http://seafarerslog.org/archives/files/original/09810047effc53920ac036a065d11a42.PDF 73b8d029e3bc4c0993e8ae17c3b203cb PDF Text Text hi I'l' Official organ of the SEAFARERS INTERNATIONAL UNION-Atlantic, Golf, Lakes and Inland mtersDirtrict- AFL-CIO ? V-/ SEAFARERS LOG M«i»«kiUialA In Unity hi; Vol. XXXY. No. 2 >1 11 ? Wi f); ; .TT: .i February 1973 �Round Two: MTD Renews Fight for Oil Import Bill The 44 unions affiliated with the AFL-CIO Maritime Trades Depart­ ment have called for legislation to re­ quire that at least 50 percent of the nation's oil imports be carried on U.S.flag ships. This is the beginning of round two since similar legislation was narrowly defeated in the Senate last year. The Maritime Trade Department Ex­ ecutive Board, meeting in Bal Harbour, Fla. said that guaranteeing through leg­ islation that at least 50 percent of the nation's oil is carried on U.S. ships is the best way of insuring that a continuing supply of oil will reach U.S. shores and protect the national security and wellbeing. The two-day session, which preced­ ed the AFL-CIO Executive Council meeting, was chaired by SIU President Paul Hall, who also heads the MTD. In addition, the Board said, such leg­ islation would create jobs for American workers, reduce the nation's balance of payments deficit and aid current efforts to shore up the U.S. dollar. The MTD Board said that the United States has placed itself in the position of "not only being dependent on foreign sources for our supply of oil, but to transport it to our shores." In 1972 ap­ proximately 3 percent of the nation's oil imports were carried on U.S. ships. The balance was carried on "foreign-built and foreign-crewed tankers owned or chartered by America's oil companies." "There is grave danger in this prac­ tice, both to our national security and our national well-being," the MTD Board stated, adding that "to leave the carriage of oil completely in the hands of foreign-flag ships—as is virtually the case today—is to leave the United States at the total mercy of foreign gov­ ernments." The Board said, "legislation of this type would necessitate the construc­ tion of hundreds of new ships. This in turn would mean thousands of jobs in shipbuilding, seafaring and related in­ dustries at a time when unemployment is a major problem in this country." "The American balance of payments deficit is another area that would be im­ proved by this legislation. Paying Amer­ ican dollars to foreign-flag operators only increases the deficit. "Passage of this legislation will sub­ stantially reduce the balance of pay­ ments deficit and aid the current efforts to shore up the U.S. dollar. "This legislation is of paramount im­ portance to our nation. Our national security, our economic well-being and our environment all demand it." The Board also adopted a resolution calling for federal programs designed "to eliminate America's dependency on foreign sources for refined oil prod­ ucts, and to encourage growth of the United States' refining capacity, pro­ viding jobs for thousands of American workers and improving the United States balance of payments. Here are highlights of other actions taken by the Board during the two-day meeting: Jones Act-Virgin Islands—The Board urged Congress to pass legisla­ tion that would end the Jones Act ex­ emption for the Virgin Islands and which would reserve domestic trade to these islands for U.S.-flag shipping, as is the case with all coastal states and the island territories of Puerto Rico and Guam. National Fisheries Policy—The Board called for fast passage of Con­ current Resolution 11 introduced in the Senate by Senator James Eastland (D-Miss.) that would set a new U.S. policy for America's fisheries. Eastland's proposal expresses "a national policy for "scientific manage­ ment of fishery resources. Multinational Corporations — The Board called on Congress to eliminate those tax provisions that make it more profitable for a company to manufac­ ture overseas than in America, and en­ courage American multinationals to eliminate American jobs in favor of foreign production. The resolution also called for equal and fair trade among nations with strong action proposed against nations that discriminate against American goods with tariff and non-tariff barriers. National Health Care—P.H.S. Hos­ pitals—The MTD Board commended Senator Edward Kennedy and Repre­ sentative Martha Griffiths for introduc­ ing S 3-HR 22, and urged Congress to pass the National Health Security Bill. The Board also urged Congress to con­ tinue to support the Public Health Service Hospitals and to provide funds to modernize them as quickly as pos­ sible. Superports—The Board called for a national deep-water-port policy and declared that "economically and en­ vironmentally, the deep-water-port concept is sound and makes good sense." Environmental Problems — The Board called for a national resources policy based on the balanced approach of protecting the environment without inhibiting industrial growth. The Maritime Trades Department Executive Board expressed confidence in the leadership of the Maritime Ad­ ministration under the direction of Robert Blackwell, assistant secretary of commerce for maritime affairs. The actions of the MTD Board came as the LOG was going to press. A more detailed report on the Board's actions will appear in the next issue of the LOG. Noting Blackwell's extensive mari­ time experience, the Board termed him a sincere and dedicated public servant who is providing the necessary confi­ dence to help in the revitalization of the U.S. Merchant Marine and the en­ tire maritime industry In addition, the Board voted support of the Oil, Chemical and Atomic Work­ ers in the struggle with Shell Oil, and passed resolutions dealing with the re­ building of U.S. shipyards; the urgent need for Alaskan oil. The Board also acted upon three re­ ports prepared by the MTD on the economy, multinational corporations and the tuna fleet. Viet Ceasefire Reroutes Crew Mail The Military Sealift Command, in cooperation with the United States Postal Service, has informed the SIU that because of the recent ceasefire in Vietnam there will be a discontin­ uance of mail service to merchant marine vessels in all the ports of Vietnam. The MSC has initiated a system to reroute this mail to each ship's next port of call outside the Republic of Vietnam. The change, which has already gone into effect, will cause an in­ crease in the length of time between both pickups and deliveries. Sea­ farers should inform friends and relatives of this mailing change. Preference Laws Absolutely Necessary Paul Hall The past year was marked by continued steady progress toward the goal of revitaliz­ ation of U.S.-flag shipping. Based on past history the achievement of this goal will be a tough, slow job. But it can be accomplished if we work in con­ cert with all of the elements of the industry which share the view that America must have a strong, viable merchant fleet—both in the interest of our national security and in the interest of our nation's economy. Since the enactment of the Merchant Marine Act of 1970, the Maritime Admin­ istration has awarded contracts for the con­ struction of 37 new ships and also for the conversion of 16 existing conventional freightships into container ships. These vessels will go a long way toward modernizing the fleet and are part and par­ cel of the progress that is being made. In the annual budget message to the Con­ gress, the President has asked for sufficient funds to enable this program to continue on the schedule outlined after the 1970 law was passed. An integral part of the effort to develop a merchant shipping fleet on which the coun­ try can depend and which will make a worth­ while contribution to the nation's economy is the development of an adequate tanker fleet. In this respect, we believe that we must have stronger U.S.-flag participation in the carriage of liquid bulk cargo. Today, as matters stand, virtually all fuels and other energy supplies are carried to our shores by foreign flag shipping. The SIU and others concerned with this state of affairs, sought last year to obtain passage of legislation to require that a por­ tion of all our oil imports be carried on American ships. The bill was debated in the Senate and came very close to being passed. At that time, we announced we would continue the fight. Now, as we begin a new year, plans are underway to push forward for the sec­ ond round in this battle to win a fair share of energy cargo for our own ships. In our battle to reach the goal of revital­ ization of the U.S. Merchant Marine, this is a "must." The SIU, and other maritime unions, has long held that such cargo pref­ erence laws are absolutely necessary if the American Merchant Marine is to survive. We must remember that these cargo pref­ erence laws are now in general use in world trade. France, for example, insists that twothirds of all oil imports be brought to its shores by tankers flying the French flag. Brazil gave its shipping industry a virtual monopoly on the transportation of all petro­ leum and petroleum products. Spain also reserves the importation of petroleum for her own ships. And more and more other nations are demanding reservation of car­ goes for their own flag ships. . Winning similar cargo preference laws for the U.S. merchant fleet is part of our continuing fight. Powerful interests oppose us and seek to prevent American-flag ships from full participation in this nation's for­ eign commerce. But we are determined to carry on with our fight until American ship­ ping is assured a fair share of American cargo. Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Avenue, Brooklyn, New York 11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Seafarers Log Page 2 mm �Delay PHS Hospitals Transfer 9 t' The freightship Yorkmar, bound for Baltimore, sits trapped under the Penn Central Railroad vertical lift bridge spanning the Chesapeake and Delaware Canal. The bridge sheared off the forward deck of the ship and left a mass of twisted steel on deck. Seafarer Is Killed As Ship Hits Span A West Coast Seafarer was killed aboard the severely damaged SlU-contracted freightship Yorkmar bound for Baltimore in the fog early this month when she struck the railroad bridge spanning the 20-mile long Chesapeake and Delaware Canal. A later report, still unconfirmed at LOG press time, said another Seafarer was hurt in the collision. The collision of the 15,000 ton C-4 ship, operated by the Calmar Steamship Co., into the Penn Central drawbridge at Summit, Del., blocked the heavily traveled canal, a shortcut from the north Peter J. Brennan Sec. of Labor The U.S. Senate has confirmed the nomination of New York building trademan Peter J. Brennan as Secre­ tary of Labor. He was sworn into office at White House ceremonies. Brennan, 54, served as president of both the New York State and New York City Building and Construction Trades Council. He is a member of the Painters Union. The new Labor Secretary first came to the attention of the White House in 1970 when he led a parade of 150,000 New York Construction and maritime workers in support of the Administration's Vietnam policies. Brennan is the first trade unionist to hold a Cabinet post since the late Martin P. Durkin, president of the Plumbers and Pipefitters who served as Labor Secretary for nine months during the Eisenhower Administra­ tion. February 1973 that links the Delaware River and Chesapeake Bay, and halted rail freight traffic to the Eastern Shore. The canal will be shut "indefinitely." Able Seaman Philip James Brazil, 51, of Seattle was killed Feb. 2 when the freightship, halfway through the canal, hit the lowered bridge and became hooked under it. Brother Brazil leaves a wife and two married sons. A veteran shipmate, Peter E. Dolan, who was to relieve Brazil as lookout, said Brazil might be alive today, but he chose to remain forward and make an effort to reach the ship's bridge to warn of the coming collision. Extensive damage to the ship's deck up to the superstructure which included flattened cranes, booms, a mast and a dented hull, was estimated at $2 mil­ lion. A company spokesman said the 522-foot long Yorkmar was now at the Key Highway Shipyard in Baltimore for repairs. She had been enroute from Port Newark to take on steel. The ship backed out from under the bridge on her own power to skirt the Delmarva Peninsula into Chesapeake Bay and Baltimore over the weekend. The Army Corps of Engineers which maintains the canal said the 878foot bridge would be under repair from two to six months. The collision impact raised the north end of the span 3 feet and knocked it 16 inches out of line. One of the SIU crewmembers of the Yorkmar who was manning the craft's wheel was an eyewitness as she passed beneath the bridge, 47-feet above the fog shrouded water. In the wheelhouse at 8:48 a.m. with the pilot was Seafarer John Barrett, AB, who in a telephone interview told the LOG the ship was traveling at half speed with 8 a.m. to noon lookout Brazil at the bow, Peter Dolan, OS, be­ low decks and Chief Mate Jay and Bo­ sun Elbert Hogge near the windlass on the forward deck. "The pilot Capt. John Sundling saw the bridge and ordered full astern." But it was too late. Barrett said the impact "tore the ship's peak back, knocked the No. 1 crane into the hold and sheared off the middle mast and the top of the No. 2 crane" as the ship bounced off the bridge twice. At the first impact the wheelman was ordered to go below but returned to try to steer the ship to the canal's port side bank. He speculated that a falling boom struck Brazil and hurled him to the bul­ warks near the winches where they found him. The master of the Yorkmar, 62-year old Capt. Benjamin Edelheit of Centerville, Md., said the other lookouts ran back as the ship was about to hit the bridge and they escaped injury. The Penn Central Railroad said the bridge was lowered from its raised height of 137 feet above the canal and locked into place at 8:27 a.m. after the bridge operator was advised by the canal's dispatcher that there were no more ships in the vicinity. Rep. Sullivan Chairs House Committee Representative Leonor P. Sullivan (D. Mo.) was appointed last month to the chairmanship of the House Merchant Marine and Fisheries Committee, replacing Congressman Edward A. Garmatz who recently retired. She is the first woman to chair a major congressional committee since 1954 and the third to do so in the entire history of the U.S. Congress. Last month Congresswoman Sul­ livan christened the Delta Mar which was launched at Avondale Shipyards in New Orleans, La. Soon to be manned by the SIU, the Delta Ma?\s the first vessel contracted for under the Merchant Marine Act of 1970. The Merchant Marine and Fish­ eries Committee is one of the most important legislative committees for the maritime industry. It is through this committee that bills affecting tlie maritime industry must pass. For in­ stance, the Merchant Marine Act of 1970, legislation which is subsidizing 300 new ships, went through this committee. Transfer of the U.S. Public Health Service Hospitals from federal to pri­ vate control will be delayed according to the Fiscal Year 1974 Budget released late last month by President Nixon. The Budget also calls for a $6 million in­ crease in operating funds for patient care. The initial draft of the Budget had contained the plan of the U.S. Depart­ ment of Health, Education and Welfare (HEW) to end admissions to the PHS hospitals by Feb. 1, 1973. The Budget as released, however, simply states that "The policy of transferring the PHS hospitals to local control will continue to be implemented in 1974." It then adds that "This remains the long-range goal for the PHS hospital system." Because of a lack of medical profes­ sionals in the military, the Budget states that "the provision of inpatient services in PHS facilities will be terminated as soon as alternative contractual arrange­ ments can be negotiated and notifica­ tion given to Congress." Not contained in the Budget but un­ officially set by HEW is the new "target date" of July 1, 1973 for transfer of the PHS hospitals and the outside contract­ ing of medical care for seamen. According to the Administration's own statistics which were worked into the Budget "In 1973, American seamen will comprise about 47% of the inpa­ tient workload in PHS general hos­ pitals." The Budget report goes on to state that foreign seamen are also treated "on a reimbursable basis" and that medical care is further given to "beneficiaries of other Federal agencies in PHS hospitals, and to Federal employees in PHS health units. In addi­ tion, Coast Guard personnel are pro­ vided medical and dental services at various Coast Guard locations.'" The Budget also calls for an extra $6 million in operating funds for patient care. This represents an increase from an estimated $86 million in fiscal 1973 to $92 million in 1974. Further, the Budget, for the first time in five years includes funds for exten­ sive renovation of a PHS hospital. Seven million dollars is being allotted for extensive renovation of the Boston PHS facility. However, this is also the first hospital scheduled for transfer to local control. The SIU and other maritime unions have consistently opposed the transfer of PHS facilities to local control ever since the decision was announced by HEW. Maintaining that the same high qual­ ity of service that is given now at the PHS hospitals may be lost if they are transferred to local control, the SIU wants the facilities to remain a function of the federal government. There are eight PHS hospitals left. They arc located in Stateii Island, N.Y.; Boston, Mass.; Norfolk, Va.; New Or­ leans, La.; Galveston, Tex.; Mobile, Ala.; San Francisco, Calif., and Seattle, Wash. The federal government has operated the PHS hospitals for merchant seamen ever since the late 1790's when the first U.S. Marine Hospital opened in Boston. Just late last year, the SIU was suc­ cessful in preventing the Staten Island facility from being transferred to the Health Insurance Plan of Greater New York. Pages �Crewmember Airlifted Off SlU Ship at Sea SS Los Angeles On board the Los Angeles (Sea-Land) in early January the crew collected $110 and mailed it to the mother of Seafarer Bill Loftus whose father had just passed away. * * * SS Erna Elizabeth The Erna Elizabeth (Albatross Tanker Corp.), which in early 1972 was the first ship to prove that it was feasible to refuel Navy ships at sea, has also proven to be a good ship for sightseeing, according to her crew. In the latter part of 1972, the crew wrote in the ship's minutes that the Erna Elizabeth "hit some fine ports" in Europe, the Mediterranean and the Caribbean. Some of its ports of call were: London, England; Campbelton, Scotland; Rotterdam, Holland; the Azore Islands off Portugal; Trinidad; Curacao, and Aruba. * * Thanks to the expert seamanship of the crew of the SlU-manned Falcon Countess, an always dangerous heli­ copter sea rescue was quickly and effi­ ciently carried out off the coast of Da Nang, Vietnam. The dramatic situation occurred early into the noon to 4 p.m. watch on No­ vember 9, when Third Assistant Engi­ neer M. Green was taken ill complain­ ing of severe stomach pains. Green was assisted to the foc'sle by SIU-Bosun Joe Richberg, where first aid was adminis­ tered by the ship's master, James L. Fulton. * SS Council Grove It's almost like being on shore when the crewmembers of the Council Grove (Cities Service) sit down to watch a movie. Not only are the movies, which are shown by C. A. Mullen of the engine department, exciting, but a batch of pop­ corn is made up fresh by baker Charles Hickox. Some of the movies the crew saw in the latter part of 1972 were "The French Connection", "One Hundred Rifles", and "I'd Rather Be Rich". * * Able Seaman Bill Darlcy, where he was securely strapped into the harness, and within minutes was lifted safely aboard the aircraft hovering 50 feet above the ship. He was immediately flown to the Da Nang Base Hospital where emergency surgery was performed on Green for a badly infected, ruptured appendix. Af­ ter six days' hospitalization at Da Nang, he was flown stateside for a six-week recuperation. Seafarer Richberg rather modestly summed up the situation with, "we are very happy that because of the prompt attention of our ship's master, the U.S. Army, and the good seamanship of our crew, a man's life was saved." * Tug Alison C On the tugboat Alison C. which makes the coastwise run from Louisiana to Florida and around the Caribbean, "a new high in the standard for tugboat cookery was reached" by steward John Miller according to a report written to the LOG by ordinary seaman Jim Stodder. A relief cook for Red Circle line, Brother Miller "cooked and decorated for 48 hours non-stop to provide eight crew members the best Christmas afloat." Not only were the men given a sumptuous meal, but Seafarer Miller transformed the "drab little galley... into a cheery banquet hall bedecked with boughs of holly and twinkling with a thousand lights". The men were also given individual Christmas packages filled with candy and nuts. As Seafarer Stodder reported, however, "best of all was the cooking. John had gone without sleep for two days to prepare a huge shrimp cocktail, fruit salads served in cleverly cut grapefruit baskets, a young tom turkey, a baked Virginia