James Leary was a tankerman
and was last employed by Inter
state Oil Transport Company. A
native of North Carolina, he lives
now in Philadelphia with his wife.
Hazel. He joined the Union in
that Pennsylvania port.
Compan
Andrus
by Slade, Inc. Brother Andrus was
born in Hayes, La.
Frank Roull is a native of
Michigan who sailed as electrician.
His last vessel was the Del Aires.
Seafarer Roull makes his home
Marine Harold Weldi,
Former SIU Stholar
Homo from Vietnam
NEW ORLEANS—Harold E.
Welsh, a former SIU scholarship
winner, and the son of Seafarer
Harold R. Welsh, is home on
leave from the Marine Corps after
a 13-month tour of duty in Viet
nam. Young Welsh won his schol
arship in 1961.
A Corporal, Welsh is a member
of HNS Company Office, First
Battalion, 2nd Marine Division,
now stationed at Camp Lejeune,
North Carolina. He enlisted in the
Marines after attending Loyola
University in New Orleans. His
father sails in the engine depart
ment and is currently on the
Chatham (Waterman).
Corporal Welsh was an honor
society senior at Jesuit High
School in New Orleans at the time
he was selected as an SIU Schol
arship winner. He received a
B. M. degree in Music from
Loyola and later taught school in
Linden, Louisiana, at a combina
tion grammer and high school.
He also worked with the school
band. The 25-year-old Marine
plays the violin and specializes
in classical music.
Following his discharge in 21
months, he plans to pursue his
music teaching career.
The senior Welsh has sailed
with the SIU since 1943, when he
joined the Union in New Orleans.
He lives in New Orleans and is a
native of Louisiana, The 49-yearold Seafarer sails as FOWT and
served in the Navy from 1937 to
1940.
Green
Kraft
Leary
formerly had sailed as fireman.
He joined the SIU in the Port of
New York and also last shipped
aboard the Jacksonville. Brother
Vila is a native of Puerto Rico
who now makes his home in the
Bronx, N.Y.
John Fancutt sailed as AB. His
last ship was the Cabins. A native
Frank Kraft sailed as bridgeman and was employed by the
Pennsylvania Railroad. Born in
Jersey City, he now makes his
home in Avon by the Sea, New
Jersey, with his wife, Helen.
Brother Kraft joined the Union in
the Port of New York.
James Green held a cook's rat
ing. The North Carolina native
was last employed by the Norfolk,
Baltimore and Carolina lines. He
makes his home in Norfolk with
Galphin
Fancutt
his wife, Lillian. Seafarer Green
joined the SIU in the Port of
Baltimore.
Dewey Gillikin sailed as bosun.
Born in Beaufort, North Carolina,
he still calls that city home. His
last ship was the Jacksonville.
Brother Gillikin joined the Union
in the Port of Norfolk in 1943.
Ramon Vila was a cook who
Glltildn
of Massachusetts, he now resides
in Newark, N.J. Brother Fancutt
joined the SIU in 1942 in the Port
of New York. During the early
part of his career, he was in the
Coast Guard from 1924 to 1927.
Harry Galphin has sailed with
the SIU since 1938, when he join
ed the Union in Savannah. Bom
in Florida, he makes his home
in Jacksonville with his wife, Eu
nice. Seafarer Galphin last shipped
aboard the Gateway City and held
the ratings of AB and bosun. He
served in the Navy prior to join
ing the SIU.
4TTEND,
MCETIN6S
Editor,
SEAFARERS LOG,
675 Fourth Ave.,
Brooklyn, N. Y. 11232
I would like to receive the SEAFARERS LOG—please put my
name on your mailing list. (Print Information)
NAME
STREET ADDRESS
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TO AVOID DUPLICATION: If you are an old subscriber and have a change
of address, please give your former address below:
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ZIP.
