| Summary: | "The Sailor's Union of the Pacific" documents the history of the Sailor's Union along the Pacific Coast from 1885 to 1928. Although Peter Gill is credited as the primary author, Ottilie served as the co-author of the book, a process she describes in her autobiography "Against the Current." (Markholt, Ottilie, "Against the Current," page 143-148; 153, http://content.lib.washington.edu/u?/pnwhm,661) Ottilie Markholt was born on Febuary 25, 1916 in Candle, Alaska. She was an active member of the Pierce County labor movement and published several works on the history of labor unions. She died in Tacoma, Washington on November 25, 2004. tain extent the blacklists of private companies and the Shipping Board circulated from port to port, constituting a general blacklist that aside it difficult tm a known militant $0r\ to sail from any port on a coast* M* $&€53£s8xr, port Oaptain at Mobile, wrote to all masters! "It la requested that in the future if you have any trouble with your crew, or if you find any agitators among them, please submit full report to this office to enable us to place any trouble maker or undesirable on the blacklist *n Captain Petersen himself testified to the blacklist at the % r in e Service Bureaus "Some of the companies send us lists at men they do not want to employ; and we do not assign such man to that company but to other companies* I think Swayne and Hoyt, the^-ucken-bach Steamship Company and the % tso n Company &&ve given us directions like that*” He claimed that the Bureau did not discriminate between union and non-union men, nor would it refuse to register members of the I*$*w #, but they didn9t want any kno&ra X*W#®*fs* Peter MOoi testified that in about 1925 he went to the Marine Service Bureaus "The first time I got up there X asked them, ’ What is the idea in carrying one of these books?* X think Captain Peter** sen here Hill remember, that he said t & t if I didn’ t mnt to carry one of those books they didn’ t need me on the ships and X could get out of there**9 Later, he testified, he » s told by the inspector at San Pedro to get off a steam schooner 647 for refusing to take a book after he had shipped on the vessel in a Northern port* George Madsen testified that he was fired from the Cad-doneak in 1926 for not having & discharge book, and told by the Port Captain not to sail on the kelson vessels without a book* Oscar Tybriug testified that he was refused employment on the Admiral Seebree of the Admiral Line because he had no discharge book* He had been hired by the mate, but Owens of Pacific Steamship Co. refused to aooept him* Ferdinand Purnell testified that he was fired from a Matson ship for not having a discharge book* ”If you carry that book and go aboard a ship and the mate takes a personal dislike to you, or you don9t like conditions on the & i p 9 and either the food, or the living aoooBaaodations, and if you kick about them to the mate they donft like it as a rule, and they fire you, and they will enter a bad disoharge in your book; you may have twelve or fifteen other goal discharges in that, and when you go to get another Jcb on the & Ip they don’t look at the good ones, but thcp look at the bad one* The shipowners or anywhere else**9 Martin Hoglander testified that he had to take a disoharge book to get work on a % lso n vessel; and Ingolf West-viok testified that he was refused a Job on a Union Oil tanker beoause he had been hired by the mate and not through the % r~ ine Service Bureau* According to Idwin Kichols, in charge of the San ^edro office of the Marine Service Bureau, a seaman named Kane was on the blacklist of Standard O il, Union Oil and 648 General Petroleum. George Larsen, Acting Secretary of the S a i l o r s 1 Union, te stifie d : ,f. • . a Standard Oil tanker was laying at Richmond, taking in oil drums— it had the o il in drums. The men were asked to work extra hours; they s a id , ’ A ll r ig h t , we w ill work, but we would like to have the same overtiu3 as the men on the dock are paid for overtim e.’ In other words, they wanted the same pay as the men on the docks were ge ttin g. That was re fu s e d , so, in the book was put down that these men refused to work overtime. "One of these men in particular came to me and said that after he l e f t the ship— in fa c t, he had been with the company some eleven months, I think, and he was almost due fo r a bon-u s, for a two weeks'vacation, and he lost out on that. Furthermore, he went down to the American-Kawaiian Steamship Company and applied for a job. The mate s a id , 'A l l r ig h t , have you your shipowners association book?’ He produced the book, tfhen the mate saw what was put in his book he questioned him about what happened on the Standard Oil tanker, and then he said: *1 don’ t want you; furthermore, you take my advice and get off this coast, because such men as you are not wanted on t h is c o a s t .’ ” Harry Lundeberg described the fin k h a ll as "a d irty , filth y h a l l , with a big loudspeaker go ing . The fink hall fille d with a l l kinds of s t i f f s , hop heads, dope-peddlers, floaters and these were in the majority. Sure you got a ship i f you patronized the blind pig run by the clerks employed in the fink h a lls and how many of you had to PAY for the chance to go to sea— and many bona fide sear.ien stayed ashore anywhere from three to six months on the beech— and when you fin ally landed a rotten job aft«r the half way decent ones had been SOLD in order to take said job you had to pack a FINK BOOK." The predictions made by union men after the 1921 strike that an open*shop anti-union policy would drive skilled seamen from the sea proved correct in the following years. George ^arsen t e stifie d that the employment system had driven thousands of skilled seamen from their callin g and lowered efficiency 50 per cent. working and Living; Conditions on ^hips The shipowners* open-shop policies were re flected in the conditions under which seamen were obliged to liv e and work on the ships, as the unions were paperless to maintain the standards bu ilt up during the years before 1 9 2 1 . Steam schooners maintained three watches, but no working conditions were enforced, a company clique dominated many ships; si&e of crews varied. In working steam schooners ’’side runners'’ were placed on each side of the hatch, favorites of the mate’ s who were kept on overtime to set the pace. A similar speed up was used in a ll s h ip 's work. The ’’star watch", the mate’ s watch, included informers who told of any d issatisfac tion or talk in the mess room that indicated an objector, who would be promptly f i r e d . The term "mess room m ilit a n t ’’ indicates the dissatisfaction that found no possible 650 expression but a grumble to shipmates in the mess room. Overtime, nominally 50 cents an hour, was more of a bonus than an established wage regulated by enforced working r u le s . Qargo was worked at top speed, with no penalty time, increasing the accident rate; but co mpensation collected was small by comparison, as many companies threatened the b lacklist to prevent court action or collection of adequate compensation. Living conditions on steem schooners remai nee* poor; at best mess rooms were too small to accommodate the whole crew at one s it t in g and on many small steam schooners men Gentians ued to eat on or deck loads or in the hold . A“ess rooms on deep-water ships were somewhat b e tt e r . Poor quality of food, at times so in sufficient thut some men took stores of their own to sea, was served; second quality food: crew’ s coffee, crew’ s eggs, erew^s butter and the l i k e . This accounted for more stomach trouble than normal among seafaring men. Sanitary conditions were primstive. Steam schooners issued a bucket at the beginning of the trip for bathing, washing and washing clothes. On ^laska vessels sailing out of Seattle conditions were likewise unsatisfactory. A sailor stated that in 1925 or 1926 on the Latouche rats as big as rabbits overran the ship; the mate and purser were swapping food stores for titft skins in Alaska, while the crew lived on beef stew. Bed bugs and cockroaches abounded. There was no steam in the fo re c a s tle s, and at night on cold trips the water under the bunks fr o ze . .ost of the forecastles were in the forepeak, the most dangerous 651 spot In the & l p « Several vessels struck reeks or In other ways had the forecastles smashed In completely, fortunately when they were unoccupied* Of the tankers tfee Fan American Line were knoen as the heat on the Pacific Coast. Richfield tankers at first were family jobs, requiring an influential relative to get on a ship* Mention of unionism on a tanker was sufficient cause to fire a sailor* In contrast to other cargo carriers, tan-kere paid high wages and required less work* After 1921 most transpacific and intercoastal vessels worked two watches* In 1924 Batson vessels s t ill worked two watches $ during 1927 three watches were ow ing hack into use on the Coast* forecastles were left to