ham with fruit sauce, roast sirloin of beef au jus, brandied fruit cake, pumpkin and mince pies, and assorted nuts, candies and cheeses". He adds that "despite the foul weather and ten foot seas which kept the tug pitching, everyone almost forgot where they were". * 4> * SS Delta Uruguay The crew of the Delta Uruguay (Delta Steamship Lines) collected $172 for the family of Leon Kyser who died Nov. 29, 1972 on board ship. Ships Com­ mittee Chairman Reidus Lambert reports that a wire and funeral wreath was sent to the family in Mobile, Ala. He also reported that thd crew gave "a very special vote of thanks to Chief Officer Fred H. Galloway, Jr. and Purser Ray­ mond Mitchell for the hard work and care that both gave to help" Brother Kyser when he was stricken. * * * SS Penn Champion The system of sending mail via sea buoy seems to be working out fine, ac­ cording to Ships Committee Chairman Bob Birmingham aboard the Penn Champion. The official ships minutes of Dec. 24, 1972 were placed on a sea buoy near Honolulu, Hawaii and it was reported that the last time the ship had made the run, mail put on the buoy had the same date postmarked on it. Green is being hurriedly strapped into safety harness^ When Green did not respond to treat­ ment and his pains intensified. Captain Fulton contacted the U.S. Army Air Base at Da Nang, requesting an imme­ diate sea rescue. In less than an hour, an Army Medical helicopter arrived over the ship and a safety harness was lowered to the decks of the tanker. Third Engineer Green was assisted up on deck by Bosun Richberg and Third Engineer Green is lifted safely aboard hovering Army helicopter. CHESSMATE > OF THE SEA BY GEORGE J. VANA The objective of the game is two-fold. The first is for white to move and checkmate in three. The second objective is to record the letters that the given chessmen land on and determine the name of the ship hidden in the maze of the board. CLUE: One of 13 Navy Tankers. BLACK ASHORE Decatur^ Mich. Seafarer Raymond E. Sternberg who sails on the Great Lakes, has just com­ pleted a course in auctioneering in Decatur, Mich. He graduated with honors on Dec. 15, 1972 from the Reppert School of Auctioneering there and was presented the key to the city as an honorary citizen. Brother Sternberg is offer­ ing his services free of charge to the Red Cross, churches, schools or any other non-profit organization that wishes to raise money for a worthy cause. * * * Staten Island, N.Y. The following Brothers are on the beach because of illness or injury and are recovering at the USPHS Hospital in Staten Island, N.Y. All of them would like to hear from their fellow Seafarers. They are: C. Hirschfeld; E. F. Garrity; S. Burger; J. Collins; C. Anderson; S. Blix; W. May; C. Burley; G. Knape; L. Hernandez; W. Hardin; C. Venardis; P. McConnell; B. Guzman; P. Latorre; R. Bosco; F. Resto; E. W. Walton; W. Gorman; J. Kramer; C. Kelly, and P. Salowsky. Page 4 WHITE Puzzle Solution on Pane 23 Seafarers Log �Fiscal 1974 Budget it President Calls for Funds To Maintain Shipbuilding President Nixon's budget proposals for fiscal 1974, submitted to the Con­ gress on January 29, call for funds that will allow continued "implementation of the Administration's Maritime Pro­ gram." The President has asked for $543.5 million for the Maritime Administra­ tion, the agency responsible for promot­ ing the merchant marine for the fiscal year 1974 which begins on July 1. I* f The budget includes $275 million for construction differential subsidies which will enable the Maritime Administra­ tion to provide contracts for the build­ ing of 17 new ships. In the budget submitted to the Congress last year, $250 million was requested for con­ struction subsidies. Later in the year, the Maritime Administration asked for and received an additional $175 million construction subsidy appropriation. At a budget briefing for newsmen, Howard Casey, deputy assistant Secre­ tary of Commerce for Maritime Affairs, pointed out that $50 million of the money appropriated for fiscal 1973 was being frozen but would be added to the fiscal 1974 funds. Thus, a total of $325 million will be available for shipbuilding in the 12 months beginning July 1. Between the present time and the start of the new fiscal year the Maritime Administration would spend some $140 million to aid in the building of six liqui­ fied natural gas carriers (LNGs) and two large tankers. The 17 ships to be built in fiscal 1974 include six LNGs, three supertankers of around 380,000 tons, three dry bulk carriers of 50,000 to 60,000 tons, three 80,000-ton tankers, and two combina­ tion bulk carriers (OBOs). The new budget calls for $213.5 mil­ lion in operating subsidies, a drop from the $239.8 million in the fiscal year 1973 budget. The reduction results, in part, from the phasing out of passenger ship operations, with $11.1 million be­ ing eliminated as a result. The new budget reduced funds for research and development from last years $29 million to $20 million. It is expected the cut will be made in programs which are not necessary to technological advances or the competi­ tiveness or market penetration of the U. S.-fiag merchant fleet. Funds for the support of federal and state maritime training academies will be increased by almost a million dollars, while cost of the Maritime Administra­ tion's salaries and administrative ex­ penses will remain essentially unchanged for fiscal year 1974. Since the Nixon Maritime Program went into effect, 78 vessels will have been built or contracted for by the end of the 1974 fiscal year. Based on the capacity of these ships, the Administra­ tion's Maritime Program for shipbuild­ ing is being maintained in accordance with scheduled objectives. Seafarers Attempt Rescue W, T. Steele Officers Felled by Fumes Despite the valiant efforts made by Bosun Tommie Sanford and Seafarer Leroy Swinger to save the lives of their ship's officers aboard the jumbolized tanker, William T. Steele, both the ves­ sel's captain and her first and second mates died of asphyxiation when the ship's hold filled with poisonous ben­ zene fumes on November 18. The dead included Captain John H. Loughlin, 50, first Mate Wallace Crenshaw, 47, and Second Mate Ar­ thur Guendelsberger, 45. The tragic incident occurred in the Port of Ponce, Puerto Rico as the SIUcontracted vessel was awaiting a full load of cargo for a voyage to New Or­ leans. At 5:30 a.m. Second Mate Guendels­ berger descended 40 feet into the ship's hold to make a routine check prior to the loading operations. Some time passed, and SIU Bosun Tommie Sanford, concerned by the prolonged absence of Second Mate Guendelsberger, notified Wallace Cren­ shaw, the ship's first mate. First Mate Crenshaw, along with the ship's master, Captain Loughlin, went below to locate Guendelsberger, but after several minutes they too did not return. Brother Sanford then attempted to communicate with the three missing officers and became extremely con­ cerned when there was no response to his shouts. Assisted by Seafarer Swinger, Bo- February 1973 sun Sanford attempted to enter the hold himself, only to be startled and thrown back by the pungent odor of benzene gas. The two Seafarers, unable to locate the missing ship's officers, were them­ selves on the verge of being overcome by the caustic fumes which seemed to be everywhere in the ship's hold. Weakened by their rescue attempt in the face of heavy fumes, the two Seafarers were barely able to report topside to seek the assistance of others. Seafarers Sanford and Swinger were rushed to Ponce's Hospital de Damns, where they were treated for gas poison­ ing. An emergency rescue team from the Port of Ponce boarded the ship and attempted to reach the missing ship's officers—but they too were unable to cope with the deadly fumes. Seafarers aboard the W. T. Steele sadly passed the next 48 hours until a U.S. Coast Guard team equipped with special gas masks entered the ship's hold and located the bodies of the asphyxiated ship's officers. ifiilP' By B. ROCKER The Budget for Fiscal Year 1974 submitted by the President to the 93rd Congress on January 29, W73, requests^sufficient construction and operating differential subsidy (CDS) funds to continue on schedule the ten-year pro­ gram set up by the Merchant Marine Act of 1970. The Budget requests $275 million in new ship construction and an esti­ mated 17 to 20 ships will be built. Two-hundred thirteen million dollars is provided for operating subsidies to offset the higher costs of operating U.S.flag vessels. The request for CDS funds is the largest since the passage of the Merchant Marine Act of 1970. At the present time, MARAD has approximately $140 million to allocate during the remainder of FY 1973 to build five liquefied natural gas (LNG) ships and one very large crude carrier (VLCC). For FY 1974, plans are to buUd LNG's, VLCC's, oU-bulk-ore (OBO) tankers and dry bulk carriers. The 1974 Budget reduces research and development requests to $20 mil­ lion from the 1973 Budget figure of $29 million. Federal and state merchant marine schools' funds were increased by $883 thousand. Both parties caucused before the opening of the First Session of the 93rd Congress to choose their leaders and prepare policy. In the House, Carl Albert was re-elected Speaker. Thomas P. O'Neill (D-Mass.) the new majority leader, replaces Hale Boggs, who was lost when his plane went down over Alaska in October. John J. McFall (D-Calif.) was appointed to the whip position. Gerald Ford (R-Mich.) and Leslie Arends (R-Ill.) were re-elected to the minority leader and whip positions without opposition. On the Senate side, leadership for both parties was returned: Mike Mans­ field (D-Mont.), majority leader; Robert Byrd (D-W. Va.), majority whip; Hugh Scott (R-Pa.), minority leader; and Robert Griffin (R-Mich.), minority whip. Senator James Eastland (D-Miss.) is the new President pro tempore of the Senate, replacing the late Senator Allen Ellender (D-La.). Although this position is filled by vote of the members of the Senate, it traditionally goes to the majority member with the greatest seniority. Congressional Committees There have been some changes in membership of the two committees which handle most of the merchant marine bills. In the Senate Commerce Committee, Senator John V. Tunney (D-Calif.) replaced Senator William B. Spong (D-Va.) who was defeated. Senator Adlai E. Stevenson, III (D-Ill.) was added because of increase of Democratic seats in the November election. The new chairman of the House Merchant Marine and Fisheries Com­ mittee, Mrs. Leonor K. Sullivan (D-Mo.) was selected in the Democratic caucus to succeed Rep. Edw. A. Garmatz (D-Md.) who recently retired after 25 years of service in Congress. Mrs. Sullivan came to Congress in 1953, the first woman to be elected to Congress from Missouri. She has shown insight and keen interest in the problems of the maritime industry. The new chairman has indicated that she will set up hearings to study the problems of the industry, inviting testimony from labor, management and government. "We must recognize that intelligent planning is . . . essential", said Mrs. Sullivan. She will also take a look at the policies of government agencies and the way their programs can affect U.S.-flag shipping. New Democratic appointments to the Committee are Reps. Fred B. Rooney, Permsylvania, John Breaux, Louisiana, Paul S. Sarbanes, Maryland, Bo Ginn, Georgia, Gerry E. Studds, Massachusetts, and David R. Bowen, Mississippi. Odd Election In Jetmorc, Kansas, Galen Rassmussen, only 19, went into the booth for the first time. Glancing down the list of candidates he noticed that no one was running for Justice of the Peace. He wrote in his own name, and was elected. Seafarers are urged to contribute to SPAD. It is the way to have your voice heard and to keep your union effective in the fight for legislation to protect the security of every Seafarer and his family. Page 5 �Great Lakes Seafarers Sail Longest Shipping Season in Their History A unique experiment has extended the shipping season on the usually icelocked Great Lakes far into this winter —^providing Lakes Seafarers with their longest winter employment period in history. The Lakes are the U.S.'s only major waterway whose ports are usudly frozen shut for three-and-a-half months yearly beginning in mid-December; about two weeks after the St. Lawrence Seaway closes for the winter. Already, the economic impact on Seafarers on the Lakes has been great. The possibility of future economic gains in the SIU-Great Lakes District is even greater. With shipping time extended, more voyages could be available per shipping season. Early this month, over the first weekend, with the aid of a dozen Coast Guard cutter icebreakers, a short warm period and a combination of laser beams, air bubblers and downright courage, eight giant iron-ore carrier ships smashed through the ice-choked waters of Lakes Superior, Michigan, Huron, St. Clair and Erie. In 1972, the first year of a federal experiment to stretch the shipping sea­ son, the last huge carrier from Duluth clezu'ed the Soo Locks at Sault Sainte Marie, Mich., on Feb. 1. Load Last Ships This year, in the first few days of February, Lakes, officials measured the increasing ice conditions on a daily ba­ sis. The next week they said they ex­ pected to load the last two ships at Two Harbors, Minn., on February 6 and pass through the Soo Locks for the final time this winter on February 7 or 8 de­ pending on the speed of the ships steam­ ing across Lake Superior. The U.S. experiment to extend the shipping season began two years ago when Congress approved a $6.5 million study by 10 feder^ agencies. The study also includes the St. Lawrence Seaway with the Lakes getting first preference. As a result of the study, the following measures and new equipment were used to fight the Lakes' long winter season: • Special navigational aids such as improved buoys which don't sink under the weight of ice. • An underwater wire guidance sys­ tem which permits ships trapped in blinding blizzards to follow a signal from a river-bottom cable and a laser beam at night in narrow channels. • An air bubbler system through which warm compressed air bubbles are pumped to the surface to halt ice form­ ing. The U.S. reported a bubbler in the St. Mary's River near the Soo Locks restricted ice, which used to freeze a foot thick, to a thickness of only one or two inches. One ore carrier is testing a system which uses bubbles as a lubri­ cant between her hull and the ice. • Installing of new ice booms that open a path to let ships pass. • Tests of improved winter survival equipment for seamen and installation of sensitive gauges to measure ice pres­ sure on many types of ship hulls. • Next winter, heated water from a power plant will be pumped into the harbor at Bay City, Mich., to see how well it controls the ice. • Detailed studies of ice formations and the effects of weather, water tem­ perature and frequent ice breaking. Between December 15 and February 1 of the 1971-2 shipping season, 1.97 million tons of cargo moved through the Soo Locks. This year, almost 3 million tons moved through the locks between December 15 and January 20. A spokesman for the Lakes carriers has declared that it has been proven that the shipping season has been pushed forward as far as possible and that it is economical and practical. He added that we will be seeing more and more ships out as late as the weather allows in future years. In past years, thousands of Seafarers sailing on Lakes Michigan, Huron, St. Clair and the Erie just before winter were on the beach as their ships lay idle at moorings at such ports as Chicago, Toledo and Cleveland awaiting early April as the steel industry used railroads or stockpiled iron ore at their mills, ports and northern mines. So, in the late 1960s the steel com­ panies began studying an extension of the shipping season. During World War II, the Coast Guard and others pro­ posed the idea to insure an adequate supply of ore in national emergencies. Finally, another bright sign on the job horizon for Seafarers, reveals that ship insurance firms, who were con­ cerned formerly with the damage and possible disaster to thin-skinned ore carriers crossing the thickening shipcracking lake ice canceled their policies or increased their rates four times, now do not raise their rates until early Janu­ ary. And more rate drops are under study because experience has shown that the late-sailing ore ships have suf­ fered relatively little ice damage. SlU Ship's Committees Jane's Prints 75th Edition Jane's Fighting Ships—^the Bible of the navies of the world—^is now available in its 75th edition. It had been updated and pub­ lished every year since the first edi­ tion appeared in 1897 and costs about $30. It never makes any best-seller lists, but its appeal is worldwide. It can be found on the bridge of practically every ship in all the navies of the world—providing a comprehensive reference source for watchstanders. The publication contains a de­ tailed description of the ships of all the world's navies, including their tonnages, speeds, hull character­ istics and, of vital importance, sil­ houettes of the different class ves­ sels. Pentagon intelligence experts and the U.S. Navy rate Jane's as "highly accurate" for specifics, numbers and types of ships owned by various countries. Page 6 STONEWALL JACKSON (Waterman)—^Awaiting payoff in Port Newark after agood voyage are, from left, seated: C. Lambert, deck delegate; O. Fiqueroa, engine' delegate, and E. Johnson, steward delegate. Standing from left are: J. Adams, sec­ retary-reporter; W. Jones, educational director, and T. Hilburn, ship's chairman. SlU Atlantic, Gulf, Lakes & Inland Waters Inland Boatmen's Union United Industrial Workers PRESIDENT Paul Hall SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Cal Tanner VICE PRESIDENTS Earl Shepard Lindsey Williams Frank Drozak Paul Drozak HEADQUARTERS 675 4th Ave., Bklyn. 11232 (212) HY 9-6600 ALPENA, Mich..800 N. Second Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON, Mass 215 Essex St. 02111 (617) 842-4716 BUFFALO, N.Y... .290 Franklin St. 14202 SIU (716) TL 3-9259 IBU (716) TL 3-9259 CHICAGO, ILL... .9383 Ewing Ave. 60617 SIU (312) SA 1-0733 IBU (312) ES 5-9570 CLEVELAND, Ohio. 1420 W. 25th St. 44113 (216) MA 1-5450 DETROIT, Mich. 10225 W. Jefferson Ave. 48218 (313) VI3-4741 DULUTH, Minn 2014 W. 3d St. 55806 (218) RA 2-4110 FRANKFORT, Mich P.O. Box 287, 415 Main St. 49635 (616) EL 7-2441 HOUSTON, Tex 5804 Canal St. 77011 (713) WA 8-3207 JACKSONVILLE,Fla. . 2608 Pearl St. 32233 (904) EL 3-0987 JERSEY CITY, NJ. 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ala. . 1 South Lavrrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va 115 3d St. 23510 (703) 622-1892 PHILADELPHIA, Pa. . 2604 S. 4th St. 19148 (215) DE 6-3818 PORT ARTHUR, Tex. 534 Ninth Ave. 77640 (713)983-1679 SAN FRANCISCO, Calif. 1321 Mission St. 94103 (415) 626-6793 SANTURCE, P.R..1313 Fernandez, Jnncos, Stop 20 00908 (809) 724-0267 SEATTLE, Wash. .. .2505 First Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo. . .4577 Gravois Ave. 63116 (314) 752-6500 TAMPA, Fla 312 Harrison St. 33602 (813) 229-2788 TOLEDO, Ohio 935 Summit St. 43604 (419) 248-3691 WILMINGTON, Calif. .. .450 Seaside Ave. Terminal Island, Calif. 