Seafarers Log: Vol. 35 No. 2 (1973-02-01)

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Official organ of the SEAFARERS INTERNATIONAL UNION-Atlantic, Golf, Lakes and Inland mtersDirtrict-AFL-CIO

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SEAFARERS
LOG Vol. XXXY. No. 2 February 1973

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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 well-
being.

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 two-
thirds 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.

Page 2 Seafarers Log

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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-con-
tracted 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.

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 878-
foot 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 Cen-
terville, 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.

Delay PHS

Hospitals
Transfer

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.

February 1973 Pages



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.

* * *

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".

* * *

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.

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. La-
torre; R. Bosco; F. Resto; E. W. Walton; W. Gorman; J. Kramer; C. Kelly,
and P. Salowsky.

Page 4

Crewmember Airlifted
Off SlU Ship at Sea

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.

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."

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

WHITE
Puzzle Solution on Pane 23

Seafarers Log



Fiscal 1974 Budget

I*

f

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.

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 SIU-
contracted 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.

Odd Election
In Jetmorc, Kansas, Galen Rass-

mussen, 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.

it

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.

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 ice-
locked 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.

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.

• 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 ship-
cracking 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

STONEWALL JACKSON (Waterman)—^Awaiting payoff in Port Newark after a-
good 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.

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.

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

u, nity

Page 6 Seafarers Log



ft

I,

u

Itemized Medical Bills
Speed Medicare Payment

SlU Ship's Committees

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-to-
you' 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

I New Support
If; A slightly modified version of the

Burke-Hartice Foreign Trade and In-
Iji vestment Act has been introduced in
Vp 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
bill will sail. And we do not care
whose name is on it. We are convinced
it will pass this session as our package,
or piece-by-piece over the names of
many of our most illustrious col­
leagues."

The newly introduced bill contains
eight segments, any of which can be
acted on separately. They are:
• Taxation of foreign investment

and profits of U.S. companies exactly
as they would be taxed at home;

• Establishment of a Foreign Trade
Investment Commission to administer
the act, eliminating the present U.S.
Tariff Commission;
• Using 1966-69 as a base to es­

tablish "market shares" for imports;
• Greatly strengthening anti-dump­

ing and counter-vailing duty laws;
• Establishing authority to allow

quotas plus "adjustment assistance" to
workers and companies adversely af­
fected by imports;

• Authorization to the President to
regulate foreign investment wherever
employment in the U.S. is adversely
affected;

• Requiring regular reports from
agencies affected on the employment
situation and clear labeling of the
origin of imports;

• Requiring invoices at time of sale
to show statistical compilation of im­
ports as already is done by U.S.
Customs.

In announcing re-introduction of
their bill Hartke and Burke declared
that "more than 1,000,000 American
jobs had been lost in 1972 alone as a
direct result of the import explosion."

In general, their bill would require
imports to halt on any commodity
where they reached beyond a per­
centage of American goods manufac­
tured in the United States.

February 1973

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.

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

Seafarer Elmer Carter, who recently
retired after sailing with the SIU since it
started, was not nicknamed "Bouncy"
for a frivolous reason. During World
War II he three times escaped without
serious injury from ships that were tor­
pedoed. Two of the ships sunk and 45
of his fellow seamen lost their lives
while Carter spent nearly 18 days on
the open sea before rescue came.

Brother Carter began sailing in 1936
at the age of 17. He shipped aboard the
Chilore out of the Port of Baltimore, but
his initial voyage was abruptly ended by
the strike of '36.

He banded together with other strik­
ing seamen and faithfully walked the
picket lines for 64 days until the strike
was settled. Brother Carter continued to
be a fighter for better working condi­
tions for Seafarers just as, during the
war, he fought for his own life and the
lives of the men around him.