deteriorate from year to year, and became steadily worse* Most had no heat, the crew washing in cold water midships in buckets; showers were salt water and direct stem if provided* Vessels built during the war had washbasins, in accordance with the Seamen's Act* % nks were three high in many forecastles* the Seattle agency of the Sailors* Bnion reported in 1926 that county jail prisoners were fed for $1 a day; federal prisoners for 73 cents a day; and seamen for 65 cents a day* C&lmar and kuckenbach, both Intercoastal lines, were notorious for their poor conditions, swarming with rats, cockroaches and other vermin* On other ships a foim of protest against bed bugs was to throw the vermin^filXed mattresses overboard and demand new ones* Seamen *8 accounts of their experiences on individual ships 650 are borne cut by s t a t is t ic s . In IS23 the inspection &t Newport, England, found 2 6 .6 per cent of American ships unsanita ry , as against 1 0 .6 per cent British ships and a very lov; percentage of 13c and ina via I ships. Only Greek ships were higher than i*merioan, with 28*2 per cent unsanitary. In 1929 Furuseth issued a questionnaire concerning conditions on ships, obtaining the following informetion: On fo rec a s tle s, for the deck departments on 150 ships, ratings by the crews gave 40 good-, 62 f a i r , 31 mixed- and 17 bad. ¥or the forecastles of the engine departments on 63 ship.*, 14 were rated good, 30 f a i r , 13 mixed and 6 bad. For the stewards1 department of 20 ships, 6 good, 13 fair and one bad. Y&O'to For the mess tee?cs, the deck department of 153 ships gave 0 54 good, 57 f a i r , 16 mixed and 26 bad; for the engine department of 64 ships, 18 good, 34 f a ir , 5 mixed ar.d 10 bad . For t: e stewards department of 8 ships, 5 good and 3 f a i r . On 140 ships the deck department was divided into 1 ,1 4 7 able seamen, 345 ordinary seamen and 140 extras including winch d r iv ers , quartermaster, carpenters, cadets and boys. On 126 ships there were 865 native born ( 6 .8 5 per cent) and 281 naturalized Americans ( 2 .2 2 per c e n t ). On 145 ships 28 maintained legal watches, 105 ille g a l watches, and 11 were uncertain. aio&t frequent complaints were of d iffic u lt y collecting overtime due, vermin in the quarters, small bedding, and white-collar men being given preference over seamen. when the Dollar Line changed from Oriental to white sea- 653 men In the deck and engine departments many union men secured jobs on the ships and enforced conditions slightly better than on some other l i n e s . It was said that the seamen paid Le Croix, the Dollar Line chipping agent at San Francisco, for their jobs. It was also rumored that the men paid off Campion, head of the Admiral Line employment office in S e a ttle . Unemployment tu&ong seamen led to the introduction of workaways on ships in offshore and coastwise run s, seamen with papers but no jobs, who sailed for board and room in the hope of getting a regular job on the ship when there was a vacancy. On some vessels numbers of the regular crew were "worked o f f ” to give jobs to workaways. In Ju ly , 1 9 2 9 , the "orothv Sterling sailed from the Columbia hiver for Australia with a cargo of lumber. At San Francisco she paid the crew off with a few dollars and informed ti;om that no funds were available to pay them in f u l l . In 1927 the S a il o r s ’ ^nion protested against two ships sailing from the Columbia Kiver for Australia with crews of alien deportees furnished by the Seattle and Portland Immigration Departments . In 1920 the Jo u rm l published a letter from T. Reynolds comparing conditions on the * a c ific Coast in 1920 and 1 9 2 6 . Wages in 1920 were $90 for an eight hour day, with overtime paid for work beyond that. By 1926 the seamen worked 12 to 16 hours with no overtime. Outside of the Columbia Biver and Puget Sound no watches were paid for as overtime when the vessel shifted to from ome loading or discharging port before 7 or after 5* In 1926 sea watches were set when the vessel sailed, and on the day of arrival the crew worked without overtime. In 1930 overtime was paid after eight hours, the union shop maintained, and men shipped off the docks or from the union hall* By 1936 practically all shipping was from scab halls* Xn 1926 meal hours could be shortened to half an hour U without overtime, but 1920 overtime was paid the meal hour was shortened* Holidays had been out frcm twelvs a year to six at most* "We have had five years of scab-hall control* &ave we better