�Page Fourteen
February 14, 1969
SEAFARERS LOG
SEATRAIN TEXAS (Hudson Water
ways), January 17—Cbairman, F. E. Par
sons ; Secretary, S. E. Hawkins. Few
minor beefs to be taken up with patrol
man. It was discussed that headquarters
furnish information to the membership
conceminK proaress on retirement pen
sion plan.
DO NOT BUY
COEUR D'ALENE VICTORY (Victory
Carriers), January 19—Chairman, W. Till
man ; Secretary, J. Craft. Brother W.
Tillman was elected to serve as ship's
delegate. No beefs and no disputed OT.
ALBION VICTORY (Bulk Transport),
January 19—Chairman, J. Waith; Secre
tary, G. Trosclair. $10.00 in ship's fund.
Few hours disputed OT to be taken up
with boarding patrolman.
WESTERN CLIPPER (Western Tankers),
December 29—Chairman, James Meares :
Secretary, Lee Cummins. Discussion held
regarding food. Ship's fund contributed to
Brother Carl Vogal on the death of his
father. No disputed OT and no beefs.
SEATRAIN NEW JERSEY (Seatrain),
January 19—Chairman, Earl C. Wallace;
Secretary, .Donald H. Jones. Brother Wal
lace was elected to serve as ship's dele
gate. Patrolman to be contacted regard
ing shortage of space for storage in stew
ard department.
Patrolman also to
check on quality of meat aboard ship.
Discussion held regarding the matter of
adding reefer box to all Seatrain ships.
CORTEZ (Cortex), January 19—Chair
man, Robert Martinez; Secretary, L. D.
Pierson. Some disputed OT in each de
partment. Vote of thanks was extended
to the steward department for the ex
cellent feeding throughout the whole voy
age.
FAIRLAND (Sea-Land), No date—
Chairman, Peter E. Dolan; Secretary,
Ramon Odom. Ship's delegate report^
that trip was good with a good crew on
board. No beefs were reported by depart
ment delegates. Discussion held regard
ing pension plan.
• PANAMA (Sea-Land), January 19—
Chairman, John Ohannasian; Secretary,
Bill Stark. Brother F. Vito resigned as
ship's delegate and Brother A. Packert
was elected to serve in his place. Delayed
sailing disputed. Vote of thanks to the
steward department for the excellent
food.
SlU Atlantic, Gulf, Lakes
& Inland Waters
Inland Boatmen's Union
United Industrial Workers
PRESIDENT
Paul Halt
EXECUTIVE VICE PRESIDENT
Gal Tanntr
Earl Shapard
Al Tanner
VICE PRESIDENTS
dtay
Robsrf Matfhawi
SECRETARY-TREASURER
Al Karr
HEADQUARTERS
*75 4th Ave., Bklyn.
(212) HY f-i«00
ALPENA, Mich. ..
127 RIvar St.
(517) EL 4-3*1*
BALTIMORE, Md.
121* E. Ballimora St.
(301) EA 7-4900
BOSTON, Mass
*«3 Atlantic Avenua
BUFFALO, N.Y.
73S Washlnqton St.
SlU 714) TL 3-9259
IBU 71*) TL 3-9259
93B3 Ewing Ava.
SlU (312) SA 1-0733
IBU (312) ES 5-9570
1420 W. 25th St.
CHICAGO, III
CLEVELAND, Ohio
(*I7) Rl 2-0140
(214) MA 1-5450
DETROIT, Mich. ... I022S W. Jaftarson Ava.
(313) VI 3-4741
DULUTH, Minr,. ...
... 312 W. 2nd St.
FRANKFORT, Mich.
HOUSTON, Tax.
JACKSONVILLE, Fla
JERSEY CITY, N.J
MOBILE, Ala
BRADFORD ISLAND (Stewart Tank
ers Co.), Decemlrer 29—Chairman, D. E.
McCarvey; Secretary, C. L. Shirah.
Brother Royce D. Bozeman was elected
to serve as ship's delegate. No beefs
were reported by department delegates.