90731 (213) 832-7285 YOKOHAMA, Japan Iseya BIdg., Room 810 1-2 Kaigan-Dori-Nakaku 2014971 Ext. 281 s ecurity In OVERSEAS VIVIAN (Maritime Overseas) — Bound for Boston from Corpus Christi, Texas, the Overseas Vivian paid a short visit to the port of New York last month. From left are: C. Veazie, steward delegate; R. Breeden, educational director; J. Yates, ship's chairman; W. Oliver, secretary-reporter, and R. Chapman, deck delegate. u, nity Seafarers Log �ft I, u I If; Iji Vp Itemized Medical Bills Speed MedicarePayment By A. A. Bernstein SIU Welfare Director Submitting medical bills that are not itemized can delay payment of claims under the medical insurance part of Medicare. "If the patient uses the 'payment-toyou' method of medical insurance pay­ ment," a social security spokesman said, "his claim cannot be paid unless he submits an itemized bill of services from his doctor—or other medical pro­ vider." The medical insurance part of Medi­ care helps pay for doctor bills and many other medical expenses of people covered by the program. Claims are handled two ways—by the "payment- Burke-Harfke Bill Attracts New Support to-you" method or the "assignment" method. The patient is required to send in an itemized bill of services only if he uses the "payment-to-you" method. "If the patient and his doctor agree to use the assignment method, the doc­ tor sends in the claim, and Medicare payment is made directly to the doctor." Itemized bills from doctors must show the date, place, and description of each medical service involved—as well as the charge for each service. In the payment-to-you method, the patient sends in the claim with the itemized bill of services. Medicare pay­ ment is made to the patient—either be­ fore or after his bill is settled with the doctor. Claims are sent to the health insur­ ance organization that handles the med­ ical insurance claims. "Help in preparing Medicare claims is available at any social security of­ fice," the spokesman said. Almost everyone 65 and over has the medical insurance part of Medicare. Starting in July 1973, Medicare will be extended to people under 65 who have been getting social security or railroad retirement disability payments for 2 years or more. Medicare is administered by the So­ cial Security Administration of the U.S. Department of Health, Education, and Welfare. A slightly modified version of the Burke-Hartice Foreign Trade and Investment Act has been introduced in the 93rd Congress, and its sponsors report that support for the measure continues to grow. Rep. James A. Burke (D-Mass.) and Sen. Vance Hartke (D-Ind.), said that a number of their colleagues have asked to become co-sponsors of the measure that would re-evaluate American trade policy and end tax favoritism for multi­ national firms. "We responded affirmatively," said a joint press release. "We think this Seafarer Elmer Carter, who recently bill will sail. And we do not care retired after sailing with the SIU since it whose name is on it. We are convinced started, was not nicknamed "Bouncy" it will pass this session as our package, for a frivolous reason. During World or piece-by-piece over the names of War II he three times escaped without many of our most illustrious col­ serious injury from ships that were tor­ leagues." pedoed. Two of the ships sunk and 45 The newly introduced bill contains of his fellow seamen lost their lives eight segments, any of which can be while Carter spent nearly 18 days on acted on separately. They are: the open sea before rescue came. • Taxation of foreign investment and profits of U.S. companies exactly Brother Carter began sailing in 1936 as they would be taxed at home; at the age of 17. He shipped aboard the • Establishment of a Foreign Trade Chilore out of the Port of Baltimore, but Investment Commission to administer his initial voyage was abruptly ended by the act, eliminating the present U.S. the strike of '36. Tariff Commission; He banded together with other strik­ • Using 1966-69 as a base to es­ ing seamen and faithfully walked the tablish "market shares" for imports; picket lines for 64 days until the strike • Greatly strengthening anti-dump­ was settled. Brother Carter continued to ing and counter-vailing duty laws; • Establishing authority to allow be a fighter for better working condi­ quotas plus "adjustment assistance" to tions for Seafarers just as, during the workers and companies adversely af­ war, he fought for his own life and the lives of the men around him. fected by imports; When the United States was plunged • Authorization to the President to into war in 1941, Seafarer Carter was regulate foreign investment wherever employment in the U.S. is adversely serving aboard the Robin Hood on a voyage to South Africa where she dis­ affected; • Requiring regular reports from charged her cargo and took on a full agencies affected on the employment load before heading home. As the un­ situation and clear labeling of the armed freightship steered a zigzag course through the dangerous waters off origin of imports; • Requiring invoices at time of sale Cape Sable, Nova Scotia, she was sud­ to show statistical compilation of im­ denly attacked and sunk by a German ports as already is done by U.S. U-Boat. The lives of 14 crewmembers Customs. were lost. Seafarer Carter and his surviving In announcing re-introduction of shipmates floated helplessly in a liferaft their bill Hartke and Burke declared for 8 days and 14 hours before being that "more than 1,000,000 American rescued from the choppy Atlantic jobs had been lost in 1972 alone as a direct result of the import explosion." waters by the destroyer, USS Greer. In general, their bill would require "During this time," said Brother Carter, imports to halt on any commodity "we never once gave up hope for rescue —if we had, we were lost. We kept our where they reached beyond a per­ minds off our predicament by talking of centage of American goods manufac­ more pleasant things, and praying. tured in the United States. SlU Ship's Committees TRANSHAWAII (Seatrain)—Getting ready for another run to Puerto Rico are (1. to r.) F. Solis, steward delegate; C. Allen, deck delegate; R. Mackert, ship's chairman, and F. Lee, engine delegate. LA SA1.LE (Waterman)—Enjoying a few moments of well earned relexation are (1. to r.) C. Miller, Steward delegate; M. Garber, deck delegate; A. Eckert, ship's chairman; D. Knight, educational director, and B. Jenkins, engine delegate. ITie La Salle's next run is the Far East. Seafarer ""Bouncy" Carter Retires; Survived Three WWII Torpedo Hits February 1973 Brother Carter aboard the Long Lines before his retirement. Thank God, our prayers were an­ swered." Despite this ordeal. Brother Carter continued on course and returned to sea after a short time in the hospital. As fate would have it though. Sea­ farer Carter's next ship, the West Chetac was pounded by'German torpedoes and sunk as she steamed toward the Persian Gulf. The severe blasts killed 31 crewmembers instantly and forced the re­ maining 19 to quickly abandon ship. Although wounded by shrapnel in the leg. Seafarer Carter helped his sur­ viving shipmates to tie together four liferafts in an effort to keep them from drifting apart. "The healthy men," said Brother Carter, "comforted the badly injured as much as possible and those of us who had been dumped before tried to keep everyone's spirits high." .After" nine days of hope and disap­ pointment the tired, battered Seafarers were rescued by the destroyer, USS Roe. Brother Carter was again hospi­ talized but recovered quickly from his wounds and returned immediately to sea. In 1944, while serving aboard the William L. Marcy, Seafarer Carter took part in "D Day" operations transporting British and Canadian troops to the Nor­ mandy beachheads. Two months later as the Marcy shuttled much needed sup­ plies across the English Channel to the Allied Armies in Europe she was hit by a single torpedo. Orders were given to abandon ship and Seafarer Carter thought he had lost his third ship of the war. However, after 26 hours the Marcy was stiU afloat and Seafarer Carter, along with several other volunteers ac­ companied the ship's officers to check the vessel's condition. The ship was determined seaworthy and with the aid of a British tug the weary Seafarers brought her safely into Southhampton, England. After the war Brother Carter was awarded the Mariner's Medal by the U.S. Coast Guard and War Shipping Administration for his service during the conflict. "It was quite an honor to receive this award," said Carter, "but when I think of all my lost buddies, I feel deep down that it really belongs to them because they gave their lives for the cause." Throughout the remainder of his years with the SIU, Seafarer Carter stayed an active union member, nearly always representing the deck depart­ ment on the ship's commitee. He sailed as A.B. deck maintenance, quarter­ master and bosun. Brother Carter JS now enjoying the "good years" in the Port of Baltimore, where he has lived all his life. Page 7 �Accurate Forms Mean Quicker SIU Benefits EARLY NORMAL PENSION: (A 8. G OlSTRtCt ONLV) I Hl.lOIBlI,ITY - Ba«<; soatimc rcqiiirpmcnt (sec page 1); 20 years of seatiriie (7,300 days), age 55 ycar.s or I Over with proof U> siihslaiiliatc age such as Birth or Biqitiainal Cprtifieale (»r l'«S. GqasKjuard I.D. Card. Sub- . mit all Coast (.iinrd Discharges lovonngscdlimc. " t —~ rtan bt Union fiepratantatlve. A'NORMAL »»ENSl(SNr -^ A-. t , H EIJGIBIIJTY - BasiV seatimc rcipiircment, («f>e paR^ 1)i 15 yeaw of watimc (5,475 days), age 65 ytart or i over with proof to substantialc age such as Birth or Baptismal Certificate or U.S. Coast Guard I.D. CaiB.Bub' niit all Coast Guard Discharges COverittg Aiatime along witii medical abstracla showing Not Fit For Diil^ llniitr I and receipts"f M dr C Cfom.empfoycrS. To assist Seafarers, the following is a check list of documentation that is required by the SIU Welfare Department in order to process various types of claims. Seafarers can also speed claim processing by forwarding completed claim forms directly to their nearest union hall or port agent. Iv^arifiiKlByU :, Hanqr U«ionB*Pr*W>MtivB > " I i k f ' DISAeiHTY I'eNSION: ' ' ' KUGIBIHTY - Biiac a>atimr rfquinmCnt {sec page 1): 12 years of BPafime {4,380 days), must |>e pcrniiitt'i : eijilv arid rmr^t submit a Clinical Rctord stating, "INot Fit For Duly Permanently," with ainiilar eertifieatwh by the Social SP< iirity Administratbm. Submit all Coast Guard Discharges covering .seatimc iilong with JDcdical abstraeta showing Wot Fit For Duty time and recnipt.s of M «t <. from employers. ft your doctor,-V', i. ' (1) (2) (3) (4) ' , ' Doctor's addiw . ^ ^ , i' ,Zto tarda-—i„f t Normal Pension Claims (1) Application indicating employment time for eligibility purposes show­ ing employment periods of 90 days in the previous calendar year and one day in the past six months, prior to date of claim. (2) Discharges or Certificates of Seaman's Service verifying employment periods. ( 3) Proof to substantiate attainment of age 65. Early Normal Pension Claims (1) Application indicating employment time for eligibility purposes show­ ing employment periods of 90 days in the previous calendar year and one day in the past six months, prior to date of claim. (2) Discharges or Certificates of Seaman's Service verifying employment periods. (3) Proof to substantiate attainment of age 55. Disability Pension Claims Application indicating employment time for eligibility purposes show­ ing employment periods of 90 days in the previous calendar year and one day in the past six months, prior to date of claim. Discharges or Certificates of Seaman's Service verifying employment periods. Permanently Not Fit For Duty medical report listing complete diagnosis preferably from USPHS, since disability pensioners are required to maintain eligibility to USPHS after going on pension. Certificate of Social Insurance Award verifying that member was granted disability benefits under Social Security Administration. dfOSPITAL iTo be completed by ^ysician and/or Surgeon) ' EIJGIBILITV"- Basic sealime requifemrnt. (see page 1). Claim musf lie fUed with the Welfare Haif not later ' than 180 days after surgery or discharge from ho.<pital. Enrollment card, marriage eertifieale. and ehildten'a idrth certificates with nanies Of UoDi parents must-be on file in I'b . Date of Birth Patient's Namely ^ KUCIBUJTY - Basic scatime rcqiiircmenl. (see pagi- 1). For jn-paticttt of out-paticnl benefits claim muslbc C filed within 60 days after discharge from ho.sjjitat or from first day of disability as an oul-patienl. For outpatient iK-iiefits, Seafarers must file l!.S.P,H.S. medical alistract. Seafarers whohaic not been hosj)jtaliv.ed, must: \ be out patient and nol fit for duly for ei^it (B) days hi'fore they can receive In'nefits which are retroaclir'e to r the fifth day. If the eligible Si'afarer is entitled to receive M & C from the employer. State Disability Benefits, or unemfdoy men! benefits, then he cannot receive S& A Benefits. fteiationjhip to Employae .. • Arirfrass -K.' _rZip Code. . injuredi didaixidentibcw :#Ju)spitalited,-^me of hospital Emertenoy Traatt)««m Yes t 1 d- zip Code. Address of hospital. •Date I..OetesVouvititiid ' Dates yOU vhiti petierit in bospiiel;. ^ D"*" Oiichargpd.,...., i ... n' .-.ii,...!?— State your comptme diagriosisic-™-. ^ X- ' V, Charge pef.vitit.L Chargi_ -.sC——X.;; 1-——.A; (Please attach your bill to this form and indicate'tf paW i ^ , ™.X——. —- . ' x - \?.r:' ........J — ttaft or Union 8«pt«emBth» ! '" J (2) (3) (4) ( 5) (2 ) (3) (4) (5) (6) (7) (8) OEATH; (1) (2) (3) (4) '^ . 1., . / ' — -- —n. ' • Hospital Claims Application indicating employment time for eligibility purposes by Company showing employment periods of 90 days in the previous calendar year and one day in the past six months. Itemized hospital bill including ID Number of hospital. Surgical Bill including ID Number or Social Security Number of Sur­ geon. Doctors Bill including ID Number or Social Security Number of Doctor. Medicare Statement, where applicable to correspond with bill(s) sub­ mitted. Marriage Certificate, if one had not previously been forwarded. Bi rth Certificate of dependent if one had not been previously forwarded. Income Tax return if dependent is adopted, or is a foster or step child. Member's Required Documentation filed within une year fr<im date of death. I Api!lfEant™„„' . I.,'"., i„.., .-J. Sickness and Accident Benefits Application indicating employment time for eligibility purposes show­ ing employment periods of 90 days in the previous calendar year and one day in the past six months, prior to date of claim. Medical Abstract indicating that all return appointments were kept. S&A Assignment, if applicable. Letter from attorney recognizing our Assignment. Denial of Maintenance and Cure on company letterhead, if applicable. f nwreasBrt 1, '' fir,., r .VY. ,,, ^- SignatufBOt Aoallcani ,, (1) (1) , ^ K If nnt , ..i ' « not nHrUumed perfomfed lr> inhomital hospUal.ttfhawt whamnerformed performed,,, :! ^ (Pleew ettach your bill to this formana indipato if paid), , , " - Sltinatur« Of Attending Surgeon , ^ Signature of Attending PhysietBn_J— IfIf siirjvrv surgeiv riaffnrmfid. performed, olve ghr date and oartieutflrs Hy < t v Applicant's ralfltioiwhip to Decease . ' IL - '' ' ?I '' ' ~ • Death Application indicating employment time for eligibility purposes show­ ing employment periods of 90 days in the previous calendar year and one day in the past six months, prior to date of death. Certified Death Certificate or certified copy of Ship's Log in cases where employees are lost at sea. Proof of relationship of beneficiary to the deceased. Itemized funeral bill indicating whether paid or not and name and ad­ dress of payee, if applicable. \ The documentation listed below must be submitted by new members in order to insure that when a claim is received from a new member for himself and or a dependent that the claim can be processed without delay. a. Marriage Certificate b. Birth Certificate of dependents or in the absence of a Baptismal Certificate a Census Report c. Beneficiary Card d. Income Tax Return, if dependent is adopted or is a foster or step child Seafarers Log Page 8 m vj �45 Years on the River IBU Retiree Spears Recalls His Towboat Days on Ohio How many Seafarers remember the colorful sternwheeler pre-war days of riverboats towing wooden barges as they plyed up and down the waterways of America? Well, Carl Spears, 63, of Point Pleas­ ant, W. Va., does after finishing 45 years of riverboating on the Ohio. Brother Spears, who is a member of the SIUNA-affiliated Inland Boatmen's Union, got his first retirement check at home just in time for the Christmas season. With freshwater in his veins, the river- Group Seeks to Save World's 2d Steamboat L'-l!' An upstate New York group plans to salvage and restore the stripped hull of the world's second successful steam­ boat, the Vermont. The hull, which lies in a field in Essex, N.Y., will receive a permanent home ^ in the Preservation Resource Center there, says its director, George F. McNulty. The Vermont—the first successful steamboat designed for use on a lake —was launched in Burlington, Vt. in 1808 by John and James Winans, who helped Robert Fulton build the hull for his Hudson River steamboat, the Cler­ mont. The paddlewheeler began service early in 1809 to run the length of Lake Champlain's 120 miles from Whitehall, N.Y., to St. Johns, Quebec in a day. Sailinig for six years, the Vermont sank in the Richelieu River in Quebec when her connecting rod came loose and punched a hole in her hull. The craft remained on the bottom for 138 years. IBU's Interstate 70 A new oil barge, the Interstate 70, has been delivered to IBU-contracted Interstate Qil Transport Co. of Phila­ delphia. The barge has a double skin hull measuring 350 by 70 by 25V2 feet and has a total cubic capacity of 70,000 barrels. boatman was only 18 when he signed onto his first Ohio riverboat as a deck­ hand in 1927. The pay then was only a little more than $2 a day and the living conditions aboard were bad—not to mention how rugged the work was. But like many other riverboat men, Spears stayed on, and as the years rolled by, he moved up to a mate's berth and conditions on the boats continually im­ proved, especially when the SIUNA came on the river scene, he pointed out. "I saw a big change during my days on the river," he said "and I have no regrets for the many years 1 spent there." In a telephone interview with the LOG, Spears said the improvements in river life that impressed him most in his long career were "air conditioning of the sleeping quarters," the upgrading of the food served and the implementation of safety rules, notably the requirement that life jackets be worn while aboard. Spears, recalling fond memories of his life's work on the Ohio, said his first berth was on the towboat Robert P. Gillam for seven years. She towed wooden barges on the coal trade run from Charleston, W. Va., the state cap­ ital, up the Kanawha River past Point Pleasant to the Qhio River where she then moved them down to Cincinnati, Qhio, and finally unloaded at Louisville, Ky., he said. The riverman recollected that his closest shave with disaster came in 1938 when he was working on the towboat Inland. "We were moving toward the shore to pick up ice with the water up. We couldn't see well so we ran into a submerged hulk which punched a hole into the boat's wooden hull and sank her." Spears recalls that a passing boat came to the rescue, and all were saved with no one injured. The next year he was on the diesel vessel Patriot, towing barges loaded with steel from Pittsburgh down the Ohio to New Orleans, when the craft ran aground losing the barges when her towline snapped. Spears, who now spends his time hunting, fishing, farming tobacco and The SlU-affiliated IBU-contracted tug, Intrepid rests placidly at dockside. She is equipped with a unique elevator whiph carries crew members to her bridge. February 1973 Seafarer and Mrs. Carl Spears of Point Pleasant, W. Va., accept first IBU retire­ ment check from St. Louis port agent Leroy Jones in their home late last year. The riverboat retiree smilingly said his pension "is the kind of gift that will keep on giving." raising cattle on his 187-acre spread on Today, living in retirement near the Redmond Ridge, called the SIUNA-af­ banks of the Qhio, Brother Spears can filiated Boatmen's Union a "good see the riverboats and barges glide by and dream of his 45 years on the Ohio. union." He expressed his pleasure over And with his union pension, he can the union's Pension Plan and added that treasure these memories with a feeling the union had "bettered conditions" on of security. the river. SlU-lBU Philadelphia representative John Fay (center) stands topside with crew of the Intrepid, which lived up to her name by logging many a successful voyage through the stormy Atlantic this year. Pages �Bosun Recertification Program: Tallying Committee Report On December 29, 1972, the membership's sixman Tallying Committee issued its report on the election of a seven-man committee to study and make recommendations pertaining to the Bosun Recertification Program. In its March issue, the LOG will print the full text of the recommendations on curriculum made by the membership-elected Bosun Recertification Program Committee. The following is the full text of the Tallying Committee report. This Committee in its discretion found that you were qualified, as called for in the provision out­ lined for the Program contained in the August 1972 and October 1972 issue of the Seafarers Log. This Credentials Committee Report was pre­ sented to the membership on December 4, 1972 in Headquarters-Port of New York and concurred in. In view of the foregoing, your name and book number will appear on an "OFFICIAL BALLOT" which is being distributed to all Qualified Bosuns at their last known home address. This Ballot is also being distributed to all active vessels. In order to give our active Bosuns the fullest op­ portunity to exercise their vote, voting material is also being forwarded to all A&G Ports prior to December 20, 1972. Fraternally, 1972 BOSUN RECERTIFICATION PROGRAM TALLYING COMMITTEE REPORT December 29, 1972 We, the undersigned Union Tallying Committee, were duly elected at a special meeting held at Headquarters in the Fort of New York on December 27,1972. We met with our Vice President and his staff, and space was provided within the Union's facilities where we would do our work while in session. We elected from among ourselves Enrico Tirelli, Book No. T-188, to act as Chairman of this Committee. Cur -function was to tally the ballots received in Head­ quarters with regard to the election of a seven (7) man Com­ mittee to study and make recommendations pertaining to the , Bosun Recertification Program. Our report includes the tally of all ballots received in Headquarters. Your Committee was furnished the files showing a record of all correspondence to and from nominees prior to and after the voting day of December 20, 1972, as follows: Letter sent to all nominees who were found to be dis­ qualified by the Credentials Committee: December 5, 1972 Dear Sir and Brother: Your nomination was received to serve on the Bosun Recertification Program Committee. A six (6) man Credentials Committee was duly elected on December 1, 1972 in Headquarters-Port of New York. This Committee in its discretion found that you were not qualified, as called for in the provisions outlined for the Program contained in the August 1972 and October 1972 issue of the Seafarers Log. This Credentials Committee Report was pre­ sented to the membership on December 4, 1972 in Headquarters-Port of New York and concurred in. Fraternally, SEAFARERS INTERNATIONAL UNION OF N.A.