When the United States was plunged
into war in 1941, Seafarer Carter was
serving aboard the Robin Hood on a
voyage to South Africa where she dis­
charged her cargo and took on a full
load before heading home. As the un­
armed freightship steered a zigzag
course through the dangerous waters off
Cape Sable, Nova Scotia, she was sud­
denly attacked and sunk by a German
U-Boat. The lives of 14 crewmembers
were lost.

Seafarer Carter and his surviving
shipmates floated helplessly in a liferaft
for 8 days and 14 hours before being
rescued from the choppy Atlantic
waters by the destroyer, USS Greer.
"During this time," said Brother Carter,
"we never once gave up hope for rescue
—if we had, we were lost. We kept our
minds off our predicament by talking of
more pleasant things, and praying.

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 crew-
members 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 SI U Benefits

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.

I DISAeiHTY I'eNSION: ' ' '
i KUGIBIHTY - Biiac a>atimr rfquinmCnt {sec page 1): 12 years of BPafime {4,380 days), must |>e pcrniiitt'i :
k eijilv arid rmr^t submit a Clinical Rctord stating, "INot Fit For Duly Permanently," with ainiilar
f 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', ' Doctor's addiw ^

i . ' ' , . ^ , i' ,Zto tarda -—i„f

Disability 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) 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.

(4) Certificate of Social Insurance Award verifying that member was
granted disability benefits under Social Security Administration.

^ 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 out-

patient 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.

Hy , ........J — .-J.
ttaft or Union 8«pt«emBth» ! SignatufBOt Aoallcani ,,

Sickness and Accident Benefits
(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) Medical Abstract indicating that all return appointments were kept.
(3) S&A Assignment, if applicable.
(4) Letter from attorney recognizing our Assignment.
( 5) Denial of Maintenance and Cure on company letterhead, if applicable.

OEATH;

filed within une year fr<im date of death.

Applicant's ralfltioiwhip '' ' ? I
f nwreasBrt . ' ̂ . to Decease . ' IL - '' ' ~

I Api!lfEant™„„ ' 1., • \

Death
(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 death.

(2) Certified Death Certificate or certified copy of Ship's Log in cases where
employees are lost at sea.

(3) Proof of relationship of beneficiary to the deceased.
(4) Itemized funeral bill indicating whether paid or not and name and ad­

dress of payee, if applicable.

Page 8

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.

Iv^arifiiKlByU
:, Hanqr U«ionB*Pr*W>MtivB

> " 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.

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 .

Patient's Namely
Date of
Birth

fteiationjhip to Employae

.. • Arirfrass -K.' . _rZip Code.

injuredi didaixidentibcw d- Emertenoy Traatt)««m Yes t 1 < t v

:#Ju)spitalited,-^me of hospital

Address of hospital. zip Code.

I..OetesVouvititiid petierit in bospiiel;.

V, Charge pef.vitit.L

•Date ^ D"*" Oiichargpd.,...., ' Dates yOU vhiti

i ... n' .-.ii,...!?— Chargi_

State your comptme diagriosisic-™-. -.sC——X.;; 1-——.A;

^ X- ' (Please attach your bill to this form and indicate'tf paW ^

i ^ , Signature of Attending PhysietBn_J—

If siirjvrv riaffnrmfid. olve date and oartieutflrs . ' x - ^-^ K If surgeiv performed, ghr , ,,,

™.X——. —- '" J 1, .
If nnt nHrUumed lr> homital ttfhawt nerformed , ! ..i ' '' fir,., r I.,'"., i„.., / ' « not perfomfed in hospUal. wham performed,,, : ^ — --
(Pleew ettach your bill to this form ana indipato if paid), , , "

- Sltinatur« Of Attending Surgeon —n.
\?.r:' .VY. ' •

Hospital Claims
(1) 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.

(2 ) Itemized hospital bill including ID Number of hospital.
(3) Surgical Bill including ID Number or Social Security Number of Sur­

geon.
(4) Doctors Bill including ID Number or Social Security Number of Doctor.
(5) Medicare Statement, where applicable to correspond with bill(s) sub­

mitted.
(6) Marriage Certificate, if one had not previously been forwarded.
(7) Bi rth Certificate of dependent if one had not been previously forwarded.
(8) Income Tax return if dependent is adopted, or is a foster or step child.