Discussion held regarding retirement plan.
OVERSEAS EDGAR (Maritime Over
seas), January 19—Chairman, Arthur
Roy; Secretary, L. Santa Ana. Ship's
delegate reported that everything is run
ning smoothly with no beefs.
NEW ORLEANS, La
OVERSEAS ULLA (Maritime Over.seas), January 5—Chairman, A. D. Nash;
Secretary, C. L. Anderson. Brother John
Frazier resigned as ship's delegate and
Brother A. D. Nash was elected to serve
as new ship's delegate. Disputed OT in
engine department to be taken up with
boarding patrolman.
VOLUSIA (Suwannee), January 20—
Chairman, Bob Porter; Secretary, H. C.
Bumsed. Request made that galley ex
haust fan be replaced. Discussion held
regarding reefer boxes. New burners for
galley range are needed. Some disputed
OT in deck department.
MONTICELLO VICTORY (Monticello
Tanker), January 16—Chairman. D. Fegan; Secretary, George A. O'Berry.
Brother James J. Gorman was elected
to serve as new ship's delegate. Motion
was made that shipping articles be lim
ited to a maximum of seven months.
Also, crewmembers on vessels touching
the State of Hawaii be allowed to pay
off under mutual consent. Some disputed
OT in deck department to be settled by
patrolman at pay-oil.
TRANSMALAYA (Hudson Water
ways), January 6—Chairman, W. R.
Thompson; Secretary, Francis Hennessey.
Discussion was held regarding retire
ment plan. Disputed OT regarding de
layed sailing to be taken up with board
ing patrolman.
MOBILIAN (Waterman), January 26
—Chairman, M. Olson; Secretary, H. L.
Skyles. Ship's delegate reported that
everything is fine on the ship, and the
Captain reports that this crew is the
best one he has sailed with in a long
time. Steward department put out a
real fine meal for Christmas and New
Year's Day, and throughout the entire
trip. Vote of Hianks was extended to
the entire steward department.
415 Main St.
(414) EL 7-2441
... 5804 Canal St.
(713) WA 8-3207
2406 Paarl St.
(904) EL 3-0787
99 Montqomary St.
(201) HE 5-9424
I South Lawranca St.
(205) HE 2-1754
*30 Jackson Ava.
(504) 529-7544
NORFOLK, Va
115 3rd St.
(703) 422-1892
PHILADELPHIA, Pa
2404 S. 4th St.
(215) DE 4-3818
PORT ARTHUR, Tax
1348 Savanfh St.
SAN FRANCISCO, Calif., 350 Fraamont St.
(415) DO 2-440!
SANTURCE, P.R
SEAHLE, Wash
BELOIT VICTORY (Admanthos Ship
ping), January 12—Chairman, Tad Chilinski; Secretary, Thomas Harrell. Some
disputed OT reported regarding launch
service. Vote of thanks to the steward
department for a job well done. Crewmembers extended a vote of thanks to
ship's delegate. Brother Roy L. Powette,
for a job well done.
(218) RA 2-4110
P.O. Box 2r
ST. LOUIS, Mo
TAMPA, Fla
1313 Fernandai Juncos
Stop 20
724-2848
2505 First Avanua
(204) MA 3-4334
805 Del Mar
. (314) CE 1-1434
312 Harrison St.
(813) 229-2788
WILMINGTON, Calif., 450 Seaside Ave.
Terminal Island, Calif.
(813) 832-7285
YOKOHAMA, Japan..Isaya BIdq., Room BOI
1-2 Kaiqan-Dori-Nakaku
2014971 Ext. 281
SIU-AGLIWD Meetings
New Orleans Mar. 11—2:30 p.m.
Mobile
Mar. 12—^2:30 p.m.
Wilmington . Mar. 17—2:00 p.m.
San Francisco Mar. 19—2:00 p.m.
Seattle
Mar. 21—2:00 p.m.