-AGLIWD, AFL-CIO (Signed) Frank Drozak Vice President Letter sent to all nominees who were found to be qualified by the Credentials Committee: December 5, 1972 Dear Sir and Brother: Your nomination was received to serve on the Bosun Recertification Program Committee. A six (6) man Credentials Committee was duly elected on December 1, 1972 in Headquarters-Port of New York. SEAFARERS INTERNATIONAL UNION OF N.A.-AGLIWD, AFL-CIO (Signed) Frank Drozak Vice President Also in the files was a "SUGGESTED GUIDE FOR PORT AGENTS", as follows: SUGGESTED GUIDE FOR PORT AGENTS "In an attempt to help the Port Agents during the election of a seven (7) man Committee in Headquarters to serve on the Bosun Recertification Program, the following guide em­ phasizes some of the steps to be taken prior to, including and after the voting on Wednesday, December 20, 1972. You should take careful note of the August 1972 and the October 1972 editions of the Seafarers Log, which outlines the Pro­ gram, and includes the schedule for the election of the seven (7) man Committee for the study and recommendations for the Program. In any event, while this election is not of a Constitutional nature, you should be guided by the provisions of the Constitution with regard to elections. "Make sure that the sign "VOTING BALLOT SECURED HERE" has been posted in the area where the ballots are to be issued. "NO BALLOTS ARE TO BE ISSUED BEFORE 9:00 A.M. OR AFTER 5:00 P.M. on WEDNESbAY, DECEM­ BER 20, 1972. "THE PORT AGENT OR HIS DESIGNATED REPRE­ SENTATIVE SHALL CHECK ALL THE ELECTION MA­ TERIAL WHICH ACCOMPANIES THIS SUGGESTED VOTING GUIDE. "Before allowing any Bosun to vote, the Port Agent or his representative shall make sure that the Bosun is qualified to vote, as spelled out in the August and October 1972 issues of the Seafarers Log. After the Port Agent or his representative has confirmed that the Bosun is eligible to vote, and before the Ballot is issued, the rubber stamp, 'BOSUN RECERTI­ FICATION PROGRAM 1972 VOTED', shall be placed on the 1972 page of the member's book. "Dues should be paid through and including the 4th Quar­ ter of 1972, but there may be some exceptions—based on the member producing evidence that he was not in a position to pay the 4th Quarter dues, by reason that he was either at sea, or any other valid reason. If for any other reason the Port Agent or his representative, based on the available facts, de­ cides that the Bosun shall cast a 'CHALLENGED BALLOT', then the Union Tallying Committee at Headquarters will decide the validity of the challenge. In this case, at the time of voting, the following steps should be taken: "(a) All procedures should be carried out, with regard to the issuance of the ballot, the Bosun marking his ballot, per­ sonally sealing it in the white envelope, and personally placing it in the brown envelope. "(b) The reason for the challenge should be clearly marked on the brown envelope, and signed by both the Bosun, the Port Agent, or his representative. "(c) This envelope should then be placed in another en­ velope and mailed to Frank Drozak, Vice-President, Atten­ tion: Union Tallying Committee. "(d) The Roster should be clearly marked that the vote cast was Challenged. IMPORTANT "Included in the voting material, there is a supply of Rosters. This Roster should be made out in duplicate—the duplicate being maintained by you for your Port file. "Immediately upon the conclusion at 5:00 P.M., Wednes­ day, December 20, 1972, the original Roster should be for­ warded to Frank Drozak, Vice-President, Attention: Union Tallying Committee. "To insure secrecy of the ballot and good order and decorum, there shall be no congregation of people other than those who are qualified to participate in the voting. It is advised that you provide a suitable' booth, where all of our Bosuns may mark their ballot in secrecy. "Obviously, none of the foregoing is deemed to deprive any Qualified Bosun candidate of his Constitutional right to ob­ serve the conduct of the election, provided he maintains proper decorum. "It is suggested that at all times during the voting on Wednesday, December 20, 1972, that the spirit of the Con­ stitution is maintained. "Any Port Agent or his duly designated representative may contact Headquarters on any question relative to the conduct of the election. "VOTING SHALL BE FROM 9:00 A.M. TO 5:00 P.M. ON WEDNESDAY, DECEMBER 20, 1972." From these files, your Committee found that all steps had been taken to ensure that every active, qualified Bosun had been given the opportunity to vote and/or participate in the Program. The records show that the Program was outlined in the August and October 1972 issues of the SEAFARERS LOG. In addition, provision was made for a mail ballot, and a mailing was sent to all active Bosuns at their last known home address on two occasions. Also, a mailing was made to all active vessels on two occasions. These mailings consisted of 1,352 individual ballots. It is felt by your Committee that every opportunity was accorded active, qualified Bosuns to participate in the Pro­ gram. All requests for mail ballots were replied to, enclosing the necessary ballot and envelopes required for the casting of the ballot. Your Committee found that immediately upon submission of the Report of the Credentials Committee dated December 1, 1972—which Report was submitted and concurred in at Headquarters-Port of New York general membership meet­ ing December 4, 1972—all Bosuns for whom nominations had been received by mail, were notified as to the findings of the Committee. Seventy-eight (78) nominations were re­ ceived by the Credentials Committee and, of these, sixty (60) nominees were found to be qualified, therefore their names were placed on the ballot. From the files made available to us, we found that ballots and sample ballots had been distributed as follows: PORT Baltimore Boston Detroit Houston Jacksonville Mobile New Orleans New York Norfolk Philadelphia Piney Point Port Arthur Puerto Rico San Francisco Seattle Tampa Wilmington Yokohama NUMBER OF BALLOTS NUMBER OF SAMPLE BALLOTS 100 20 30 100 50 100 100 200 150 150 200 100 150 250 200 50 100 100 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 ' Also on file were signed receipts from each of the Ports concerned. We found that 283 ballots—either issued in the various Ports or returned by the individual Bosun—were received in Headquarters. Your Committee found that from the rosters returned from the Ports, the following number of ballots had been issued: PORT The Seafarers International Union's six-man Bosuns Recertification Tallying Committee conducts business at its New York City headquarters December 27 by counting votes in the recent recertification election. Committee members are: left to right, J. Mucia, Chairman E. Tirelli, J. Gonzalez, J. Winn, W. Stevens and C. Misak. Page 10 BALLOTS ISSUED Baltimore Boston Detroit Houston Jacksonville .... Mobile New Orleans ... New York Norfolk 1 0 0 14 13 8 14 38 0 BALLOTS ISSUED PORT Philadelphia .... Piney Point Port Arthur Puerto Rico San Francisco .. Seattle Tampa Wilmington Yokohama 7 0 0 2 12 4 1 1 0 Continued on Next Page Seafarers Log • ' ' II �Enjoying the Good Life Seafarer Harris SlU's 2,000fh Active Pensioner When he ended a sailing career last month that had begun more than 34 years ago, Brother Theodore T, Harris of Mobile, Ala. became the 2,000th active SIU pensioner. Since the inception of the Pension Plan, 2,768 Seafarers have retired on an SIU pension. Sailing with the International Seamen's Union (ISU), Brother Harris began working aboard ship in July of 1938. He had been employed in Mobile for 14 years as a porter when he decided to go to sea because "I thought I would like it." That he did! When he re­ turned after a couple of trips he found that the ISU had been dissolved. Told that a new union, the SIU, had been organized. Brother Harris immediately joined becoming one of its first members. His first ship was the City of Alma on which he stayed until 1941, sailing in the steward department. During the early years of World War II when America was not yet involved. Seafarer Harris was sailing to the British Isles. When Pearl Harbor was bombed he was on a ship in Brazil and for awhile con­ tinued sailing in the Caribbean. Late in the war he sailed in the Far East. Through all that time, however. Brother Harris says he was "very lucky" and none of the ships on which he sailed was ever torpedoed. Like many SIU men. Brother Harris traveled all over the world. Some of the places he liked best were Sydney, Australia; Rio de Janeiro, Brazil; London, En^and and Le Havre, France. 'T^ever a one trip man". Seafarer Harris sometimes stayed on the same ship as long as 18 months, sailing as Chief Cook and Baker. In May of 1971, Brother Harris attended one of the SIU's Educational Conferences in Piney Point, Md. Impressed with what he saw there. Harris feels that the Harry Lundeberg School of Seamanship and the other facilities at the Point arc "very beneficial". At the time he attended the Conference, Brother Harris wrote that he had not only learned more about the School but "I now know more about the Pension and Welfare program and the benefits our dependents can enjoy. . . ." He added that "it has all been made pos­ sible because of our leadership." Comparing the early days of his sailing career with today. Brother Harris says that "conditions have im­ proved more than 100 percent due largely to the union." He points out that the young seaman starting out today can not only get training before he goes on board ship but can also get the many benefits not available to Brother Harris when he begain sailing. For instance, now there are Sickness and Accident Benefits and Vacation pay. And, of course, Harris is the 2,000th active example of a monthly pension bene­ fit which enable members to enjoy their senior years. At the age of 63, Seafarer Harris now intends to relax a little with his wife, Annie, who is a school teacher. They live in the Port of Mobile where Brother Harris was born and from where he first shipped in 1938. However, Harris also intends to see a little of the Seafarer Theodore T. Harris (left) recently became the SIU's 2,000th active pensioner and here he is shown proudly receiving his first monthly pension check from Mobile Dispatcher Harold J. Fischer. 1972 BOSUN RECERTIFICATION PROGRAM Continued from Preceding Page In addition to the foregoing, your Committee received sixteen (16) envelopes of the original mailing, which had been returned by the Post Office by reason of incorrect address. Attached is Appendix "A" which is the result of our tally. The seven (7) Bosuns receiving the highest number of votes have been indicated and they will be notified to report to Headquarters by January 8, 1973 to begin their study. All members elected to the Committee shall report to New York no later than February 1, 1973. Four (4) Bosuns shall con­ stitute a quorum. If, in the event, less than the number re­ quired for a quorum is present, a notice of Special Meeting shall be posted 24 hours in advance and this Special Meeting shall be called among those certified-qualified Bosuns in the New York area to elect a substitute in order to form a quorum. This Committee shall submit its report and recom­ mendations to the qualified Bosuns no later than February 15, 1973. DISCREPANCIES Your Committee found that in the case of five (5) ballots, other marks were on these ballots; therefore those ballots were voided. Your Committee found that three (3) envelopes had been mailed to the Union Tallying Committee but, upon opening these envelopes, your Committee found that the ballots had not been enclosed in the "BALLOT" envelope provided; therefore, your Committee, in its discretion, counted these ballote "Void." Your Committee found that by reason of the two occa­ sions of distribution of mail and membership mailings, that five (5) ballots had been cast in duplicate. Your Committee, in its discretion, counted the earliest dated envelope, leaving the duplicate envelope unopened. During the time your Committee was in session, there was no question that at all times a quorum of the Committee was present. While the proceedings of this election were not called for Constitutionally, nevertheless, your Committee was guided by the intent of our Constitution regarding elections and acted accordingly. As a part of this Report, your Committee wishes to ac­ knowledge the assistance of the Vice-President's and the Secretary-Treasurer's office in furnishing all the material necessary for our work. SEE APPENDIX «A" February 1973, U.S.A. and to do a little part time work "to keep mov­ ing around." In discussing his seafaring life. Brother Harris was quite proud of the fact that the "whole time I sailed I was never logged, and never brought up before the union" for doing anything wrong. Since the SIU Pension Plan began on October 1, 1961, $30,855,028.80 has been paid out to eligible Seafarers. The original pension benefit was $150 per month. Over the years it has been increased to its present level of $250 a month. APPENDIX "A" December 29, 1972 As referred to in our Report the following are our findings of valid votes cast: NAME 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. 24. 25. 26. 27. Chester L. Anderson George H. Atcherson Nicholas Bechlivanis David Berger Jan Beye Mack D. Brendle George Burke William Burke Joseph Busalacki .*... Daniel Butts ... •Hurmon Burnell Butts "^Richard A. Christenberry ... Charles D'Amico Robert Dillon *James B. Dixon Fred Domey Thomas D, Foster •Carl Francun William Funk Vincent Grima Walter Gustavson Burt T. Hanback Lee J. Harvey Thomas Heggarty Orlando Hernandez Donald Hicks Charles Hill 29. Chester lannoli 30. •Sven E. Jansson NAME 31. 32. 33. 34. 35. 36. 37. 38. 39. 40. Frederick Johnson Woodrow Johnson . Leyal E. Joseph . .. Jack D. Kennedy ,,. Vincent S. Kuhl , ,, Ame Larsen Waller LeClair , .. •Jacob Levin Constantinos Magoulas ; .. ... ,, Melville McKinney, Jr BOOK NO. VOTES 1-7 J-70 22 9 19 33 11 21 21 27 25 41 94 49 23 19 95 8 35 42 41 4 41 10 29 14 26 27 22 23 34 78 BOOK NO. VOTES J-44 J-168 J-316 K-228 K-273 L-121 L-636 L-462 M-1355 M-428 37 18 21 38 15 25 37 60 16 14 A-465 A-551 B-39 B-22 B-93 B-869 B-168 B-586 B-639 B-628 B-385 C-105;s; D-676 D-88 D-16 D-691 F-11 F-194 F-289 G-825 G-36 H-766 H-400 H-78 H-838 H-694 H-573 41. 42. 43. 44. 45. 46. 47. 48. 49. 50. 51. 52. 53. 54. 55. 56. 57. 58. 59. 60. Stephen Mosakowski Ervin Moyd William Morris William M. O'Connor Anthony Palino Leo Paradise Uuno Paulson •Ewin Rihn Anthony Sakellis Anthony Skillman Jim L. Spencer John B. Swiderski Thomas Trainor Juan Vega John Walken Malcolm B. Woods John Worley Luke Wymbs Thomas Yablonsky Roberto Zaragoza . , .,. .. , , ,, . .. .,. .,. . .. ... .. . ,,. .., .. , ... M-543 M-150 M-722 0-126 P-90 P-270 P-35 R-99 S-1054 S-54 S-474 S-258 T-230 V-46 W-529 W-49 W-254 W-560 Y-61 Z-8 26 22 40 29 24 26 31 55 23 16 23 20 22 40 16 27 29 9 19 39 (•) DENOTES THOSE BOSUNS BY OUR FINDINGS AND TALLY SHOULD SERVE ON THE SEVEN (7) MAN COMMITTEE TO STUDY AND MAKE RECOMMENDATIONS PERTAINING TO THE PRO­ GRAM. This Report consisting of Pages 1 through 6 and Appendix "A" is Fraternally submitted: ENRICO TIRELLI T-188 E. Tirelli, Book No. T-188 (Chairman) CHARLES MISAK C. Misak, Book No. M-127 J. R. MUCIA J. R. Mucia, Book No. M-58 J. GONZALEZ G-812 J. Gonzalez, Book No. G-812 W. W. STEVENS W. W. Stevens, Book No. S-1278 J. WINN J. Winn, Book No. W-151 Page 11 �Seafarers J. Conino, L. Burnett, H. Bartholomew, and J. Bankston proudly display handmade wooden ships which they purchased in Jakarta. How much? Believe it or not, only $2.50! Twenty-five year SIU veteran Lloyd CalloWay hoists one of the Missouri's guy-lines. The Seafarer from Mobile plans to retire next year. Seafarer Isaias Cambronero, who sails as oiler, logs in the ship's fuel oil pressure and temperatures aboard the Missouri. Brother Cambronero has been sailing with the SIU for 13 years. Steward delegate Lesly Burnett (left) squares away his union dues with SIU Patrolman Ed Smith at the Missouri's payoff. Tlje ship's committee relaxes after their 73-day voyage. They are (1. to r.) Lesly Burnett, steward delegate; Hulon Ware, engine delegate; Dewy Penton, deck delegate; W. J. Miles, secretary-reporter; Victor Bumell, educational director, and Sylvester Monardo, ship's chairman. Seafarer Robert Kennedy checks over paymaster's sheet during the ship's payoff in the Port of Baltimore. Brother Kennedy sails as able seaman. Seafarers Log Page 12 HP*" �• . • * Missouri Returns to Baltimore -iv Around the World and Back in 73 Days The SlU-contracted Missouri rides high at anchor in the Port of Baltimore after completing a 73-day voyage around the world. 1^ The now quiet decks of the freightship Missouri stare out over the Fells Point section of the Port of Baltimore. » ^.• '' in the Po^t of BaJtintore on January 5. The 73-day journey, which included 68 days sailing time, began in the Port of Houston on October 24. The 526-foot Fireman Hulon Ware sets to the task of changing the ship's fuel oil strainer. Seafarer Ware is a 12-year veteran of the union. by way of the Cape of Good Hoper During their free time ashore in Jakarta, the SIU crew toured the city of three million picking up many pieces of Indo­ nesian handiwork for souvenirs and Christmas presents at some very low prices. The entire voyage was marked by sunny weather accom­ panied by balmy temperatures—-with complete cooperation in all ship's departments. Next stop for the Missouri is Bangladesh after taking on another full load of grain. Baltimore Patrolman Paul Gonsorchik (left) straightens out some overtime beefs with Seafarers Hulon Ware, B. D. Bums, Victor Burnell and Sylvester Monardo. February 1973 Page 13 �vj ::pS|gP::|g5^ SIU^ dgc^VWHameffe: T^ In December of 1972, the SlU-manned Ogden Willamette became not only the first Ameri­ can ship to visit Russia since 1966, but also the first U.S. flag vessel to carry grain to Russia under the terms of the newly concluded wheat agreement with that country. SIU Bosun Manuel Sanchez "It feels good to know we're doing something special." With these words SIU Bosun Manuel E. "Blaclde" Sanchez, 55, of the SlU-contracted Ogden Willamette, first U.S. grain ship to make the 50-day New York to Russia roundtrip, expressed his feelings about delivering wheat to the shortage plagued Soviet Union. Brother Sanchez, with the SIU since 1938, said the voyage to the Black Sea port and summer re­ sort of Odessa in the Ukraine "was quite an ex­ perience, especially when we docked at the historic city on December 19." The 400 square kilometer city of 745,000 with­ stood a 73-day siege of 18 Nazi divisions—250,000 strong in 1943. All told, the inhabitants of this city fought 907 days in World War II against Hitler's hordes. The Florida bosun, a September 1942 Mur­ mansk to Archangel convoy veteran on the Robin Line freightship William Moultrie explained that it is much better in Russia now than it was when he first dropped anchor there years ago. During the war, he said, there was no place for seamen to go in the Soviet Union. He added that now at least a Seafarer could go Christmas shopping and walk around the town. He especially recommends Rus­ sia to anyone who likes the Old World. Sanchez said when they docked in Odessa, Capt. Alexander Voloskin of Moscow's maritime agency literally gave the ship the red carpet welcome. Ten Seafarers in the ship's deck crew, five from the engine department and six Seafarers in the stewward department were heartily welcomed by the Soviets. That first night, after visiting the International Seamen's Club, which the Russians call the House of International Seamen's Friendship, the city's mayor staged a combination caviar-tea-cocktail dance bash for the SIU men at the Odessa Hotel, recalls Sanchez. At the party, hostesses from a foreign language school in the city practiced their English in con­ versations with the Americans. The seamen's club, founded in 1926, is housed in the Philharmonic Society's building, formerly the pre-revolutionary Stock Exchange. Soviet sea­ men have their own Seamen's Palace, he pointed out. A Russian woman student from Moscow Uni­ versity who attended the soiree was asked by San­ chez what she was going to do after her graduation. She replied that she didn't know yet, which puzzled him. She liked his chewing gum, he noted. Other students were surprised to learn that the SIU bosun had a home and two cars and had achieved his shipboard rating with relatively less formal education than they had. "I had the impression that my kind of job is Page 14 in Russia set aside for special people," emphasized Brother Sanchez. A well-dressed Russian man in his early 30s at the reception who spoke some English asked the bosun about our Christmas customs and U.S. politics. The man had been to Cuba and seemed to be anxious to learn about the U.S. The next evening, the town fathers invited the crew on a conducted tour of the Odessa Opera House and offered them a chance to see a perform­ ance of the world farnous opera. Brother Sanchez had a hectic time at some of the town's restaurants. He and his shipmates were once turned away at the door of a certain restaurant when they arrived too late to be served with the rest of the diners. And, he recalled, if you didn't check your hat and coat at the eateries—you didn't eat. Those places in Odessa that catered to international visitors always had someone who could speak some English, he explained. ^ The SIU veteran remembered an earlier trip to Alexandria, Egypt when he encountered a Russian chief mate who was amazed to see the bosun with his chief mate on the Red vessel. "It seems the shipboard ranks don't mix, or it is at least frowned upon, in the Soviet merchant fleet," said Brother Sanchez. Finally, Sanchez explained that on the ship's way home she anchored at another Black Sea beach resort 160 miles southwest of Odessa. For two days and a night they took on oil at Constanta, Rumania. There they saw Christmas decorations at night. "Everything is much looser in Rumania," he This panoramic view of Odessa's Harbor (background) also inc concluded. scene of one of the Russian Revolution's first battles. /I Seafarer Dave Dukehart puts things shipshape below. OGDEN MARINE, INC. SUBSIDIARY OF OGDEN CORPORATION 2 PENNSYLVANIA PLAZA • NEW YORK, N.Y. 10001 • (212) 545-5800 December 27,1972 t Seafarers International Union 675 Fourth Avenue Brooklyn, N.Y. 11232 Att; Mr. Frank Drozak Dear Frank: As you know, the OGDEN WILLAMETTE caUed in Odessa and I had the privilege of visiting the port dtiring the vessel's stay there. 