w&rklng conditions? more money? shorter hours? better food? better sleeping accommodations? Or were we better off under union rules? If we were better off then, why not all rejoin our union and bring these conditions back again* By getting together, sticking together and fightIng together for better oonditlons, we can get the® baefc and h&ld them after we have them* * * •* m a m a s s * ujjick a? the p a c if ic Internal Conditions Success of the shipowners* open shop drive brought hard years for the Sailors1 %ion« %B&ership and funds dee£e$sed jJU « to a fraction of their former figures, and retrenchment early became necessary if the Union was to exist* In February # 1922, the membership took a referendum vote on transferring the Seaxaanys Journal to the International Seamen9s Union, redue- Ing offleers* salaries, abolishing the Vancouver, B*C*, branch, reducing the initiation fee and cur ted ling the janitor service* 655 Vfce propositions carried, with the exception of dosing the Vancouver brant& * la that year George ^arsen became Acting Secretary of the Sailora' Siioa, Having served as San Fran-ciseo patrolman from 1915 to 1982* la 1985 the Sailors* Onion voted by a large majority in referendum vote to increase due a from #1 to §1*50* As bed conditions continued, the Union «as forced to close the smaller brae has* /*ast mention is made in the Seamens Journal in m ■ ^ctober, 1924 of the Vancouver agency; March, 1026 of the Honolulu agency $ and June, 1929, of the Taccosa agency • Recognition by Shipowners Despite the policy of the Shipowners* Association and Pacific American Steamship isaoclation9 several steamship companies recognised the Sailors’ ^nloa to the extent of hiring union men from the union hell* Oceanic Steamship co ,, operating three vessels under the ^tfion company, took union crews, which they admitted gave no trouble* Saunders of % tso n Navigation donled that they em~ played the union seaman so Australian longshoremen would not refuse to work the ships, claiming that non-union Shipping Board ships were worked there without trouble * Oceani c steam* ship Oo* Increased wages for all departments to #65 for able seamen, @45 for ordinary seaman and m ©LGpinorease In the engine room* The Alaska Packers, operating 22 or 23 vessels between *Oaska and San Francisco and San Francisco and ?uget Sound, employed about 2,600 men each season under articles* They 656 hired entirely union or eras through the Union ball, and union representatives were present when crews were signed on and paid off* In the spring of 1935 the Alaska Packers increased sal lor © and firemen's wages $5 and signed a three-year agreement with the Alaska Fishermen's Union* Sailors resolved @80* °n tugs they speceived @95, and firemen $105* On Pacific American Fisheries ships sailing from the Northwest to Alaska the Union was recognized, crews shipped through the Seattle agency of the Sailors* Union, and an Informal working agreement observed* Seattle maintained the best conditions of any port on the coast in fighting domination of fink hells. Captain Howard J* **ayne, head of the Sea Service Bureau there, called the union hall for about half of his men, a practice dlsjipproved of by the Shipping Board* ffeyerhauser and Dollar Line allowed boatswains to hire crews, and consequently a large percentage of their crews were union* °ther union men were hired by mates along the waterfront* Honolulu sailing schooners used full union crews because they needed real seamen, shipping them largely out of the halls* Union sailors are mentioned on sailing sh&ps used in moving pio&fcres in 1987* But compered with tbs volume of shipping through the Marine Service bureau and the Sea Service ^ureau, besides other company offices, it is evident that the Sailors* Union had lost control of by far the greater part of shipping* 657 Efforts to Qraealze Seamen U t h the revival of shipping on the ^aeifio Coast in 1923 the Seattle agency voted to request headquarters to ascertain the sentiment of the members for striking in the spring, but no aotion was taken on the proposal. In 1936 or 1987 San psdro agency put up a sign on a lot craned by the Sailors* Union: IMPORTANT TO AIX H ORGANIZEJ ORGANISEI foe warn For Higher Wages, For Improved forking Conditions and For Extra Compensation for Overtime “ork. Tm foixokhg miFcm mas sgaie was iu effect m all ships AND US ALL TRADES (IMCLBDIKG IHTER-COASTALJ PRIOR TO MAY | 1921s DECK DEPT, $90. m i l ® DEPT. #90. STEW* ABO’S DEPT. §90. AND 0VEREMB PAY FOR OVSRTIliE WORK HOW ARE THESE CONDITIONS OBTAINED? THRU ORQAHI&mom BY GETTIE0 TOGETHER AED STICKING TOGETHER TODAY TOU ARE SAILING FOR AS LOS A WAGE AS ®S5 PER MONTH IN PROTECTED IMTER-OOABTAL TRADES AKD NO OVERTURE PAY FOR OVERTE.