New York .. Mar. 3—^2:30 p.m.
Philadelphia Mar. 4—^2:30 p.m.
Baltimore .. Mar. 5—2:30 p.m.
Detroit .... Mar. 14—2:30 p.m.
Houston ... Mar. 10—^2:30 p.m.
United Industrial Workers
New Orleans Mar. 11—^7:00 p.m.
Mobile
Mar. 12—7:00 p.m.
New York .. Mar. 3—7:00 p.m.
Philadelphia Mar. 4—7:00 p.m.
Baltimore .. Mar. 5—7:00 p.m.
^Houston .. Mar. 10—7:00 p.m.
mi
Seafarers and their families are
urged to support a consumer boy
cott by trade unionists against
various companies whose products
are produced under non-union
conditions, or which are "unfair
to labor." (This listing carries the
name of the AFL-CIO unions in
volved, and will be amended from
time to time.)
RIF
SHtzel-Weller Distilleries
"Old Fitzgerald," "Old Elk"
"Cabin StiU," W. L. Weller
Bourbon whiskeys
(Distillery Workers)
Great Lakes SIU Meetings
Kingsport Press
Detroit
Mar. 3—2:00 p.m.
"World Book," "ChUdcraft"
Alpena
Mar. 3—^7:00 p.m.
(Printing Pressmen)
Buffalo .... Mar. 3—7:00 p.m.
(Typographers, Bookbinders)
Chicago .... Mar. 3—^7:00 p.m.
(Machinists, Stereotypers)
Duluth
Mar. 3—^7:00 p.m.
Frankfort .. Mar. 3—7:00 p.m.
^
Genesco Shoe Mfg. Co.
Great Lakes Tug and
Dredge Section
Work Shoes . . .
Sentry, Cedar Chest,
Chicago .... Mar. 11—^7:30 p.m.
Statler
tSault St. Marie
Men's
Shoes . . .
Mar. 13—7:30 p.m.
Jarman. Johnson &
Buffalo .... Mar. 12—7:30 p.m.
Murphy,
Crestworth,
Diiliith .... Mar. 14—7:30 p=m.
(Root
and
Shoe
Workers' Union)
Cleveland .. Mar. 14—^7:30 p.m.
Toledo
Mar. 14—7:30 p.m.
Detroit .... Mar. 10—7:30 p.m.
Boren Clay Products Co.
Milwaukee . Mar. 10—7:30 p.m. (United Brick and Clay Workers)
SIU Inland Boatmen's Union
New Orleans Mar. 11-—5:00 p.m.
"HIS" hrand men's clothes
Mobile .... Mar. 12—5:00 p.m.
Kaynee Boyswear, Judy Bond
Philadelphia Mar. 4—5:00 p.m.
blouses, Hanes Knitwear, Randa
Baltimore (licensed and un
Ties, Boss Gloves, Richman
licensed) . Mar. 5—5:00 p.m. (Amalgamated Clothing Workers
Norfolk .... Mar. 6—5:00 p.m.
of America)
Houston . . Mar. 10—5:00 p.m.
Railway Marine Region
Jamestown Sterling Corp.
Philadelphia
(United
Furniture Workers)
Mar. 11—10 a.m. & 8 p.m.
Baltimore
Mar. 12—10 a.m. & 8 p.m. Richman Bros, and Sewell Suits,
•Norfolk
Wing Shirts
Mar. 13—10 a.m. & 8 p.m.
(Amalgamated Clothing Workers
Jersey City
of America)
Mar. 10—^10 a.ni. & 8 p.m.
vl>
^l>
t Meeting held at Labor Temple, Sault
Ste. Marie, Mich.
* Meeting held at Labor Temple, New
port News.
t Meeting held at Galveston wharves.
FINANCIAL BEFOBT8. The conBtftutlon of the SIU AtUntte, GuU, Lakes and
Inland Waters District makes specific provision for safeguarding the memberships
money and Union finances. The constitution requires a detailed CPA audit every
three months by a rank and file auditing committee elected by the membership. All
Union records are available at SIU headquarters in Brooklyn.