1 met mo^t of the dignitaries of the city and the port, and the one question that they asked was whether the crew of the OGDEN WILLA­ METTE was a hand picked crew. Naturally, I in­ formed them that this was not so and that these men were sent to the vessel at random by the seamen's union. •M The people of Odessa, as well as the officials, paid many compliments to the crew and their behavior was very good. The officials of Odessa treated the crew very well. They arranged some nice parties for them at the Seamen's House as well as made special ar­ rangements for them to attend the Opera. 1 advise you of this as I am quite certain that you would be pleased. With best regards. Very truly yours, OGDEN MARINE, INC. as Agents Stanley S. Unger Vice President SIU Representative Bill Hall (far right) hit'; stateside shipboard meeting after her historic ' Seafarers Log �:\ •. Mudes a glimpse of the famous Potemkin steps, The Ogden Willamette arrived from Houston with a cargo of 36,000 tons of wheat aboard which soon found its way into Russian homes. Seafarer Glen Welles assists topside as the Ogden Willamette dis­ charges her cargo of Romanian oil. I the deck during the Ogden Willamette's first Voyage. February 1973 Chief Cook Francisco Monsibais did pick up a Russian recipe or two in Odessa but this iunchtime meal is centered around an old fashioned American stew. In an interview with the LOG aboard the Ogden Willamette as she pumped Rumanian oil, brought back on the return leg of a grain trip to Russia, into South Bronx dockside tanks on January 16, Brother John Williamson said they had a midnight curfew when he went, to the Odessa Opera House to see and hear the Khachuturian opera-ballet "Spartacus." He said he was also impressed with the Opera House's gilt wood carvings, bronzes, marble stair­ cases, floors and columns, huge cut glass chandelier and very large and roomy red velvet seats. Beside a-night at the opera. Brother Williamson took a walking tour of Odessa. He visited a big maritime museum of half a dozen rooms opposite the opera, which he said, was "really something." He added that the museum had replicas of old ships and some modem ships on view. The Seafarer said the city's small cars had on their parking lights at night and only flashed on their headlights at intersections. The young seaman said he observed well-to-do Odessans at the Krasny Hotel across the street from the Seamen's Club. Williamson said the cuisine at the restaurants wasn't too bad, especially a ground beef pie-like "tortiUa." He bought souvenirs in Odessa, including sev­ eral dolls. Rumania was "picturesque," he said. At least it offered more activity than Odessa. There were three days of 5 degree temperatures and a little snow. Brother Williamson noted. Page 15 �;-x''Va' cr ,t-::<-.l ••». <.i. .•;..., J '• i' ."'• . '^ •• ' • \' '''"'y ' '" ' "• fc^U:''"' '"J CLOSED A AHY FORLKCK Heroic Rescue tOYfM U,s.^ OF FUEL ^v., - .>•;>;v':ii-.'\-^v...-. l 11 " • *u^ <;TTT who were so I wooM lite f^J;=f4"£and was lost at sea ttytag l,.....::;\:P^S. [• .»• . >• )•.! r-u"e rrtoa. a si„« .K ••. •.'•:.r-;f^Allv.-i vt Vi •: f:,i', \ • 1:^ ^ i . JrU."sK ^hoVlped. 1 do rea.ea.ber Jo a Fay who was , who was SO very kind. ^^ Again, I just want to thank that difficult time. ^ ^ who helped me at ]Virs. Louise Arthur Hamden, Connecticut A "I Enerqy Crisis--A Time to c ^ ^ .a.., of naval operations, tested ^ .Hedaiiynew^te^^^^^^^ about for a long, longrts. !!;Ser°badt dose 18 of its schools ^td^rCS appear^^ bdo. Ss?rra» and reiterated that '"^WcWrKafsardosid 30 schools. the Navy — St'-fa No fuel. Polo faced a full fuel. The New York Times tuportedJtht J Me Mississippi, Louisi thousands of workers! ^^^^^^ta and Cnoifr:ut»becausefuelsup^•'tl^teTUalsowar.d.hatdm^^^^^^ .... faces a new energy cns.s as a n a,ave headed i" associations --^®"?f„AfoSof Emergency PreeomplmnedtotheO ere ,„re«"p=='^* ;^o, Admiral Elmo Zumwalt, Zumwau, ""A ;:a?1go. that the entire nation ^ Vietnam. It was a joy prisoners of war from families and thanksgivmg shared wim across the land. moving event of all Perhaps the mwt ^ penton occurred when Ca^ ^ ^jst plane ^??5et^oredmte«.toto^S Page 16 _ I read with great interest Mias any«.»""e g-Ssecu^ .aklng Uaiii HaU's article « SS own vl - _ i •ffpi_-«Att:-Itlfl.: ML'^:: ."•• '-a";'; I. n-;«W Xmas Made Dnyn'^. . ^'•We wish to thank you, fM to ^^aJ^ce ffto | h3k which you always send to m m y,et unioiB. S^yt4^^*-tc^o^'°a member of to Bremorewereahsewe aaers.:p.u3-S-'Md balance of maritime-in :Smijtwhh1,uipmen. manufacturers, aboard ships. before the energy „£siorsrteP-t'--°'"'^ I was very surprised and S' , late Christmas shoppy Thenks a utdhon. is further threatened. ^ Words to Remember It was with joy ate Aante^Ning U.S.-FI«g Ships Ignored major threat to t "seaborne plies," he d^rlured, adomg^^^^y^ oil imports repr J " point that could te m In other words, tte nano bring oil and 8=? (ssue by simply flie U.S. over v.rtMUy a refusing delivery cannot common sense tdls us tna long continue this gum 8 our own nteonaU^unJ national f „orid that from now diey '<«"®'\,^J'i'en®holding heafmgs, inCongress has b ean tell vestigaung *0 =0=8* investigation wtll the Congress what ^t .eveal: Th'ts "atton „eed of imean produce an liquefied gasported fuels such presents , ., „„.„.,v had need need of f< Recently tI had of two two pints of bl»d blood needed Uofl wcnt through. WjAou^f^f^ Bank on its way through thanksl __ and I nm now on the^ ^ ,e(iKd SealaK' "ogte „„ the oil 'trrCurVof ourottsup- Sfg:iC?0»40 percent .ess fuel than ^ (^eip to our Commander-In-^ief Commander-in-Chief a^ at J? ond Bless Am^nca. Ai rn for ... this day. God A short time later pQ^.s^nd spoke with one of the returned POWs an for all America when he said. "Nothing would express to meet with If and the Amerfe^^i'^pU^omaa^riacc ate for what you have done. c»ntiSeafarers everywhere echo these senU ments. h ' Pebruory W73 Executive Board Paul Hall, president U c.».t. v.c.w.u« lS.™«o"aTun.oe, B^afvn, N Y. bj m:SbU.g.,AS^CK.,^ Secote c,.W| - Seafarers Log �20-Foot Lake Superior Waves Copter Rescues Six Off Barge Adrift in Storm ! I: /' A severe storm, which raged over the C^eat Lakes region on Thursday eve­ ning November 2, perilously stranded five Seafarers and their barge's captain aboard the powerless barge A. E. Nettleton when the Nettleton's towline snapped setting her adrift in extremely heavy seas 12 miles off the coast of Houghton, Michigan on Lake Superior. Seafarers Jack Folz, Daniel Quinn, Mike Cull, Leroy Murphy, Dale Rich­ ardson and barge master William Bou­ chard hung on desperately throughout the night until they were lifted to safety by a U.S. Coast Guard helicopter early the next morning. The Nettleton, a decommissioned freighter built in 1908, was converted for use as a barge in 1970 by the Escanaba Towing Company. Carrying a cargo of 475,000 bushels of wheat, she was being towed from the Port of Duluth, Minn, to Buffalo, N.Y. when the accident occurred at approximately 6:00 p.m. The extreme weather which caused the towline to break severely hampered Seafarer Leroy Murphy, as he vainly at­ tempted to reach another line to the struggling tugboat, as 35 mile per hour winds pushed the severed crafts relent­ lessly apart. Huge waves, reaching a height of over 20 feet, finally forced the tug to abandon the now helpless Nettleton. In an effort to keep the barge from drifting and possibly colliding with other shipping on the lake, the Nettleton's anchor was immediately dropped but the waters were much too deep at this point for the anchor to hold. The crewmembers rushed to the pilot house in an effort to establish radio con­ tact with the quickly vanishing tug, but were unable to do so since the tug's radio had been knocked out. "We were very worried about the men on the tug" said Brother Jack Folz, "because as it moved out of sight it was listing at least 50 degrees. We thought it might capsize and sink." After several minutes the anxious Seafarers made contact with the U.S. Coast Guard and relayed their position —but were told they could expect no immediate help due to the severity of the weather. They were further advised by the Coast Guard to hold fast near the lifeboats so they could quickly aban­ don ship as it seemed this would be necessary. This was the last communi­ cation received as the radio equipment went dead. The crew left the pilot house and carefully made their way aft to the life­ boat section—fighting the cutting winds and powerful waves which nearly en­ gulfed the entire ship. The usually sim­ ple route took a half hour to complete as many times one of the crew was nearly hurled overboard only to be res­ cued from almost certain death by the combined efforts of his shipmates. The men, exhausted by the danger­ ous journey, gathered closely behind a lifeboat attempting to protect them­ selves from the icy winds, heavy snow, and below zero temperatures. "After four hours of waiting and no sign of help" said Brother Folz, "we had to make a quick decision; several of us were beginning to be overcome by the cold, so we agreed to take our chances below. At that moment we all felt this was our last trip but we had to get out of that cold." The desperate Seafarers retreated to Brother Folz' quarters and hurriedly set up a portable heater. "We gathered around and just tried to warm our hands" continued Brother Folz, "we passed a few jokes and told stories try­ ing to forget what was going on above." At 3:00 a.m., after hours of being tossed about, the men received their first hopeful sign as the ship's anchor took hold on the lake's bottom, abruptly end­ ing the Nettleton's dangerous drifting. "This immediately brought our spirits up," said Folz. "Now we felt it was only a matter of time before we would be rescued." For the next six hours the hopeful crew waited anxiously as the winds and snow tapered off and the skies cleared. At 9:00 a.m., 15 hours after the near tragedy began, the Nettleton, listing at 15 degrees, was sighted by a Coast Guard helicopter. The helicopter hovered over the Net­ tleton and the crew members were lifted aboard one by one. They were taken to the Coast Guard Station in Houghton, exhausted by their ordeal but still in excellent condition. They enjoyed a hot meal and some rest before returning home to Duluth. The Nettleton was taken in tow to Portage, Michigan, where she will now undergo repairs. Brother Folz summed up the fearful experience with, "I have been in many storms on both the Atlantic and Pacific while in the Navy, but none were nearly as rough as that one on Lake Superior." The A .E. Nettleton lays at anchor awaiting repairs in Portage, Michigan. USS Thorn Shipmates Are Sought for Reunion in April c Exhaustion is evident in the faces of the A.E. Nettleton's CTGW at the Coast Guard Station in Houghton, Mich. They are (1. to r. standing) William Bouchard, Dale Richardson and Jack Folz; sitting are Daniel Ouinn, Mike Cull and Leroy Murphy. February 1973 A ship's reunion will soon be held aboard the old mothballed World War 11 Navy destroyer, USS Thorn, for her 485 ex-officers and crewmembers, some of whom are SIU members, and their families to celebrate the Thorn's 30th and last birthday. The 348-foot long destroyer was unfortunately strick­ en from the Naval Vessel Register on July 1, 1971 and will be sunk as a tar­ get later on this year. Kaj "Swede" Swenson, Chairman of the Thorn Reunion Committee, has al­ ready located 240 members of the ship's old crew—and he feels that many of those still unaccounted for may be SIU pensioners, or old-timers still sail­ ing with the union, and hopes to locate them through the LOG. The nostalgic event will take place at the Philadelphia Navy Yard, where the Thorn has been resting since 1961, on or around April 1,1973—but the exact date has not yet been determined. The Thorn rendered distinguished service to her country during World VVar 11 after being launched from the Federal Navy Yard in Kearny, New Jersey on April 1, 1943. She took part in all three theaters of war and accumu­ lated 7 Battle Stars from such Naval operations as Iwo Jima and Okinawa. The ship's most impressive statistic is that she never lost a crewmember while in action. Swenson, who sailed as Seaman First Class on the Thorn, recently visited his old ship with members of his family. "1 found my old lifejacket intact" he said, "as well as much other interesting memorabilia still stored below. If you served on the Thorn, or know an SIU member who did, you may con­ tact "Swede" Swenson for further infor­ mation at 2190 Allwood Drive, Bethle­ hem. Pa. 18108, or call 215-867-1245. Page 17 �I Upgrading Class Schedule February 22 Mareh 22 April 5 April 19 May 3 LIFEBOAT X X X X X ABLE SEAMAN . X X X QUARTERMASTER X X X Sii FWT X X X OILER X X X X X REEFER X ELECTRICIAN X JR. ENGINEER X X PUMPMAN X X DECK ENGINEER X X MACHINIST X X X ' X X X BOILERMAKER X X X X X X TANKERMAN X X X X X X DECK MECH. X X X X X X OMED X X X X X X ASSISTANT COOK X X X X X X COOK & BAKER X X X X X X CHIEF COOK X X X X X X X X X X STEWARD X X Here's How to Apply Training at the Lundeberg Upgrading Center, Piney Point, Md., is a continuing process. Classes begin every two weeks. Under a new U.S. Coast Guard ruling, graduates of the Harry Lundeberg School will be able to qualify for upgrading with reduced seatime. Those wishing to upgrade to AB need only 8 months seatime as ordinary seaman. Those wishing to upgrade to FWT, and Oiler need only 3 months seatime as a wiper. Ratings HLS Graduate All others AB 8 mos. O.S. 12 mos. O.S. FWT, Oiler 3 mos. wiper 6 mos. wiper All other OMED 6 mos. wiper 6 mos. wiper In order to process all applicants as quickly as possible it is necessary that each applicant enclose with his application: • 4 passport photographs (full face). • Merchant Marine personnel physical examinations using USCG form CG-719K given by either USPHS or SIU Clinic. Those applicants already holding a rating other than wiper in the engine department or AB do not require a physical. • Sub-chapter B of the United States Coast Guard regulations state that the officer wishing certification as a Tankerman "shall furnish satis­ factory documentary evidence to the Coast Guard that he is trained in, and capable of performing efficiently, the necessary operation on tank vessels which relate to the handling of cargo." This written certification must be on company stationery and signed by a responsible company official. • Rooms and meals will be provided by Harry Lundeberg School. Each upgrader is responsible for his own transportation to and from Piney Point. No reimbursement will be made for this transportation. Steward Training And Upgrading The Harry Lundeberg Upgrading Center in Piney Point is accepting ap­ plications from all qualified Steward Department Seafarers for training lead­ ing to upgrading in all classifications— from Third Cook to Chief Steward. Applications should be sent to: The Harry Lundeberg School, Piney Point, Maryland 20674. Name- The Harry Lundeberg High School Equivalency Program at the Upgrading Center in Piney Point oilers all Sea­ farers—regardless of age—the oppor­ tunity to achieve a full high school diploma. Since the program was devel­ oped several months ago, nine Seafarers -Book No., Address(Street) (City or Town) -Last year attended Complete this form, and mail to: Miss Margaret Stevenson Director of Academic Education Harry Lundeberg School Piney Point, Maryland 20674 Page 18 Wbaf They're Saying become sailors when they get on a ship. They have a very nice hotel for the members that want to take advantage of it and in the summer there is a swimming pool and a lot of boats you can take out. They have a very nice lounge and every­ one tries to make you feel at home and help you enjoy yourself in every way they can. That means a lot when you want to study and they also have a library you can go to, to help you. If you want to get your high school diploma and you are willing to study real hard you have a very good chance of passing the test. Everyone should come to Piney Point so they can know what a hard time the SIU has had in getting where we are today. Walter W. Chancey I have been staying here at Piney Point as an ungrader. They are will­ ing to teach you how to upgrade yourself, what you should know about your union, and they are also teach^ the young men how to When you are trying to learn about something and you cannot understand from a book, they have teachers that can take you to some of the ships and show you the real thing and tell you how it works step by step. Lundeberg High School Program Available to All Seafarers I am interested in furthering my education, and I would like more informa­ tion on th^Lundeberg High School Program. Last grade completed X (Zip) have taken the Maryland State GED examinations after studying at the Lun­ deberg School—and all nine Seafarers passed with high scores, and now have a high school diploma. Any Seafarer who is interested in taking advantage of this opportunity to continue his education can apply in two ways: • Go to the SIU Union office in any port where you will be given a GED Pre-Test. This test will cover five gen­ eral areas: English Grammar and Lit­ erature, Social Studies, Science and Mathematics. The test will be sent to the Lundeberg School for grading and evaluation. • Or, write directly to the Harry Lundeberg School. A test booklet and an answer sheet will be mailed to your home or to your ship. Complete the tests and mail both the test booklet and the answer sheet to the Lundeberg School. The course of study at the school lasts approximately six weeks, depend­ ing upon the evaluation of the results of your test scores. All Seafarers in the study program will receive individual attention from highly-qualified teach­ ers. During your stay at the school, you will receive room and board, study materials, laundry, and $8.00 per day. Seafarers will provide their own trans­ portation to and from the school. Following are the requirements for eligibility for the Lundeberg High School Program: 1. One year's seatime. 