® HQRK. THERE IS PitSETY OF FREIGHT SHIPS ARE GOIKG ODT LOADED TO THE SCUPFEB:HOLES AND RATES ARE HIGH BUT THERE IS OHLY OHE REASON FOR SHIPOM RS RKFUSIKG TO PAY HIGHER mOEE, AND THAT IS THEY DOH’T HAVE TO. Hffi? BECAUSE TiiS 8HIP0M RS ARE THOROUGHLY ORGA&I^BD AMD THE 658 SB&TSK ARE ONLY PARTLY ORGj I'; ILED. HitfiCE WE SAY AGAlft ORGANISE 2 ORGANISE .’ JOIN TOGETHER , STICK TOGETHER AND PULL TOGETHER GC TO YOUF RESPECTIVE UNION OFFICES, THEFJS OBTAIN INFORMATION ABOUT COLLECTIVE SELF-tELP INDIVIDUALLY v?e are HELPLESS, but UNITEtfLY we’ l l become STKOHG RESIST ALL LOJ WAGE CAMPAIGNS AKD ABOVE ALL, KEEP AWAY FROtl SHIPS Pi.YIKG AS LITTLE AS ibb PER MO. 1OT&REATIONAL S K A T ’ S UNION OF ^VEfclCA PACIFIC DIVISION It was estimated that the membership of tl^e P a c ific ^oost distric t of the International teamen's Union in 1927 was: S a ilo r s ’ Union 2 ,5 0 0 Alaska Fishermen’ s Union 2 ,5 0 0 ilarine ■firemen 1 ,6 0 0 or 1 ,7 0 0 **arine Cooks 1 ,0 0 0 and Ferrybcatmen 1 ,0 0 0 . Membership of other fishermen’ s unions is not given. The S a i l o r s 1 Union at one time during the open shop years had as few as 1 ,3 0 0 members, less than one-fourth of the me ruber ship before 1 9 2 1 . In 1989 George ~arsen reported to the International Seamen’ s Union on the condition of the Sailors* Union that there had been no change in wages and working conditions, but some vessels might be obliged to replace their Orientals with white seamen to qualify for subsidies under the Merchant **arine Act of 1 9 2 8 . For the twelve months ending December 1 , 1 9 28, 899 had joined; 507 new members, 166 transfers, and S I 6 reinstatements. Open meetings for organization were held* During the third quarters of 1929 the S a ilo r s ’ union membership increased by £06, 104 new members, 57 reinstatements and 4 5 transfers. 659 Tli® ©ash showed a net gain of $1,189. Members of tha Marina Transport workersf Industrial Union £fo« 510 of the worked as individuals, agitating for conditions on ships, fear better food, better forecastles, and sueh things, educating seamen in the value of organization and collective action* %ey cooperated with members of the International Seaman^ Union, although they did not join the organization, and remained opposed to the officials. By 1925 the X«9*W« as an organization was declining among seamen on the Pacific Coast* Sailors* Maiaa Morale On the 40th anniversary of the founding of the Sailors* 7 ^nlon, in 1936, ^'uruseth said: "At the present time we are almost entirely relegated to such resources of strength and fortitude and fw$ll to victory9 as is found among ourselves* We have been in a worse position, much worse before; enemies everywhere we looked; hardly a friend to be seen, no money, nothing but faith and only a small number of men possessed that faith, yet that faith and the work based upon it was all that was needed to build up the organization, to create a union shop and to maintain that union shop for years without any assistance or permission from anybody* "fcfaen our enemies scoffed and sneered, we gritted our teeth and organized* Two or three union men going on board of a vessel and bringing back a whole union crew* We did those things then in *87 and in 966* We did them again in and 660 6 t when our status under the law was by no means as good as It Is now* When a man could be compelled to continue to work on a vessel against his v ill, when he oould be and he was pursued even through the forest, captured and brought baok to work against his w ill; we oould do it then, we certainly can do it now* "‘‘©me of you might say we had better men then on this «* coast* 1 deny that# As seamen they were a little more skillfu l, some of them much more skillful, but as men they were no better than the men who are sailing on coastand from the coast today* It is a matter of faith, of fortitude and of sk ill, Xf anybody has a right to have faith it Is certainly the seamen. « • ** TOMRD 1934 It would be untrue to the years following to imply that unionism among seamen was dead because for thirteen years shipowners were able to force miserable and degrading conditions upon seamen* On the contrary the lessons of the fink halls were faithfully learned* In proportion as seamen were treated like slaves, herded through the fink halls, made