TBUST FUNDS. All trust funds of the SIU Atlantic, Gulf. Lakes and Inland
Waters District are administered in accordance with the provisions of various trust
fund agreements. A'l these agreements specify that the trustees in charge of these funds
shall equally consist of union and management representatives and their alternates.
AU expenditures and disbursements of trust funds are made only upon approiml
by a majority of the trustees. All trust fund financial records are available at the
headquarters of the various trust funds.
SHIPPING BIGHTS. Your shipping rights and seniority are protected exchuively
the contracts between the Union and the shipowners. Get to know your chipping
..ghts.
Copies of these contracts are posted and available in all Union halls, tt jsm
%
feel there has been any violation of your shipping or seniority
M contained in
the contracts between the Union and the shipowners, notify the Seamrers Appeals
Board by certified maU, return receipt requested. The proper address for thta U:
Earl Shepard, Chairman, Seafarers Appeals Bo^
17 Battery Place, Suite 1980, New York 4, N. Y.
Full copies of contracts as referred to are available to you at all times, either by
writing directly to the Union or to the Seafarers Appeate Board.
CONmACTS. Copies of all SIU contracts are available in all SIU halls. Th«
contra^ specify the wages and conditlcms nnder wWch you work and live aboara
ship. Know your contract rights, as well as your obligations, such as filing IOT OT
on the proper sheets and in the proper manner. If, at any time, any SIU i^trc:,man
or other Union offlcUl, in your opinion, fails to protect your contract rights prop
erly, contact the nearest SIU port agent.
EDITOBIAL POLICY—SBAFABEBS LOG. The LOG has traditionally rrfrain^
from publishing any article serving the political purposes
individual in tte
Union, officer or member. It has also refrained from publishing articles denned
harmful to the Union or its collective membership. This established policy has bw
reaffirmed by membnship action at the September, I860, meetings in ^1 institu
tional ports. The responsibUity for LOG policy is vested in an ^itorial board which
consists of the Executive Board of the Union. The Executive Btard may delegate,
Irmn among its ranks, one individual to carry out this responsibility.
Baltimore Luggage Co.
I.ady Baltimore, Amelia Earhart
Starlite lugioge
Starflite luggage
(International Leather Goods,
Plastics and Novelty Workers
Union)
'iy
White Furniture Co.
(United Furniture Workers of
America)
4^
Gypsum Wallboard,
American Gypsum Co.
(United Cement Lime and
Gypsum Workers International)
^
R. J. Reynolds Tohacco Co.
Camels, Winston, Tempo,
Brandon, Cavalier and Salem
cigarettes
(Tobacco Workers International
Union)
^
Comet Rice Mills Co. products
(International Union of United
Brewery, Flour, Cereal, Soft
Drinks and Distillery Workers)
Pioneer Flour Mill
(United Brewery, Flour, Cereal,
Soft Drink and Distillery Workers
Local 110, San Antonio, Texas
— <!> —
All California
Table Grapes
(United Farm Workers)
(t/
Magic Chef Pan Pacific Division
(Stove, Furnace and Allied
Appliance Workers
International Union)
^
Tennessee Packers
Reelfoot Packing
Frosty Morn
Valleydale Packers
(Amalgamated Meat Cutters and
Butcher Workmen of North
America)
Fisher Price Toys
(Doll and Toy Workers)
Atlantic Products
Sports Goods
Owned hy Cluett Peabody
(Amalgamated Oothing Workers)
PAYMENT OP MONIES. No monies are to be paid to anyone in any official
capacity in the SIU unless an official Union receipt is given for same. Under no
circumstances should any member pay any money for any reason unless he is given
such receipt. In the event anyone attempts to require any such payment be made
without supplying a receipt, or if a member is required to make a payment and is
given an official receipt, but feels that he should not have been required to make
such payment, this should immediately be reported to headquarters.