2. Initiation fees must be paid in full. 3. All outstanding monetary obliga­ tions, such as dues and loans, must be paid in full. Seafarers Log �Honor Roll of SlU Upgraders If '• The Harry Lundeberg Upgrading Center at Piney Point, Md. recently cele­ brated its seventh month of operation. Following is the Honor Roll of many of those who, at press time, had successfully completed training at the school. Russell Rowley, 22, Seattle: Fireman, Watertender, Oiler Pedro Gago, 28, Baltimore: Oiler Mario Nolasco, 51, New York: Oiler Charles Pruitt, 34, Piney Point: Tankerman James Fitzgerald: 17, Fireman, Watertender, Oiler Richard Bellmore, 19, Norfolk: Fireman, Watertender, Oiler Russel Fisher, 18, New York: Fireman, Watertender, Oiler Larry White, 22, Piney Point: Fireman, Watertender, Oiler Michael Piteris, 51, New York: Deck Engineer William Heater, 46, New York: Pumpman, Deck Engineer Eugene Gore, 46, New York: Deck Engineer, Reefer, Junior Engineer, Electri­ cian, Machinist Allen Batchelor, 60, New York: Deck Engineer, Reefer Bryden Dahlke, 57, New York: Deck Engineer, Machinist John Copado, 25, Piney Point: Fireman, Watertender, Oiler Paul Kemey, 18, New York: Fireman, Watertender, Oiler Kevin Conkin, 21, New York: Deck Engineer, Pumpman, Junior Engineer, Reefer, Electrician, Machinist, Boilermaker James Hart, 55, San Francisco: Deck Engineer, Reefer Stan Gondzar, 51, Baltimore: Pumpman, Junior Engineer, Machinist, Boilermaker Charles McCue, 43, New York: Deck Engineer Ronald Shaw, 22, New York: Deck Engineer, Junior Engineer, Reefer, Electrician, Pumpman, Machinist, Boilermaker Herb Spencer, 24, San Francisco: Reefer, Deck Engineer William Burgess, 33, Piney Point: Fireman, Watertender, Oiler, Deck Engineer, Pumpman S. Simpson, 25, New York: Reefer, Electrician, Pumpman, Deck Engineer, Junior Engineer, Machinist Patrick Rogers, 43, New York: Reefer Clarence Hemby, New York: Reefer, Pumpman Robert Prater, 22, New York: Reefer Perry Ellis, 25, Texas: Electrician Guy Campanella, 19, New York: Fireman, Watertender, Oiler Gerald Nixon, 22, Piney Point: Fireman, Watertender, Oiler Joseph McGauley, 35, San Francisco; Reefer, Electrician Robert Ohler, 22, Florida: Reefer, Fireman, Watertender, Oiler, Pumpman, Deck Engineer R. McDonald, 24, New York: Reefer, Junior Engineer, Deck Engineer, Ma­ chinist, Pumpman, Boilermaker Svend Hommen, 50, New York: Reefer, Electrician, Pumpman, Deck Engineer Larry Hayes, 27, New York: Reefer, Electrician, Deck Engineer, Junior Engi­ neer, Boilermaker, Machinist James Smitko, 32, New York: Pumpman, Fireman, Watertender, Oiler, Deck Engineer, Junior Engineer, Boilermaker, Machinist Lee J. Rogers, 40, Baltimore: Tankerman, Machinist Cosimo Melpignano, 44, New York: Electrician Anthony Novak, 49, New Orleans: Pumpman, Deck Engineer, Reefer, Junior Engineer Earl Rogers, 41, Baltimore: Deck Engineer, Junior Engineer Robert Trainor, 24, New York: Able Seaman Julio Bermudez, 39, Florida: Lifeboat, Able Seaman Charles Pruitt, 34, Piney Point: Lifeboat, Able Seaman Jess Etheridge, 27, Piney Point: Lifeboat, Able Seaman Dan Hamilton, 27, Philadelphia: Lifeboat Kamin Lambertson, 20, Piney Point: Able Seaman Patrick Knox, 19, Mobile: Able Seaman James Wilkerson, 19, Mobile: Lifeboat, Able Seaman Steward Marshall, 44, Philadelphia: Lifeboat Carl Johnson, 33, Norfolk: Lifeboat, Able Seaman Dyrell Davis, 19, Texas: Lifeboat, Able Seaman John Parker, 29, Florida: Lifeboat, Able Seaman Monte Grimes, 20, San Francisco: Able Seaman Elex Cary, 39, New York: Lifeboat, Able Seaman Scott Myhre, 20, San Francisco: Able Seaman , Tom Kilbride, 24, New York: Able Seaman John Alden, 49, Florida: Quartermaster Mosel Myers, 20, New York: Able Seaman Oscar Wiley, 33, San Francisco: Lifeboat, Able Seaman Frank Bermudez, 23, New York: Able Seaman Christos Psanis, 38, New York: Quartermaster Jan Kolodziej, 62, New York: Quartermaster William Bellinger, 48, Texas: Lifeboat Arthur Mallory, 35, Florida: Lifeboat, Able Seaman Jean Morris, 29, California: Lifeboat, Pumpman, Deck Engineer Trawn Gooch, 20, Baltimore: Able Seaman Thomas Minton, 20, Florida: Lifeboat, Able Seaman Billie Mason, 41, Florida: Lifeboat, Able Seaman John Trout, 26, Baltimore: Able Seaman Tim Thomas, 20, New York: Able Seaman Pier-Angelo Poletti. 31, New York: Quartermaster Hans Jacobsen, 63, Florida: Quartermaster George Tamlin, 36, New York: Quartermaster R. Tomaszewski, 38, New York: Machinist, Deck Engineer, Reefer, Electrician, Boilermaker, Jr. Engineer, Deck Engine Mechanic February 1973 Imro Salomons, 47, New York: Electrician. Reefer, Deck Engineer, Jr. Engineer, Boilermaker, Machinist, Deck Engine Mechanic Ursel Barber, 21, New York: Electrician, Reefer, Deck Engineer, Boilermaker, Jr. Engineer, Pumpman Exequiel Liwag, 44, Norfolk: Fireman, Watertender, Oiler, Pumpman, Jr. Engi­ neer, Deck Engineer Jose Vazquez, 19, New York: Fireman, Watertender, Oiler, Reefer, Electrician, Pumpman, Deck Engineer Williard Verzone, 21, Alabama: Fireman, Watertender, Oiler, Reefer, Pumpman, Deck Engineer, Electrician, Junior Engineer Rocco Tomeo, 44, New York: Fireman, Watertender, Oiler, Reefer, Pumpman, Deck Engineer, Electrician, Jr. Engineer George Elot, 46, New York: Deck Engineer, Jr. Engineer, Pumpman, Machinist Buren Elliott, 69, Norfolk: Fireman, Watertender, Oiler John Lyons, 51, New York: Deck Engineer, Electrician, Reefer, Tankerman, Machinist, Boilermaker, Deck Engine Mechanic John Kirk, 41, California: Reefer, Electrician, Deck Engineer, Jr. Engineer, Machinist, Boilermaker, Deck Engine Mechanic W. Chancey, 31, Florida: Pumpman, Deck Engineer, Jr. Engineer, Deck Engine Mechanic Everett Richman, 42, Florida: Boilermaker, t^eck Engine Mechanic John Hoppe, 47, Baltimore: Fireman, Watertender, Deck Engineer, Jr. Engineer, Reefer, Pumpman, Machinist, Boilermaker John Hastings, 20, California: Oiler Joseph DiSanto, 46, Boston: Reefer, Deck Engineer, Jr. Engineer, Boilermaker, Machinist, Tankerman John Wells, 21, New York: Able Seaman Billie Marrell, 33, Florida: Lifeboat, Able Seaman Porfirio Sambula, 41, New York: Lifeboat, Able Seaman Robert Prentice, 54, Tampa: Pumpman, Deck Engineer, Machinist, Reefer, Deck Engine Mechanic Clayton Everett, 21, Norfolk: Fireman, Watertender, Oiler Raymond Colon, 24, New York: Fireman, Watertender, Oiler Galen Underwood, 33, Piney Point: Pumpman John Persley, 28, New York: Reefer William Pollard, 38, Baltimore: Reefer, Boilermaker Stuart Carter, 19, New York: Cook & Baker Blanton Jackson, 34, Baltimore: Electrician, Reefer, Boilermaker, Pumpman, Deck Engineer Caldwell Sabb, 24, New York: Electrician, Reefer, Pumpman James Combs, 29, Baltimore: Reefer, Pumpman Sonto Mondone, 51, Norfolk: Electrician, Reefer, Boilermaker, Pumpman, Deck Engineer Thomas Maga, 54, New York: Electrician, Reefer, Pumpman Steve Browning, 21, Norfolk: Oiler, Electrician, Reefer, Deck Engineer, Pumpman Bert Reamey, 48, California: Machinist, Boilermaker Ashton Woodhouse, 20, California: Fireman, Watertender, Oiler, Pumpman Robert Fowler, 31, Norfolk: Boilermaker John Wolfe, 20, New York: Able Seaman William Ripley, 23, Norfolk: Able Seaman Patrick Hawker, 19, Houston: Able Seaman Lexie Shaw, 24, New Orleans: Lifeboat Robert McCauley, 39, Baltimore: Quartermaster James Thomas, 36, Baltimore: Quartermaster James McLaugJilin, 53, New York: Quartermaster Apply Now For Upgrading Seafarers may use the foUowing application form for upgrading in the Deck Department, Engine Department or Steward Department. Name Age Home Address S.S. # Mailing Address Book # Phone Ratings Now Held What Rating Interested In Dates Available to Start HLS Graduate: Yes.... No.... Record of Seatimc: Ship Rating Held Lifeboat Endorsement: Yes.... No. .. . Dale of Shipment Date of Discharge Return completed application to the attention of: Mr. Robert Kalmus Director of Vocational Education Harry Lundeberg School Piney Pt., Md. 20674 J Page 19 �Digest of SlU Meetings v_ McLEAN (Sea-Land), January 10— Chairman John Hunter; Secretary Guy Waiter. Some disputed OT in engine de­ partment. Vote of thanks to the steward department. Discussion on ratings in en­ gine department and school in Piney Point for upgrading men to QMED. AZALEA CITY (Sea-Land), January 5—Chairman D. Hicks; Secretary W. McNeely; Deck Delegate James Davis; Engine Delegate Jose Pineiro. Some dis­ puted OT in deck and engine depart­ ments. Everything running smoothly. ERNA ELIZABETH (Albatross Tank­ ers), January 7—Chairman W. N. Gergory; Secretary S. J. Davis; Engine Delegate Van Whitney. $9.50 in ship's fund. Vote of thanks to the steward de­ partment for a fine Christmas Dinner. Everything running smoothly. MONTPELIER VICTORY (Victory Carriers), December 10—Chairman Bob L. Searborough; Secretary J. Davis; Deck Delegate Edward M. Ellis. Everything running smoothly. OVERSEAS TRAVELER (Maritime Overseas), December 17—Chairman C. Quinnt; Secretary Ezekiel Hagger; Stew­ ard Delegate E. S. Walker. No disputed OT. Everything running smoothly. STEEL KING (Isthmian), January 1 — Chairman G. Glennon; Secretary D. Collins; Deck Delegate H. Willingham. Everything ruiming smoothly. Next port Durban, S. A. C.S. NORFOLK (Cities Service), Jan­ uary 11 — Chairman William James Beatty; Deck Delegate John J. McDermott. Some disputed OT in engine and steward departments. Everything run­ ning smoothly. Next port New York. MARYMAR (Calmar), December 28 —Chairman Joseph Michael; Secretary Claude Garnelt, Jr.; Ship's Chairman Joseph Michael; Engine Delegate Robert S. Davis; Steward Delegate Stanley A. Ulycik. Everything running smoothly. CITRUS PACKER (Waterman), De­ cember 3 — Chairman E. DeAngelo; Secretary J. Prestwood; Educational Di­ rector J. Gouldman; Deck Delegate Jerry McLean. $12.50 in ship's fund. Every­ thing running smoothly. Observed one minute of silence in memory of departed brothers. TRENTON (Sea-Land), January 7— Chairman James Shortell; Secretary J. P. Mar; Engine Delegate Joe Kordick; Steward Delegate Frank Van Dusen. $34.00 in ship's fund. A vote of thanks to the steward department for such an excellent job in preparing Christmas Dinner. TRANSONEIDA (Seatrain), January 15—Chairman L. Fitton; Secretary S. Rothschild; Deck Delegate C. Loveland; Engine Delegate Edward Eyra; Steward Delegate Hendrick Yakoski. Everything is running smoothly. TRANSIDAHO (Hudson Waterways), January 7 — Chairman W. Woturski; Secretary A. Shrimpton. $97.00 in ship's fund: Everything is running smoothly. LOS ANGELES (Sea-Land), January 14—Chairman B. Granberg; Secretary H. Huston. Everything running smooth­ ly. Next port Oakland. COUNCIL GROVE (Cities Service), January 7—Chairman H. J. Steen; Sec­ retary C. Mullen; Deck Delegate Milton Poole; Steward Delegate Charles J. Hickox. Some disputed OT in deck department. Everything is running smoothly. Next port Japan. WILLIAM T. STEELE (Texas City Tankers), January 11—Chairman T. R. Sanford; Secretary W. R. Stone; Deck Delegate Carl E. Thompson; Steward Delegate Edward E. Davidson. $27.00 in ship's fund. No disputed overtime. One minute of silence in memory of departed brothers. PORTLAND (Sea-Land), January 7 —Chairman N. Bechlivania; Secretary J. Kundrat; Deck Delegate Sven E. Jansson. Everything running smoothly. CITRUS PACKER (Waterman), De­ cember 17—Chairman E. DeAngelo; Secretary J. Prestwood; Educational Di­ rector J. Gouldman; Deck Delegate Jerry McLean. $8.50 in ship's fund. Little disputed OT in deck department. Every­ thing running smoothly. One minute of silence observed for departed brothers. CITRUS PACKER (Waterman), De­ cember 24—Chairman E. DeAngelo; Secretary J. Prestwood; Educational Di­ rector J. Gouldman; Deck Delegate Jerry McLean. $8.50 in ship's fund. Some disputed OT in deck department. Every­ thing running smoothly. One minute of silence observed in memory of departed brothers. NEW YORKER (Sea-Land), De­ cember 26—Chairman G. Shaveyfelt; Secretary V. Sanchez; Educa­ tional Director H. W. Bennett; Engine Delegate T. A. Stubbs Jr. Vote of thanks to steward department for a job well done. MOBILIAN (Waterman), December 24—Chairman J. Koen; Secretary Henry W. Roberts; Deck Delegate B. C. Jor­ dan; Engine Delegate Harry N. Foster; Steward Delegate Ralph H. Taylor, Jr. Some disputed OT in engine and stew­ ard departments. Everything running smoothly. ERNA ELIZABETH (Albatross Tank­ ers), December 17—Chairman W. N. Gergory; Secretary S. J. Davis. $9.50 in ship's fund. Everything is running smoothly. ERNA ELIZABETH (Albatross Tank­ ers), January 7—Chairman W. N. Gergory; Secretary S. J. Davis. $9.50 in ship's fund. Vote of thanks to the steward department for a fine Christmas dinner. Everything is running smoothly. COUNCIL GROVE (Cities Service), December 2—Chairman H. J. Steen; Secretary C. Mullen; Deck Delegate Mil­ ton Poole; Steward Delegate Charles J. Hickox. Some disputed OT in deck department. Everything is running smoothly. SEATRAIN LOUISIANA (Seatrain), January 7—Chairman A. Vilanova; Sec­ retary G. M. Wright; Engine Delegate Jose Guzman. $19.13 in ship's fund. Some stamps. Some disputed OT in deck and engine departments. STEEL EXECUTIVE (Isthmian), De­ cember 31—Chairman R. Lipsey; Secre­ tary J. Reed. A vote of thanks to the steward department for a wonderful Christmas dinner. GATEWAY CITY (Sea-Land), Janu­ ary 14—Chairman L. Rodeigits; Secre­ tary F. Fraone; Steward Delegate E. Sims. $7.00 in ship's fund. Everything running smoothly. CITIES SERVICE MIAMI (Cities Service), January 7—Chairman Frank J. Schandl; Secretary A. Gardner; Educa­ tional Director J. Tipton; Deck Delegate Lonnie Cole; Steward Delegate Herbert Archer. Vote of thanks to the steward department. Next port Lake Charles. THOMAS JEFFERSON (Waterman), January 1—Chairman Peter A. Ucci; Secretary R. L. Alford; Educational Di­ rector John Smith; Steward Delegate John W. Murphy. Everything running smoothly. Vote of thanks to the steward department. Stood for one minute of silence for our departed brothers. SL 180 (Sea-Land), December 24Chairman C. F. Boyle; Secretary E. Carmichael; Educational Director H. Jones. Everything running smoothly. Vote of thanks to the steward department. SL 180 (Sea-Land), December 24Chairman C. F. Boyle; Secretary F. Carmichael; Educational Director H. Jones. Everything running smoothly. LOS ANGELES (Sea-Land), Jan­ uary 7—Chairman B. Granberg; Sec­ retary H. Huston; Educational Direc­ tor Martin; Deck Delegate Stanley Krieg; Steward Delegate Franklin C. Snow. Vote of thanks for an excep­ tionally good Christmas and New Year's dinner. SEATRAIN LOUISIANA (Seatrain), December 31—Chairman A. Vilanova; Secretary G. M. Wright; Engine Dele­ gate Jose Guzman. $19.13 in ship's fund. Some stamps. Some disputed OT in deck and engine departments. Everything run­ ning smoothly. Next port Long Beach. OVERSEAS JOYCE (Maritime Over­ seas), December 10—Chairman Bobbie G. Williams; Secretary Francis E. Burley; Steward Delegate James C. Dies. Everything running smoothly. CITRUS PACKER (Waterman), De­ cember 10—Chairman E. DeAngelo; Secretary J. Prestwood; Educational Di­ rector J. Gouldman; Deck Delegate Jerry McLean; Steward Delegate Eddie Jack­ son. $8.50 in ship's fund. Everything running smoothly. Observed .one min­ ute of silence in memory of departed brothers. Page 20 SEATRAIN GEORGIA (Seatrain), December 31—Chairman S. Brunetti; Secretary R. Taylor; Deck Delegate John Gallagher. Everything running smoothly. Vote of thanks to the steward depart­ ment for a fine Christmas dinner. Vote of thanks to crew messman Brother Gordner for keeping messroom clean. SL 180 (Sea-Land), December 31— Chairman C. F. Boyle; Secretary F. Carmichael; Educational Director H. Jones. Everything running smoothly. TRANSONTARIO (Seatrain), De­ cember 31—Chairman F. A. Pehler; Secretary B. E. Gletcher; Educational Director B. Stearm; Deck Delegate A. Lisnansky; Engine Delegate H. L. David; Steward Delegate L. Thompson. Vote of thanks to the steward depart­ ment for a job well done. TRANSONEIDA (Seatrain), January 7—Chairman L. Fitton; Secretary S. Rothschild; Engine Delegate Edward Eyra; Steward Delegate Hendrick Yakoski. Everything is running smoothly. J JEFFERSON CITY VICTORY (Vic­ tory Carriers), January 7—Chairman K. Gahagan; Secretary H. K. Pierce; Edu­ cational Director G. Mike. Some dis­ puted OT in engine department. Every­ thing running smoothly. When the SlU-contracted Jacksonville was converted for use as a containership in 1968 the fact that her ship's bell still retained her original name was over­ looked. She was formerly known as the Mission-Salerno, built in 1944. TRANSINDIANA (Hudson Water­ ways), January 7—Chairman A. Hanstvedt; Secretary D. Nqnn; Educational Director J. Darby. $10.00 in ship's fund. Some disputed OT in deck department. Everything running smoothly. Next port Oakland. Seafarers Log �Tragedy Hits Vantage Endeavor P VacJc of All Trades^ Steward Saves Shipmate Tragedy struck topside aboard the homeward bound SlU-contractcd freightship Vantage Endeavor in mid-Pacific the day after a Merry Christmas. If it were not for the quick thinking and effective first aid skills of the "jack-of-all-trades" chief steward of the 7,850-ton ship, the life of a seriously injured shipmate could have been lost. The injury, however, did cost Seafarer William B. Kight, 42, of Chesapeake, Va., a limb 36 hours later. "It was just after 10:30 a.m. coffee time," recalled Chief Steward John Durrant Penned, 46, and deck delegate Lloyd Allen Taylor, 39, as the MSC-chartered ship neared Midway Island, after crossing the International Date Line, when things began to hap­ pen. Brother Penned of Hoffman, Tex., an SIU member since wartime 1944, said he was in the messroom when he got a cad for help from the foredeck. Brother Taylor of Vanceboro, N.C., explained to the LOG that he, Kight, an OS in the SIU over two years. Bosun Albert James Doty, 61, a Louisianan with 31 years in the SIU and AB dayman Bertis Shank were slushing grease on a cargo loading boom's cable runners moments before the tragic incident. The chief steward was told that the heavy cargo hook was moving up to the gim block when a splice got caught and having no tail on it, stuck there. The runner had come off the spool on the winch below which took up the slack. The boom lowered, but came down ad of a sudden; the hook shook loose and the runner came down. Penned explained. The steward described how Kight, standing on deck in a loop of wire, got snagged by the runaway splice which jerked him 4 to 6 feet upward into the air. Then, Taylor related, "we yelled to the bridge for assistance when Brother Kight got his right leg cut almost off by the wire." The steward came runing to the assistance of the injured seaman with a stretcher and Chief Mate Richard Cantwed Jr. Penned said he found Kight bleeding profusely ERNA ELIZABETH (Hudson Water­ ways), December 26—Chairman C. Hill; Secretary P. Shauger; Educational Di­ rector C. D. Simmons. Some disputed OT in engine department. Vote of thanks to steward department for a fine Christ­ mas dinner. Next port St. Croix. THOMAS JEFFERSON (Waterman), January 7—Chairman Peter Ucci; Sec­ retary R. L- Alford; Educational Direc­ tor William Schneider. Everything run­ ning smoothly. Stood for one minute of silence for our departed brothers. CITIES SERVICE MIAMI (Cities Service), January 14—Chairman Frank J. Schandl; Secretary A. Gardner; Edu­ cational Director J. Tipton; Deck Dele­ gate L'onnie Cole; Engine Delegate Rodney Boriase. Everything running smoothly. Vote of thanks to the steward department. Next port Boston. DEL ORO (Delta), January 14— Chairman Roy Guans; Secretary A. Rudnicki; Educational Director Q. P. Bailey. Movie fund has $109.00, no money in ship's fund. Some disputed OT in engine and steward departments. Vote of thanks to the steward department for a job well done. DEL ORO (Delta), December 27— Chairman Roy Evans; Secretary A. Rudnicki; Educational Director Q. P. Bailey. $69.00 in movie fund. Some disputed OT in engine and steward departments. Received Log for November and SIU fact sheet No. 3. JEFFERSON DAVIS (Waterman), January 7—Chairman Elmer Rushing; Secretary C. Breaux; Steward Delegate W. H. Harris. Everything running smoothly. SL180 (Sea-Land), January 7—Chair­ man C. F. Boyle; Secretary H. Jones. Everything running smoothly. February 1973 from a main artery opening in the right leg. Deckhand Taylor pointed out that the steward "quickly used his great working knowledge of first aid in getting the blood stopped and making Kight as comfortable as possible." Right's shipmates put a cloth on the wound, and Penned took off his belt and used it and the buckle to form a tourniquet around the limb. They then carried the injured man on the stretcher to the ship's hospital where the steward used hot water and a disinfectant to clean the injured leg. Outside on deck, Capt. David Richards made a quick diversion to Midway Island and stayed on the radio telephone for help until he made contact with Midway Island rescue. Carrying injured Seafarer William Kight on stretcher to helicopter liftoff to a nearby hospital. JEFFERSON DAVIS (Waterman), December 3—Chairman E. Rushing; Secretary H. L. Durham; Steward Dele­ gate W. H. Harris. $32.00 in ship's fund. Everything running smoothly. ARIZPA (Sea-Land), January 15— Chairman R. Hodges; Secretary J. Prats; Steward Delegate G. Williams. $17.00 in ship's fund. Everything running smoothly. SEATRAIN CAROLINA (Hudson Waterways), December 31—Chairman J. B. Dixon; Secretary O. Payne; Edu­ cational Director Harry Dusadaway. $96.01 in ship's fund $1.00 in postage stamps. Some disputed OT in deck and engine departments. One minute of si­ lence observed for our departed brothers. NOONDAY (Waterman), December 10—Chairman Joseph D. Blanchard; Secretary Walter Lescovich; Engine Delegate Charles Smith. $46.00 in ship's fund. Everything running smoothly. One minute of silence in memory of our de­ parted brothers. NOONDAY (Waterman), December 17—Chairman Joseph D. Blanchard; Secretary Waiter Lescovich; Engine Delegate Charle,s Smith. $46.00 in ship's fund. Everything running smoothly. One minute of silence in memory of our de­ parted brothers. LA SALLE (Waterman), December 24—Chairman E. Craddock; Secretary R. Donnelly; Educational Director B. Hubbard. Everything running smoothly. Vote of thanks to stewiurd department for a fine Christmas dinner. PENN CHALLENGER (Penn Ship­ ping), January 14—Chairman J. W. Fultz; Secretary B. E. Fletcher; Educa­ tional Director R. R. Waters; Engine Delegate F. Gonzales. $20.00 in ship's fund. Some disputed OT in engine de­ partment. Everything running smoothly. There was no possibility tor neip until next morning when "we were to arrive at Midway." So the captain had the engineer give him all possible speed. Meanwhile, the steward replaced his belt on the leg with a gauze tourniquet. Having no morphine, he asked the captain for two half grains of codeine to ease Right's pain. At 3 a.m. the bleeding was stopped by a sheet tourniquet. "Early the next morning at 8 a.m.," according to Taylor, "the Navy sent out a helicopter and we carried the injured man and took him up on the awning. When the chopper sent down the hook we hooked him up and they winched him up and aboard." That night an Air Force plane flew Kight to the U.S. Army's Trippler General Hospital in Honolulu. Hawaii, where his right leg had to be amputated. He is there now recuperating. Back on the Vantage Endeavor, the day after the helicopter liftoff. 