to live under revolting conditions, worked like mules, and watched, spied upon and intimidated, so did their disgust for the conditions and their hatred for those who were responsible for the conditions grow* The shipowners destroyed the philosophy of the old unionisms a comunity of interests In which both shipowners and seamen worked for the good of the American merchant marine, 661 each benefitting by fair and considerate treatment of the other* In Its place the shipowners taught seamen that they could not expect from their employers just or humane treatment, that they must either submit like slaves or be prepared to compel decent treatment by their own strength* The influence of a minority of union men belonging both to the International Seamen's Union and the revolutionary industrial unions must not be underestimated in demonstrating the only way to change conditions* But beyond the education and esampte of existing unions, disgust and hatred fct the system as he himself encountered it bred in each seaman the determination and fortitude to revolt against the fink halls and their accompanying miseries, to fight the shipowners and their unlimited resources to a standstill, and to build again in the Sailors* union of the Pacific as strong and respected a union as the American labor movement has produced* BIOGRAPHICAL NOTES EDWARD ANDERSEM* Born In Arendal, Norway, la 1857* Arrived on the Pacific Coast In 1861* Charter ramber of the Coast Seamen1 b Union* Treasurer of the Sailors* Onion, the Marine Cooks ana Stewards and the Alaska Fishermen for aany years* Died May 17, 1989* AHDBEW FURUSETH* Born in Christiana, Norway, in 1854* Arrived on the P&clf ie Coast in 1878* Joined the Coast Seamen9 s Union June 3 , 1883* Elected Secretary of the Coast Seamen9s Union 1887* legislative representative at Washington for the Sailors9 Union and the International Seamen's Union from 1894* Elected President of the International Seamen's Union 1908* Died January 22, 1938* , WALTER MACARTHUR. Born in Glasgow, Scotland, in 1868* Arrived at San Diego in 1887* Joined the Coast Seaman's Union in 1889* Elected business manager Coast Seamen*a Journal. 1891; Editor 1893-1913* Represented the Union in San Francisco Labor Council, California State Federation of Labor and American Federation of labor* United States Shipping Commissioner at San Francisco, 1913-1932* Author of several books on the marl tin® laws relating to seamen* 663 BIBLIOGRAPHY AsLtos, William* The Shipping Conspiracy* Hation, September 5 and 12, 1934. Albrecht, Arthur S« International Seamen^ Union of America. A gfofo o£ Xts History ana Problems* Bureau of ^abor Statistics Ho. 348. 1923. Bimba, Anthony. History of the Amerloan Working Class. 1927. Clark, William H* Ships and Sailors. 1938. Coast Seaman*a Journal, 1887-1989. {Called Seamens Journal after 1915*) Commons, John B«, and Others, History of Labor in the United States. V o I u i b s I and I I . 1936* Cross, Ira B* A History of the labor Movement in California. 1935. Dana, Riohard Henry. Two Years Before the Mast. 1840. Befebough, James E* History of the Lumber Industry of America. 1906 EaTO8, Lucile* History of California Labor Legislation. Hit tel, John 3 . The Commerce and Industries of the Pacific Coast# 1882. Jensen, George C. The City Front Federation of San granelseo. 1912. ms« Macarthur, Walter* American Seamanys Law. 1931. Macarthur, Walter* "Coast Seamen^ Journal. " 1932. ms. Mb Kee, Marguerite M. Ship Subsidy Question in U#Jg. Politics. 1922. Hears, E .G . Maritime Trade of Western United States. 1935. 664 Perlman, S ., and $aft, P. History of Labor In the United States, 1896-1953. Volusia IV. 1935 Petersen, Waiter J * Marine labor Union Leaderaiilp. 1925. Taylor, Paul S. The Sailors* Union of the Paelfie. 1923. United States Circuit Court of Appeals for the ^inth Circuit. Cornelius Andersen Vs. Shi powers* Association. Transcript of Beeord* 1988. United States Treasury Department. Bureau of Navigation. Annual Beports. Ware, Borman 3 . Labor In Modern Industrial Society. 1935. West, George P . Andrew Furuseth and the Badleals. Survey, November 5, 1921. West, George P . Andrew Furuseth Stands Pat. Survey, October 15, 1983. mmvA'pma V - 1: t / ' i r J. *■ V ' W * * *- - - \t ^ is . t, • ‘T * J. . . * / \ w. He's York Yiaeg ,3Gu:*-ce*i. Alta Californla San Francisco Chronicle San Francisco Examiner Seattle Post Intelligencer Seattle Union Record Volee of the Federation Other qzoted material la reprinted from one of the above sources. 665 ?
|
|---|