CONSTITUTIONAL BIGHTS AND OBLIGATIONS. The SIU publishes every six
months in the SEAFABEBS LOG a verbatim copy of its constitution. In addition,
copies are available in all Union halls. All members should obtain copies of this
constitution so as to familiarize themselves with its contents. Any time you feel any
member or officer is attempting to deprive you of any constitutional right or «11gation by any methods such as d^ing with charges, trials, etc., as well as all other
details, then the member so affected should immediately notify headquarters.
BBTIBED SEAFABEBS. Old-time SIU members drawing disability-prasion ben^
fits have always been encouraged to continue their union activities, including attend
ance at memtership meetings. And like aU other SIU members at taese Union meetings, they are encouraged to take an active role in all rank-and-file functions, ineluding serviee on rank-and-file committees. Because these oldtimm c^not take
shipboard employment, the membership has reaffirmed the long-standing Union pol
icy of allowing them to retain their good standing through the waiving of their dues.
EQUAL BIGHTS. All Seafarers are guaranteed equal rights in employment and
as members of the SIU. These rights are clearly set forth in the SIU constitution
and in the contracts which the Union has negotiated with the employers. Conse
quently, no Seafarer mav be discriminated against because of race, creed, color,
national or geographic ongln. If any member feels that he is denied the equal rights
to which he is entitled, he should notUy headquarters.
SEAFABEBS FOLIT!^.Ak. ACTIVITY DONATIONS. One of the basic rights of
Seafarers is the right to pursue legislative and political objectives which wiP serve
the best interests of themselves, their families and their Union. To achieve these
objectives, the Seafarers Political Activity Donation was established. Donations to
SPAD are entirs'y voluntary and eonstitote the funds through which legislative and
political activities are conducted for the benefit of the membership and the Union.
If at any time a Seafarer feeb that any of the above righte have been vieiated,
er that he has been denied his censtitntlenal right ef access te Union records or infermatlen, he shenid immediately netUy SIU President Pani HaB at headqnarters by
eertiled maii, return receipt reqnested.
i
�SEAFARERS
Page Fifteen
LOG
The Rune of Minnesota
A
LTHOUGH THE PARTISANS of Christopher Co
lumbus will never be convinced otherwise, it is now
generally acknowledged that the early Viking Seafarers
were exploring and colonizing the North American con
tinent some four hundred years before the Santa Maria
ever dropped anchor at San Salvador,
What is probably less known is that they penetrated
the very heartland of the United States, in the vicinity
of the Minnesota farm country. An ancient inscribed
stone tablet offers mute testimony to this otherwise
almost unbelievable fact.
There is ample evidence of early Norse exploration
along the eastern seaboard of the United States—a stone
tower at Newport, Rhode Island, rocks with Scandina
vian markings at Taunton, Massachusetts. Three years
ago Yale University made public a map dating back to
1440—52 years before Columbus set foot in the Ba
hamas—that shows with remarkable accuracy the out
lines of the land masses of Greenland and the North
American continent, then known as Vinland.
As historians have reconstructed events from existing
documents and often told tales down through the ages,
this Vinland—so named for the grapes found growing
there—wj^s not actually discovered by Lief Ericson, as
<
is popularly assumed, but was first sighted by Bjami
Herjulfson, a young countryman of his, who spotted the
coast of Labrador around the year 1000. This happened
during a sea voyage from Iceland to Greenland, in which
his vessel had been blown off course because of fog and
snowstorms.
When his ship finally returned to Greenland, Her
julfson told Ericson of this unknown, uncharted coast,
and Ericson became so intrigued that he recruited 35
seamen and set sail to explore this strange new land him
self.