17 crewmembers signed a com­ mendation that read in part: "We. the crewmembers of the Vantage Endeavor. are proud to have with us a man who is a 'jack-of-alltrades' and is our chief steward too. Brother Penneli spent all day and night caring for the man and stopping the blood when it was necessary and trying to make Kight as comfortable as possible. So, we the crew, would like for our other SIT.' brothers to knowhow proud we are to have such a good steward who besides being a promoter of good food deserves the highest praise for his exceptional performance in helping to save the injured man's life." The commendation also praised "the great per­ formance of all three departments, the Master and Chief Mate for their teamwork applied to the emergency." The chief .steward had stressed that the crew had previously practiced helicopter liftoffs of injured personnel. The Vantage Endeavor left Yokohama Dec. 18, went through the Panama Canal Jan. 16 to reach a New Orleans payoff Jan. 23. NOONDAY (Waterman), December 31—Chairman Joe Blanchard; Secretary Walter Lescovich; Educational Director R. Marr; Engine Delegate Charles Smith. $46.00 in ship's fund. Everything run­ ning smoothly. One minute of silence in memory of our departed brothers. ERNA ELIZABETH (Albatross Tank­ er), January 14—Chairman W. N. Gergory; Secretary S. J. Davis. $8.50 in ship's fund. Some disputed OT in deck and engine departments. Everything run­ ning smoothly. PORTMAR (Calmar), January 14— Chairman Jack F. Gerusis; Secretary V. Douglas; Deck Engineer A. S. Palmes; Engine Delegate John O'Toole. Every­ thing running smoothly. SEATRAIN LOUISIANA (Seatrain), December 3—Chairman A. Vilanova; Secretary G. M. Wright; Educational Di­ rector S. Beattie; Engine Delegate Jose Guzman. $19.13 in ship's fund. Some disputed OT in deck department. Every­ thing running smoothly. Next port Oak­ land. TRANSCOLUMBIA (Hudson Water­ ways), January 7—Chairman A. Otremba; Secretary H. Fielder; Educational Director W. Holland; Deck Delegate E. C. Andersen; Engine Delegate Fred­ erick J. Neel. $ 1.00 in ship's fund. Some disputed OT in deck and steward de­ partments. Next port Norfolk. SEATRAIN LOUISIANA (Seatrain), December 11—Chairman A. Vilanova; Secretary G. M. Wright; Educational Director E. C. Walker; Engine Dele­ gate Jose Guzman. $19.13 in ship's fund. Some stamps. Everything running smoothly. Next port Kwajelian. TRANSOREGON (Hudson Water­ ways), January 7—Chairman Walter W. Leclair; Secretary A. Aragones; Deck Delegate E. J. Olive; Engine Delegate John L. Hubbard. $20.00 in ship's fund. Vote of thanks to the steward depart­ ment for a job well done. Next port Weehawken, New Jersey. PORTLAND (Sea-Land), December 31—Chairman N. Bechlivanis; Secretary J. Kundrat; Educational Director M. E. Kimble; Deck Delegate Sven E. Jansson. Some disputed OT in deck department. Everything running smoothly. Next port Elizabeth, New Jersey. WALTER RICE (Reynolds Metals), December 31—Chairman D. G. Calogeros; Secretary J. P. Lamb; Deck Dele­ gate David Boone; Engine Delegate Paul C. Johaanson; Steward Delegate Richard Sierman. $19.03 in ship's fund. Every­ thing running smoothly. Vote of thanks to steward department for a job well done, especially to the chief cook and both messmen. SEATRAIN LOUISIANA (Seatrain). December 17—Chairman A. Vilanova; Secretary G. M. Wright; Educational Director E. C. Walker; Engine Dele­ gate Jose Guzman. $19.13 in ship'.s fund. Some stamps. Everything running smoothly. Next port Kwajelian. ACHILLES (Newport Tanks), Janu­ ary 4—Chairman Mitchell; Secretary Golf; Educational Director Miller. $31.00 in ship's fund. Some disputed OT and wages in engine department. Vote of thanks to steward department for a job well done. SEATRAIN GEORGIA (Seatrain), December 24—Chairman S. Brunett; Secretary R. Taylor; Educational Direc­ tor K. Blackwell; John Gallagher Deck Delegate, Everything running smoothly. SEATRAIN LOUISIANA (Seatrain), December 2.5—Chairman A. Vilanova; Secretary G. M. Wright; Electrician E. C. Walker; Engine Delegate Jose Guzman. $19.13 in ship's fund, some stamps. Everything running smoothly. Next port Guam. Page 21 �The Russians of Novorossiysk The following letter was submitted to the LOG by Brother Charles A. Bortz, who sails as Able Seaman aboard the Transpanama. In his letter. Brother Bortz provides Seafarers who may be shortly shipping out on voyages to Russia with a good idea of what such trips are like. By Charles A. Bortz Since many SIU ships may be calling at Russian ports during the next few months, I think the mem­ bership might be interested in the experiences of the crew of the Transpanama behind the now shredded Iron Curtain. We left Galveston on December 8th with 27,000 tons of grain. So far as we know it was very ordinary grain, although the Moscow News reported that all grain shipments were being very carefully checked for "sterilizing agents." Seventeen days later—Christ­ mas Day—we managed to make Gibraltar. January 2nd we anchored off Novorossiysk, a busy little port up in the northeast corner of the Black Sea. One thing about Russian ports: you don't have to cruise around out there blowing the whistle and wait­ ing for someone to take notice of you. Crisscrossing searchlights light up every inch of the harbor area and converge on any ship making an approach. Our first night at anchor, a patrol boat took up station on our quarter and stayed there until dawn's early light. Seeing that we didn't drop any frogmen, it left us alone the next night except for the token halfhour visits it made to every ship in the anchorage. Novorossiysk has been destroyed four times since its founding a little more than a hundred years ago— once by the Turks, twice by the Germans, and once by, of all people, the British. When the Red Army was fighting the White Army, the British Navy came in and lobbed shells around the cement mills and harbor installations. That perhaps explains why the Novorossiyskis are a bit more nervous about incoming ships than the good people of Mobile or Lung Beach. We stayed three days at anchor. We got launch serv­ ice as soon as the ship was cleared and pretty good launch service at that. The boats were practically brand new, spanking clean, and completely closed in against the weather. Almost everything around the harbor was brand new—ships, cranes, tugboats. If couldn't get any Americans for his ping pong tourna­ ments and showings of Russian movie classics. He did persuade four crewmembers to go on a tour one Saturday and the next Saturday he might have gotten a full bus load for a planned visit to the local cham­ pagne factory. Unfortunately, the ship sailed. Truth to tell, the Seamen's Club had competition uptown. Novorossiysk is a fairly small place, 150,000 or so, but there were three restaurant-cafes to which you could go. There were also—to our amazement— girls. The first night it seemed there were girls every­ where—by the post office, in the park, clustered in the three restaurants—but after we had been there awhile, it developed that they were always the same girls. Lenin and Marx never wrote very much on maritime affairs, so perhaps there is a function after all for such girls in a socialist society. Anyway we had to be back on the ship at midnight. It took us two weeks to unload our grain and the morning we were ready to sail, we were hit by what the locals call a "borer." This is a north wind that comes whistling through a hole in Novorossiysk's shel­ tering hills and sweeps around the harbor at anywhere up to a 100 miles an hour. At the same time, the temperature drops to zero, and everything is frozen to the dock. We had to take on 20,000 tons of ballast, by which time the wind had blown itself out and we could ease through the breakwater. Happily, we made it out with all hands. Nobody was jailed or sent to the salt mines. Indeed the Rus­ sians were very kind; even in those cases where they could have made trouble—like boys out after curfew —they chose to be lenient. We sweated out the money check—we had heard that some Norwegians had been socked with heavy fines—but even that was smoothed over. If I were going to Novorossiysk again though, I would be mighty careful to see that the money I de­ clared was accounted for at sailing time. You never know when the party line will change. Otherwise, I wouldn't have any fears. The Russians are curious about Americans and eager to make friends. So long as you stay off politics, you can be the most popular man in town. And the girls are pretty. A Russian port brightly lit up at night, there is any doubt in your mind about the effort Russia is making to become a major maritime power, you have only to look around Novorossiysk. What we talked about mostly on the long voyage over was what we could do when we did get to Russia. As it turned out, there were few restrictions. You had to give your seamen's papers to a soldier at the foot of the gangway in return for a shore pass. After that you were on your own, until midnight, that is. At the witching hour everyone had to be back on the ship. You are supposed to declare all your money and get your rubles from an authorized money changer. At the Seamen's Club, a half-litre bottle of vodka costs from 4V2 to 6 rubles—well over $5. On the other hand, champagne was only 5 rubles. This ac­ counted for the unusual sight of men in dungarees sitting around drinking champagne. Perhaps that's where the myth of the Worker's Paradise got started. The Seamen's Club was the first port of call in Novorossiysk. It was a five minute walk in a straight line from where the Transpanama was docked. Even if you didn't plan to stay there, it was a place to get warm. The Seamen's Club people went all out for us. They had dances, movies, social evenings and all kinds of entertainments set up. Anatoli, the English speak­ ing interpreter who more or less took charge of the American contingent, was very hurt because he Seafarers Welfare, Pension, and Vacation Plans Cash Benefits Paid January 1-31,1973 Number SEAFARERS WELFARE PLAN ELIGIBLES Death In Hospital Daily @ $1.00 In Hospital Daily @ $3.00 Hospital & Hospital Extras Surgical Sickness & Accident @ $8.00 Special Equipment Optical Supplemental Medicare Premiums DEPENDENTS OF ELIGIBLES Hospital & Hospital Extras Doctors' Visits In Hospital Surgical Maternity Blood Transfusions Optical Special Equipment " PENSIONERS i& DEPENDENTS Death Hospital & Hospital Extras Doctors' Visits & Other Medical Exp Surgical Optical Blood Transfusions Special Equipment Meal Books Dental Supplemental Medicare Premiums Scholarship Program Total Seafarers Welfare Plan Total Seafarers Pension Plan \y/ Page 22 Amount YEAR YEAR MONTH TO DATE MONTH TO DATE 11 459 505 30 6 9,912 1 171 2 27 871 1,012 50 9 17,119 2 402 3 $ 25,565.43 459.00 1,515.00 3,416.47 146.50 79,296.00 291.75 4,193.20 293.80 $ 70,157.53 871.00 3,036.00 5,706.27 552.50 136,952.00 416.75 8,884.51 316.80 376 63 121 32 6 108 789 155 260 51 10 294 73,567.31 1,870.31 16,175.00 8,084.85 361.00 3,211.41 149,213.19 4,212.76 32,650.50 11,984.85 714.00 6,740.35 8 123 133 11 80 14 247 277 29 146 1 7 2,094 1 2,787 19 26,676 4,034 3,162 33,872 24,000.00 23,418.03 5,150.96 2,060.00 1,397.27 — 792.44 13,400.00 — 906.10 3,029.80 292,601.63 11,511.50 947,732.44 1,251,845.57 42,000.00 41,963.01 9,345.30 4,537.50 2,693.84 82.50 947.44 20,940.00 350.00 17,166.50 7,719.29 580,154.39 955,760.00 1,581,388.55 3,117,302.94 5 1,340 — 19 8 13,530 19 1,658 15,207 Seafarers Log s fit-- •• �>• New SlU Pensioners P'J' Gilbert A. Delgado, 60, is a na­ tive of Mexico and now makes his home in Houston, Texas. He joined the SIU in 1951 in the Port of Gal­ veston and sailed in the deck de­ partment. Brother Delgado served in the Army during World War II. Carlie White, 62, joined the SIU in 1951 in the Port of Baltimore and sailed in the engine depart­ ment. He is a native of North Caro­ lina and now resides in New Or­ leans. Brother White is an Army veteran of World War II, John M. JujTue, 67, was born in Biloxi, Mississippi. He joined the SIU in the Port of New Orleans in 1951 and sailed in the deck depart­ ment. Brother Tujague now makes his home in New Orleans. Howard D. Fowler, 62, joined the union in 1939 in the Port of Baltimore. He is a native of South Carolina and now makes his home in Reno, Nevada. The 33-year SIU veteran sailed in the engine depart­ ment. Raul M. Maitin, 63, was born in the town of Cabo Rojo, Puerto Rico. He joined the union in 1945 in the Port of New York and sailed in the steward department. Seafarer Maiten now makes his home in Mayagues. P.R. William E. Lanier, 65, joined the SIU in 1941 in the Port of Gal­ veston. A native of Oklahoma, Sea­ farer Lanier now makes his home in Texas City, Texas. The 31-year veteran sailed in the deck depart­ ment. Enrique Gonzalez, 65, was born in Key West, Florida and now makes his home in Miami. He joined the SIU in 1949 in the Port of Tampa. Brother Gonzalez sailed in the deck department. Benjamin Franklin Mezger, 63, is a life-long resident of Magnolia. New Jersey. He joined the SlUaffiliated Railway Marine Region in 1960 in the Port of Philadelphia. Brother Mezger sailed as a deck­ hand for the Reading Railroad. James Lynch Jr., 46, was bora in Jersey City and now resides in Parlin, N.J. Brother Lynch joined the union in 1960 in the Port of New York and sailed in the deck department. He is a Navy veteran of World War II. - Raymond E. Waterfield, 51, is a native of Norfolk, Va. He joined the union in that port in 1951 and sailed in the engine department. Brother Waterfield now lives in Virginia Beach, Va. John C. Mitchell, 63, is a native of Atlanta, Ga. and now makes his home in New Orleans. He joined the SIU in 1951 in the Port of New York and sailed in the deck depart­ ment. Brother Mitchell served in the Marines for 13 years from 1926 to 1939. Harry F. Goodwin, 65, is a na­ tive of the state of Maine. He joined the SIU in 1947 in the Port of Mo­ bile and sailed as able seaman. Brother Goodwin now makes his home in Waterville, Maine. Perry M. Klauber, 64, joined the union in 1940 in the Port of Baltimore. Born in St. George, South Carolina, he now resides in New Orleans. Brother Klauber sailed in the engine department. Magdaleno Peralta, 67, is a na­ tive of the Philippine Islands and now makes his home in Jersey City. N.J. Brother Peralta joined the SIU in 1947 in the Port of New York. The 25-year veteran sailed in the steward department. Jose Vega, 62. is a native of Yauco, Puerto Rico. He joined the SIU in the Port of New York in 1944 and sailed in the steward de­ partment. Seafarer Vega now makes his home in Santurce, P.R. Harry Herion, 65, joined the SIU in 1956 in the Port of Elberta and sailed in the deck department. He is a native of Michigan and now resides in Manitowoc, Wise. Brother Herion had been sailing for 25 years on the Great Lakes when he retired. Alfred W. Plautz, 59, was bom in Marinette, Wise, and now makes his home in Menominee, Michigan. He joined the SIU in 1960 in the Port of Buffalo and sailed in the deck department. Seafarer Plautz had been sailing on the Great Lakes for 34 vears when he retired. Henry Johnson, 72, is a native of South Carolina and now makes his home in Trenton, New Jersey. Brother Johnson joined the union in 1957 in the Port of Baltimore and sailed in the steward depart­ ment. He had been sailing for over 40 years when he retired. n11 iv ,1 Security In Unity SOLUTION TO CHESSMATE Among the first to join the SlU-pension rolls in 1973 are Brothers Manuel Santana and Walter Grosvenor —and they couldn't be happier—as they receive their first monthly pension checks from area Vice-President Earl Shepard during the February membership meeting at headquarters. February 1973 1. B-R6 Check K-Nl 2. N-B6 Check K-Rl 3. R.K8 Mate One of 13 Navy Tankers PECOS Page 23 �Jfinal Beparturesi Harold V. King, 57, passed away on January 1. Bom in Newfound­ land, he was a resident of Elmhurst, N.Y. at the time of his death. Sea­ farer King joined the SIU in 1952 in the Port of New York and sailed in the engine department. He was a Navy veteran of World War II. He was buried at Mount Pleasant Ceme­ tery in St. John's, Newfoundland. Among his survivors is his sister, Violet. SIU Pensioner Joseph Parcolla, 68, died December 16 at Long Island College Hospital after an accidental fall at his home in Brooklyn. He was a native of the Philippine Islands. Brother Parcolla joined the SIU in 1947 in the Port of New York and sailed in the steward department. He was buried at Rosehill Cemetery in Linden, N.J. Among his survivors are his uncles, Anthony and Done Gabayo of Seattle, Washington. SIU Pensioner Edward Ryan, 69, died November 7 after a long illness at Rogers City Hospital in Rogers City, Mich. Se^arer Ryan was a life­ long resident of Alpena, Mich. The Great Lakes veteran joined the union in 1948 in the Port of Detroit and sailed in the deck department. He was buried at Holy Cross Cemetery in Alpena. Among his survivors is his brother, Thomas. SIU Pensioner Nels Larson, 66, died of heart disease on December 13. A native of Sweden, he was a resident of Houston, Texas at the time of his death. Brother Larson joined the SIU in the Port of Gal­ veston in 1938 and sailed in the deck department. The 34-year veteran of the union was buried at Forest Park Cemetery in Houston. George A. Williams, 61, died of heart failure on December 29 at the USPHS hospital in San Francisco. He was a resident of that city when he died. The Brooklyn born Seafarer joined the union in the Port of New York in 1951 and sailed in the en­ gine department. Cremation took place at Fairmont Memorial Park in Fairfield, Cal. Lester J. Richard, 41, passed away on November 29 at his home in West Lake, La. He joined the SIU in 1956 in the Port of Lake Charles and sailed in the engine department. He was an Army veteran of the Korean War. Brother Richard was buried at Magnolia Cemetery in Westlake. Among his survivors is his wife, Velma. Victor T. Bonura, 49, passed away on January 16 after a long illness. He was a life-long resident of New Orleans, La. He joined the union there in 1941 and sailed in the stew­ ard department. Brother Bonura was buried at Greenwood Cemetery in New Orleans. He is survived by his wife, Maria, his son, Henry, and his daughter, Martha. SIU Pensioner Albert O. Wahlgren, 74, accidently lost his life on October 16. Bom in Brooklyn, N.Y., he was a resident of Stroudsburg, Pa. when he died. Brother Wahlgren joined the SlU-affiliate.d . Railway Marine Region in 1960 in the Port of New York. He sailed as a bridgeman. Among his survivors is his wife, Adelaide. SIU Pensioner Dolph Sihler, 66, passed away on May 10 after a long illness. A native of Oregon, he was a resident of New Orleans at the time of his death. Seafarer Sihler joined the SIU in the Port of New York in 1943 and sailed in the engine depart­ ment. He was buried at St. Bernard Memorial Gardens in Chalmette, La. SIU Pensioner Donald Moore, 54, died of pneumonia on September 2. Brother Moore was a life-long resi­ dent of Collingwood, N.J. He joined the union in 1946 in the Port of Bal­ timore and sailed in the steward de­ partment. He was buried at Calvary Cemetery in Queens, N.Y. Among his survivors is his mother, Vera. MEMBERSHIP MEETINGS' ^ SCHEDULE Port New York Philadelphia Baltimore Detroit tHouston NewOrleans Mobile San Francisco Date Mar. 5 Mar. 6 Mar. 7 Mar. 9 Mar. 12 Mar. 13 Mar. 14 Mar. 15 Deep Sea 2:30 p.m 2:30 p.m 2:30 p.m '..2:30 p.m 2:30 p.m 2:30 p.m 2:30 p.m 2:30 p.m Great Lakes Tug and Dredge Section tSault Ste. Marie Mar. 15- -7:30 Chicago .Mar. 13- -7:30 Buffalo Mar. 14- -7:30 Duluth Mar. 16—7:30 Cleveland Mar. 16—7:30 Toledo Mar. 16—7:30 Detroit Mar. 12—7:30 Milwaukee Mar. 12—7:30 Page 24 p.m. p.m. p.m. p.m. p.m. p.m. p.m. p.m. IBU — 5:00 p.m ..5:00 p.m 7:30 p.m 5:00 p.m .5:00 p.m 5:00 p.m — UIW 7:00 p.m. 7:00 p.m. 7:00 p.m. 7:00 p.m. 7:00 p.m. 7:00 p.m. Railway Marine Region Philadelphia Mar. 13—10 a.m. & 8 p.rn. Baltimore Mar. 14—10 a.m. & 8 p.m. ^Norfolk Mar. 15—10 a.m. & 8 p.m. Jersey City Mar. 12—10 a.m. & 8 p.m. t Meeting held at Galveston wharves, t Meeting held in Labor Temple, Sault Ste. Marie, Mich. * Meeting held in Labor Temple, Newport News. SIU Pensioner Yrjo Tailberg, 62, passed away on May 11 at the USPHS hospital in Seattle. A native of Finland, he was a resident of Seattle at the time of his death: Brother Tailberg joined the SIU in 1947 in the Port of New York and sailed in the deck department. Cre­ mation took place at the Booth Ashmore Crematory in Seattle. Among his survivors is his brother, Holger. SIU Pensioner Ralph C. Stansell, 67, died of heart disease on Decem­ ber 28. A native of Georgia, he was a resident of Jacksonville, Fla. at the time of his death. Brother Stansell joined the union in the Port of Balti­ more in 1946 and sailed in the engine department. He was buried at River­ side Memorial Park in Jacksonville. Among his survivors is his mother, Edith, and his brother, William. SIU Pensioner Joseph Wagner, 66, died of natural causes on Decem­ ber 13 at Mount Sinai Hospital in New York City. Bom in St. Louis, he was a resident of Elmhurst, N.Y. at the time of his death. Brother Wagner joined the SIU in 1939 in the Port of New Orleans and sailed in the deck department. Cremation took place at the Fresh Pond Crema­ tory in Middle Village, N.Y. Among his survivors is his wife, Josephine. Robert Ferguson, 53, passed away on May 6 after a short illness at the Veterans Administration Hospital in Little Rock, Arkansas. He was a life-long resident of Clarendon, Ark. Brother Ferguson joined the SIU in the Port of New Orleans in 1951 and sailed in the engine department. He was a World War II veteran of the Army Air Corps. He was buried at Shady Grove Cemetery in Claren­ don. Among his survivors is his mother, Jessie. SIU Pensioner John Zee, 65, died of heart disease on November 15. A native of Yugoslavia, he was a resi­ dent of Chicago at the time of his death. Brother Zee joined the SIU in that port in 1961 and sailed in the deck department. The Great Lakes veteran was buried at St. Mary's CeuKtery in Evergreen Park, 111. He is survived by his wife, Maria, his sons, John Jr., Daniel, and Romano, and his daughter, Theresa. John Chorbi, 63, died on Decem­ ber 9 at the USPHS hospital on Staten Island after an accidental fall at his home in Waldwick, N.J. He was a native of Czechoslovakia. Brother Chorbi joined the SIU-aflBliated Railway Marine Region in 1963 in the Port of New York. He sailed as a deck mate for the Erie-Lacka­ wanna Railroad. He was buried at George Washington Memorial Park in Waldwick. Among his survivors is his wife, Elvira, and his son, Andrew. Seafarers Log �Duluth Pensioner ||:g;i.;:raiii||^^^ fOTAt REGfSTEilEiO ? An Groups A <:aa»B TOTAti^EiS AHCi^ups A • Cla^-B All Groups ClassA C3assB ^ h Seafarer Edmund Buesing proudly displays his first monthly SIU pension check at the union hall in Duluth. Brother Buesing last sailed as a fireman aboard the Kinsman Voyager. Lingo J. RInaldl Please contact Mr. Paul Beckman at 1845 Maryland National Branch Build­ ing, 10 Light Street, Baltimore, Mary­ land 21202. Agustine Diaz Please contact your old shipmate, Manuel Church at P.O. Box 332 Waterproff, Louisiana 11375. Conrad Tylenda Please contact Mrs. B. Tylenda as soon as possible at 426 North Chest­ nut Street, Mount Carmel, Pennsylvania 17851. Chester F. Just Please contact Buckman & Associates at 1533 Franklin Street, San Francisco, California 94109. h: ^ Phil Godwin Please contact Martin Irwin at 333 N. Quinsigamond Avenue, Shrewsbury, Mass. 01545. Leon P. Dnimmond Please contact Rev. Edward H. Duerksenu, as soon as possible, at The Westside Baptist Church, P.O. Box 534, Alameda, California 94501. Know Your Rights FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes spe­ cific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treas­ urer. A quarterly finance committee of rank and file mem­ bers, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accord­ ance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively by the contracts between the Union and the shipowners. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the shipowners, notify the Seafarers Appeals Board by certified mail, return receipt requested. The proper address for this is: Earl Shepard, Chairman, Seafarers Appeals Board 275-20th Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. February 1973 CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contracts specify the wages and con­ ditions under which you work and live aboard ship. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU patrolman or other Union official, in your opinion, fails to protect your contract rights prop­ erly, contact the nearest SIU port agent. EDITORIAL POLICY—SEAFARERS LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an edi­ torial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circumstances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a re­ ceipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to headquarters. CONSTITUTIONAL RIGHTS AND OBLIGATIONS. The SIU publishes every six months in the Seafarers Log a verbatim copy of its constitution. In addition, copies are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its contents. Any time you feel any member or officer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should imme­ diately notify headquarters. EQUAL RIGHTS. All Seafarers are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no Seafarer may be discriminated against be­ cause of race, creed, color, national or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify headquarters. SEAFARERS POLITICAL ACTIVITY DONATION — SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including but not limited to furthering the political, social and economic inter­ ests of Seafarer seamen, the preservation and furthering of the American Merchant Marine with improved employment op­ portunities for seamen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All con­ tributions are voluntary. No contribution may be solicited or received because of force, job discrimination, financial re­ prisal, or threat of such conduct, or as a condition of member­ ship in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Sea­ farers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Support SPAD to protect and further your economic, political and social interests. American trade union concepts and Seafarer seamen. If at any time a Seafarer feels that any of the above rights have been violated, or that he has been denied his constitu­ tional right of access to Union records or information, be should immediately notify SIU President Paul Hall at beadquarters by certified mail, return receipt requested. Page 25 �Superstitions and the Sea custom and a far cry from its forerunner. This is the christening of a ship. According to Brasch, christen­ ing goes back to pagan days when mariners tried to get the gods' good will by buying them a drink. He also points out that some researchers believe that the superstition may date back to the days of the Vikings and certain South Sea races. When a new ship was ready to hit the water, Brasch writes, "vic­ tims were bound to rollers over which the ship was launched, and blood from the broken bodies of the sacrificed sprinkled the ship. In civilized times, bloodred wine preceded champagne as the christening beverage." Over the thousands of years and the many changes in the lives of sailors—better knowledge of the sea, safer ships—superstitions far from disappeared. In fact, they probably increased in variety. For instance. Captain Ernie Hall writes in his 1965 book "Flotsam, Jetsam and Lagan" that if a sailor met a minister on his way to a ship, it was good luck. But if the seaman "passed a minister going in the same direction, it was bad luck." Meeting a woman with an empty bucket is not con­ sidered lucky while it is good luck to meet her if her bucket is full. Death aboard ship also has its superstitions and Hall tells us that a man who was to be buried at sea had a penny or other coin put in his mouth "by his shipmates before being sewn up in his burial shroud This coin was for Old Man Charon, skipper of the unless the vessel is in strong need of a good wind. The superstition that whistling brings on the wind dates back to the days of the Norsemen who believed that if they whistled, their thunder god, Thor, would bless them with a strong wind to move their longships. In the old days of sailing it was also believed, ac­ cording to Brasch, that whistling could bring a sailor the girl of his dreams. Somehow, he says, "A man's whistle magically brought the girl to him." Not bad if you can do it. There is a legend that winds can also be bought according to a story about superstitions written to the Seafarers Log by Harold Lockhart of Saint John, New Brunswick, Canada. "The fishermen of both Ireland and Scotland still believe in the power of witches to sell winds," he tells us. The seaman is given a string with three knots and when he undoes the first knot "he is supposed to get a fine breeze" while "the second when untied provides a gale" and "the third is good for a hurricane." A superstition that holds true on land as well as on the sea is the ill luck of the number 13. There are sailors who will not start a voyage on the 13 th of the month. Brasch says the superstition is found in Norse myth­ ology in which there is a legend of 12 gods who are holding a banquet when Loki, "the spirit of strife and evil," crashes in uninvited thus raising the number to 13. "... as a result Balder, the favourite of the gods, was killed." Another source of the superstition may possibly be "And thus spake on that ancient man. The bright-eyed Mariner." When Samuel Taylor Coleridge wrote "The Rime of the Ancient Mariner", he not only knew that sea­ faring men like to spin yarns, he also realized that the sea can be a mysterious, half real, half heavenly world when you've been out on a long voyage. Often, the natural takes on an unnatural quality. But more than the tediousness and sameness that can sometimes play tricks on a man's mind, there is the overriding fact that on that seemingly endless sea and under that vast sky, a man comes closer to knowing the reality of nature than he ever does in land's con­ crete cities. Perhaps then, what the sailor calls super­ natural is only nature showing her true self to the man of the sea. Coleridge's ancient mariner was cursed for killing an albatross, that huge long-winged ocean bird who mariners believe bring good luck and a safe voyage. Some seamen feel that these birds carry the souls of drowned sailors. In his book on superstitions entitled "How Did It Begin?" and published in 1965, R. Brasch tells us: "Imagination runs high on the lonely watches at sea. We do not know who the sailor was who first began to fancy that there was something mysterious about the way the albatross clung to the company of a ship and showed such stupen­ dous power, flying long distances against the wind, apparently without ever using its wings as a means of propulsion. From his musing there sprang tiie haunting legend that the bird erabodied the soul of a drowned sailor, clinging close to his own kind. Once fliat was accepted, it was only a logical step to believe that tiie killing of an albatross was unlucky.'' Though all his fellow seamen eventually die after he kills the albatross, the ancient mariner is allowed to live. He must however suffer many hardships be­ fore he can set foot on soUd earth again. He also witnesses the awesome sight of spirits taking over the sailing jobs of his dead companions. Finally, for the rest of his life he must go about the earth telling his tale. "And till my ^lastly tale is told, This heart wifliin me bums." The superstition of the albatross is only one of many sea superstitions that sailors have believed in since the first sailor put a few logs together and ven­ tured off on the mysterious waters of the world. Uncertain of what lay ahead of them, seamen of the ancient world would try to insure that they were in the gods' good graces when they set off on a sea jour­ ney. In those times figureheads on the bows of ships were put there for a definite purpose and not just as decorative trinuning. Brasch notes that ". . . it was customary in early days to dedicate a new ship to a goddess, under whose protection she sailed. The ship carried the deity's carved image ... as an aid to find­ ing the way." Another ancient superstition is today a very staid Page 26 ferry that would safely carry the deceased across the River Styx—if paid in advance." Coins also play a part in bringing good luck to the ship and its crew. A coin is placed "on the keelson under the mast-step" to insure a safe voyage. Hall writes. "In case of shipwreck," he says, "we may assume that it didn't work." "Whistling up a storm" is a familiar saying among seafarers, and any young man getting his sea legs soon learns that he better not whistle on board ship Coleridge's "Ancient Mariner" suffers under curse after killing the albatross. the Last Supper of Christ where there were also 13 present. Some superstitions are considered lucky by the sea­ men of one country and unlucky by those of another. Harold Lockhart writes that Englishmen consider Friday an unlucky day to sail while Americans feel just the opposite since "Columbus sailed on Friday, sighted America on Friday, the pilgrim fathers landed on Friday, and Friday was the day George Washington was bom." Mr. Lockhart also gives some pointers for sea pas­ sengers "who are inclined to be superstitious." On boarding a ship, he says, it is unlucky to sneeze on the port side. Also, the passenger "should never count the crew nor knock a pail or mop overboard." He also tells us that "to point with the finger to another ship, or to have the hair cut except in a storm are all portents of misfortune." There are many other sea superstitions but it has never been concretely proved—and probably never will be—^that any of them hold water. Of course, some sailing men feel they would rather stick by the super­ stition than test its virtues. They are wary of en^ng up too quickly in Davy Jones' Locker. And well they should be, for in the beginning lines of a poem written by Mr. Lockhart, he descriptively informs us: "In Davy Jones' Locker, down beneatii the heaving wave, There are hones and skulls in plenty For ifs the sailors grave." No matter how up-to-date and safe ships and sail­ ing become, the mighty ocean will always be more powerful, and modern sailors like their ancient Greek, Phoenician and Viking predecessors, v/ill probably always be careful not to do anything that might offend the gods of the sea. Seafarers Log �• - ^• • •- " ",'*• •' ' ' '"•.•/I SEAFARERS ABOARD SHIP Hospitalization Card Seafarer's Name SlU Book No Ship — Reason for Hospitalization Hospital and Location. .Date. .Social Security No. SEAFARERS: In the event you are hospitalized, anywhere at any time, for any reason, fill In and mall this card to receive assistance and benefits through the SlU Welfare and Pension Plan. Keep this card. You may need It some day. A. A. Bernstein, Director Social Security and Welfare Services (Member Keeps This Card) ^:.r: .'V •sr' .'J iix. .--v. A' i'r. - • AA ^-'4:AV::AA •'vW^v.^A • The SIU wants Seafarers and their dependents to get serviced as quickly as possible when they have any benefit claims. In order to insure fast handling of claims, the union's Social Security and Welfare Services department is now distributing two pink cards to members aboard ship. One card, entitled "Information for SIU Dependents", is to be mailed home by all Seafarers so that dependents will have all the necessary data to-get a claim processed as quickly as possible if any problem arises while the member is away. On the card, the Seafarer is asked to put his name; the date; his book number; his current ship, and the ships he sailed aboard during the last year. The card also asks the dependent to keep this information "to insure prompt, eflicient service." Because of the nature of a seaman's work, he cannot always be home to see after the needs of his dependents. The SIU Welfare and Pension Plan helps to lighten this worry a little and the new "Information" card is just an additional aid in caring for the Seafarer's family while he is away. The second card, entitled "Seafarers Aboard Ship", is for the member himself. It is a hospitalization card and is to be sent to headquarters "in the event you are hospitalized, anywhere at any time, for any reason. ..." A Seafarer must fill in his name; the date; his book number; social security number; his ship; reason for hospitalization, and the hospital's name and location. This card will help the Seafarer receive any benefits due him. It comes already addressed and the Seafarer need only mail it. Since these cards can be a big help to both the Seafarer and his dependents when they apply for a benefit, each SIU member is urged to fill out and send the first card to his dependents and to keep the second card handy in case he is hospitalized. .;A. •v: • ":A • • AA-.A vA -•'•A'' INFORMATION FOR SIU DEPENDENTS (Mail this card home to your dependents) Seafarer's Name SIU Book No. , . Current Ship Ships during last year (for 90 day eligibility) AA:srA-:A-.iili .Date.. A'-A-M," Vy Social Security No. DEPENDENTS: The above information Is necessary to facilitate processing of benefits under the SIU Welfare and Pension Plan. Please keep this card for reference when applying for benefits, it has Information we need to Insure prompt, efficient service. Please fill this card in completely. If you need help ask your delegate. A. A. Bernstein, Director Social Security and Wel^re Services .^0 (Member Sends This Card Home) I—— February 1973 . _ Page 27 �SEAFARERS ^rsi OF ur THE int. OFFICIAL ORGAN LOG •^PAFARFRS INTERNATIONAL UNION* ATLANTIC,GULF. LAKES AND INLAND WATERS DISTRICT .AFL-CIO .w SlU Blood Bonk-A Lifesaver The tradition of brotherhood of the sea went into aetion ashore reeently for a Seafarer who was in need of blood for major surgery. AU the forces of the SlU were quick­ ly put into gear to get the six pints of blood to Brother Benjamin Huggins in New Orleans, La. Brought to the USPHS Hospital there on Oct. 30, 1972, Seafarer Huggins was suffering from a stomach disorder. He remained in the hospital for two months during which time surgery was perforthed and Brother Huggins began to regain his health. When he entered the hospital, doc­ tors hoped they could avoid surgery. As it neared Thanksgiving, however, they aw that an operation would definitely necessary. In order to perform that fiperation. six pints of blood had to be .vailable during surgery. In the United States today we are experiencing a blood shortage and New Orleans is no exception. Doctors asked Huggins if there was any way he could possibly get the blood needed-.for the operation. Huggins, who joined the union in 1955, thought of the SlU Blood Bank. Hospital officials then called the Port of New York aqd con­ tacted A1 Bernstein, Director of Wel­ fare. Immediately, Brother Bernstein had the SlU clinic send the blood with­ out delay. F„«v-«aveA-vear-old Huasins is one Forty-seven-year-old^Huggins ts one of ntatiy Seafarers can take laKC auvaniagv. WA the —--can advantage of Bank which has had nearly 9,000 pints of blood donated to it since its inception in January of 1959. However, in light of the shortage of blood all across the country. Seafarers should continue to "' U be as generous as they have been in the past with their blood donations. For example, in the Port of Frank­ fort where there was a recent blood drive for Benzie County, Mich., Sea­ farer and Mrs. Orlin Reed gave their donations to the SlU Blood Bank. For two days the Benzie County Blood Drive Committee was also al­ Bl^d Drive Contn lowed to use the union hall in down­ town Frankfort as the place where donors could contribute their blood. However, the drive fell far short of its goal of 100 pints and only 54 were re­ ceived. In a letter to the SlU, the great need for blood donations was stressed by Dr. C. J. Urner, Medical Director at the USPHS Hospital in New Orleans. He explained some of the instances where blood is required. "When a patient has to undergo an operation, as was the case with Mr. Huggins," Dr. Urner wrote, "blood has to be available before the operation begins. Depending upon the operation, several units have to be spe­ cially processed for the patient in question." . In other instances covering just a hve day period from Dec. 12. 1972 to Jan. 1, 1973, ".. . blood had to be given to a'64-year-old man with a severe nose bleed, four units were given to a 52-year-old seaman with bleeding duo­ denal ulcers, six units were adminis­ tered to a 48-year-old Seafarer with esophageal varices." Reflecting on his own hospitalization, Huggins, who is a Marine veteran of World War II, asks his fellow Seafarers, "Brothers, someday you may be in my same situation, so please donate blood to the SIU Blood Bank as this might save your life.'" f \ \' � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource February 1973 Description An account of the resource Headlines: MTD RENEWS FIGHT FOR OIL IMPORT BILL VIET CEASEFIRE REROUTES CREW MAIL PREFERENCE LAWS ABSOLUTELY NECESSARY DELAY PHS HOSPITALS TRANSFER SEAFARER IS KILLED AS SHIP HITS SPAN PETER J. BRENNAN SEC. OF LABOR REP. SULLIVAN CHAIRS HOUSE COMMITTEE CREWMEMBER AIRLIFTED OFF SIU SHIP AT SEA PRESIDENT CALLS FOR FUNDS TO MAINTAIN SHIPBUILDING W.T. STEELE OFFICERS FELLED BY FUMES ODD ELECTION GREAT LAKES SEAFARERS SAIL LONGEST SHIPPING SEASON IN THEIR HISTORY ITEMIZED MEDICAL BILLS SPEED MEDICARE PAYMENT BURKE-HARTKE BILL ATTRACTS NEW SUPPORT SEAFARER "BOUNCY" CARTER RETIRES; SURVIVED THREE WWII TORPEDO HITS IBU RETIREE SPEARS RECALLS HIS TOWBOAT DAYS ON OHIO TALLYING COMMITTEE REPORT SEAFARER HARRIS SIU'S 2,000TH ACTIVE PENSIONER AROUND THE WORLD AND BACK IN 73 DAYS SIU'S OGDEN WILLAMETTE: THE FIRST U.S. SHIP TO RUSSIA WITH WHEAT AND BACK SINCE '66 ENERGY CRISIS--A TIME TO ACT WORDS TO REMEMBER COPTER RESCUES SIX OFF BARGE ADRIFT IN STORM USS THORN SHIPMATES ARE SOUGHT FOR REUNION IN APRIL LUNDEBERG HIGH SCHOOLPROGRAM AVAILABLE TO ALL SEAFARERS JACK OF ALL TRADES STEWARD SAVES SHIPMATE THE RUSSIANS OF NOVOROSSIYSK SUPERSTITIONS AND THE SEA SIU BLOOD BANK - A LIFESAVER 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 2/1/1973 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. XXXV, No. 2 1973 Periodicals Seafarers Log