Ericson and his exploring party sailing in one of the
long, graceful square-rigged vessels of the time, followed
the coastline of the North American continent probably
down to what is now Cape Cod. Once back in Green
land, their tales of this lush new paradise inspired yet
another Viking, Thorfinn Karlsefni, to assemble a group
of 160 colonists to establish a settlement in this newly-dis
covered land. The area was not as forbidding then as it
is now because its climate was milder at that time.
After two years as what was probably the first colony
in the New World, this Karlsefni settlement found that
the Indians they encountered were more than they could
handle—unfortunately a few of the colonists had pro
voked these Indians—and they were forced to abandon
the colony, returning to their more familiar shores of
Greenland.
Although the idea of colonization was given up, these
Vikings continued to sail to the Vinland shores, mainly
for the ample supply of lumber which was lacking in
their home country. And other groups apparently es
tablished settlements on other parts of the east coast.
Indications that these Vikings went further inland
came with the discovery of a large slab of sandstone
measuring 31 inches high 16 inches wide and 6 inches
thick, and inscribed with the ancient runic letters of the
Scandinavian alphabet. The stone was found in central
Minnesota, and it created a controversy that led a Nor
wegian historian to devote his lifetime to tracing its
origin.
The slab, a "Rosetta Stone" of the midwest, was un
earthed in 1898 by Olaf Ohman, a Swedish farmer, while
clearing a field for pasturage on his Minnesota home
stead.
Imbedded in the roots of a gnarled aspen tree, this
Kensington Runestone, as it came to be known, was at
first ignored and tossed aside. Later used as a doorstep
for one of farmer Ohman's sheds, the inscribed side was
fortunately placed down.
Somehow Norwegian scholar and historian Hjalmar
R. Holand got wind of the old doorstep and obtained
possession of it from Ohman.
Holand had the runestone shipped to his honie, and
during the succeeding seven years managed to translate
the ancient inscription. Then, for the next 50 years,
Holand was to devote his life to defending the authentic
ity of this Kensington Runestone and to developing his
theories regarding the Scandinavian exploration in the
middle west.
lecturing widely throughout the United States, Holand
also found time to write seven books on the subject of
the Runestone, and went to Europe to search through
thousands of ancient manuscripts in order to document
his convictions concerning the slab.
During this time he also meticulously traced the
probable Viking exploration route, starting from Norway
to Iceland and Greenland, then down th6 North Ameri
mi
can eastern seaboard to Manhattan and back up the
seaboard to the mouth of the St. Lawrence, north to
Hudson Bay, down the Nelson River to Lake Winnipeg,
and then finally down the Red River to the Alexandria,
Minnesota, region where the stone was found.
Although Holand's theory of Viking exploration in
the midwest has its many detractors and would-be debunkers, one of his main points of evidence was the age
of the tree under which the stone had been found. Crosssections of this tree indicated that it was at least 72 years
old at the time of the discovery of the Runestone—and
the roots of the tree had enveloped the stone entirely,
thus making is impossible for someone to have "planted"
it there—a familiar argument of those who cried "Hoax!"
Secondly, genuine Norse implements were found in the
neighboring Minnesota fields, and these implements were
declared authentic by both Swedish and Norwegian
medieval experts who also conducted tests to determine
their age. These artifacts—^which included three axes,
two sp)ears, a firesteel and two ceremonial halbers—were
found to be over 600 years old—and in addition, they
were found along the only possible route an exploring
party could have taken by boat to reach the Runestone
site.
Another of Holand's discoveries—made while he was
wading through countless medieval manuscripts—was
a book of the Islandic annals of 1342. In this volume,
there was included the testimony of Nicholas of Lynn,
who spoke of the Viking discovery of the magnetic
North Pole, giving added weight to Holand's theory
that the early Norse explorers had reached the North
American midwest by sailing the northern route through
Hudson's Bay.
In his investigation, Holand found a well-defined
route, evidenced by the discovery of mooring stones
along midwestern lake shores of the type commonly
used in Norway for anchoring heavy boats. Holand went
so fas as to predict that just such a stone would be
found in a special area near Lake Cormorant. Later,
one of these mooring stones actually was found there
to bear out his prediction.
The central point of Holand's theory was his trans
lation of the ancient runic letters found on the Rune
stone. They read:
"We are 8 Swedes and 22 Norwegians on an explor
ing journey from Vinland through the west. We had a
camp by a lake with rocky islands one day's trip north
from this stone. We were out and fished one day. After
we came home we found 10 of our men red with blood
and dead. Ave Maria. Save us from evil."
On the side of the Runestone was another inscription
which referred to "this island." This puzzled Holand
because the stone was found on a hillside which was
certainly not an island.
Checking further, Holand chanced upon a govern
ment survey map of the region dating back to 1866,
drawn up before white settlers had ever come to that part
of Minnesota.
Indeed, the map showed that the hillside where the
stone was found had at one time been surrounded by a
swamp—and geologists have since speculated that 500
years ago a lake had covered the entire region. Had
this been the case, the hillside could very well have been
the "island" referred to in the inscription.
Also chemical tests of the Kensington Runestone in
dicated that it had been exposed for a considerable
period of time to the corrosive action of acids found in
the rainwater of the region.
Holand's final piece of evidence is in the letters and
numbers themselves that were inscribed on the runestone.
Through his studies he proved that they were of definite
Norse medieval orgin—the early Middle Ages period—
and anyone wishing to forge or fake such letters and
numbers would have had to know more than the schol
ars who deciphered them.
The accumulated evidence appears to offer convincing
proof that the early Scandinavian explorers actually
made it to the American midwest. Today a replica of
the historic Runestone may be seen near the town of
Kensington, Minnesota, where it was orginally dis
covered.
Holand's translation of the inscription, in English,
is engraved on the pedestal of this monument, which
now stands as a fitting tribute to the hardy Viking ex
plorers who roamed the North American continent over
six centuries ago.
iiSswffieais. •
Replica of Kensington Runertone at Alexandria, Minnesota. Actual runestone is in mu
seum there along with Viking artifacts and copies of King Magnus documents. Despite
impressive archeological research, scholarly controversy about Viking discovery goes on.
�SEAFARERSIII1.0G
OFFICIAL ORGAN OF THE SEAFARERS INTERNATIONAL UNION . ATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT • AFL-CIO
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Home from fheWlctlHp
Returning from run to Vietnam and the Far
East via the West Coast, the SiU-contracted
Jefferson City Victory dropped anchor for
pay-off at Bayonne, N. J, Although the vessel
carried military cargo, the crew reports no
trouble in Vietnam and no beefs during the
long trip. There were some sign-ons on the
West Coast,
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Joint Patrolman E. B.
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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
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Seafarers Log Issues 1960-1969
Description
An account of the resource
Volumes XXII-XXXI 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
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Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
February 14, 1969
Description
An account of the resource
Headlines:
SEATRAIN LEASES BROOKLYN NAVY YARD FOR EXPANDING SHIPBUILDING PROGRAM
GOVT NEGLECT OF MERCHANT MARINE TERMED CRIMINAL BY CONGRESS
NIXON’S COOPERATION ON STRONG FLEET SEEN LIKELY BY MAGNUSON, GARMATZ
NEW HOPE FOR US FLAG FLEET SEEN BY PRESIDENT OF SHIPBUILDERS COUNCIL
BIRCHERS’ ATTACK ON GRAPE BOYCOTT HIDING BEHIND HOUSEWIVES SKIRTS
AFL-CIO CALLS FOR ALL OUT DRIVE TO ENACT NATIONAL HEALTH PLAN
NEWEST SOVIET FISHING TRAINING SHIP HIGHLIGHTS GROWTH OF RUSSIAN FLEET
THE RUNE OF MINNESOTA
HOME FROM THE VIET TRIP
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
02/14/1969
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. XXXI, No. 4
1969
Periodicals
Seafarers Log