Member's Required
Documentation

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

vj

m



45 Years on the River

L'-l!'

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
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

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
Redmond Ridge, called the SIUNA-af­
filiated Boatmen's Union a "good
union." He expressed his pleasure over
the union's Pension Plan and added that
the union had "bettered conditions" on
the river.

Today, living in retirement near the
banks of the Qhio, Brother Spears can
see the riverboats and barges glide by
and dream of his 45 years on the Ohio.
And with his union pension, he can
treasure these memories with a feeling
of security.

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

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 six-

man 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.

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.

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,

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

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.

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:

NUMBER OF
NUMBER OF SAMPLE

PORT BALLOTS BALLOTS

Baltimore 100 10
Boston 20 10
Detroit 30 10
Houston 100 10
Jacksonville 50 10
Mobile 100 10
New Orleans 100 10
New York 200 10
Norfolk 150 10
Philadelphia 150 10
Piney Point 200 10
Port Arthur 100 10
Puerto Rico 150 10
San Francisco 250 10
Seattle 200 10
Tampa 50 10
Wilmington 100 10
Yokohama 100 ' 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:

BALLOTS BALLOTS
PORT ISSUED PORT ISSUED

Baltimore 1 Philadelphia .... 7
Boston 0 Piney Point 0
Detroit 0 Port Arthur 0
Houston 14 Puerto Rico 2
Jacksonville .... 13 San Francisco .. 12
Mobile 8 Seattle 4
New Orleans ... 14 Tampa 1
New York 38 Wilmington 1
Norfolk 0 Yokohama 0

Continued on Next Page

Page 10 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

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.

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.

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.

1972 BOSUN RECERTIFICATION PROGRAM

APPENDIX "A"

December 29, 1972

As referred to in our Report the following are our findings
of valid votes cast:

SEE APPENDIX «A"

NAME BOOK NO. VOTES

1. Chester L. Anderson A-465 22
2. George H. Atcherson A-551 9
3. Nicholas Bechlivanis B-39 19
4. David Berger B-22 33
5. Jan Beye B-93 11
6. Mack D. Brendle B-869 21
7. George Burke B-168 21
8. William Burke B-586 27
9. Joseph Busalacki .*... B-639 25

10. Daniel Butts B-628 41
11. •Hurmon Burnell Butts ... B-385 94
12. "^Richard A. Christenberry ... C-105;s; 49
13. Charles D'Amico D-676 23
14. Robert Dillon D-88 19
15. *James B. Dixon D-16 95
16. Fred Domey D-691 8
17. Thomas D, Foster F-11 35
18. •Carl Francun F-194 42
19. William Funk F-289 41
20. Vincent Grima G-825 4
21. Walter Gustavson G-36 41
22. Burt T. Hanback H-766 10
23. Lee J. Harvey H-400 29
24. Thomas Heggarty H-78 14
25. Orlando Hernandez H-838 26
26. Donald Hicks H-694 27
27. Charles Hill H-573 22

23
29. Chester lannoli 1-7 34
30. •Sven E. Jansson J-70 78

NAME BOOK NO. VOTES

31. Frederick Johnson J-44 37
32. Woodrow Johnson J-168 18
33. Leyal E. Joseph . J-316 21
34. Jack D. Kennedy . .. K-228 38
35. Vincent S. Kuhl , , . K-273 15
36. Ame Larsen , , , L-121 25
37. Waller LeClair L-636 37
38. •Jacob Levin , .. L-462 60
39. Constantinos Magoulas ; .. ... M-1355 16
40. Melville McKinney, Jr , , M-428 14

41. Stephen Mosakowski . , M-543 26
42. Ervin Moyd . , . M-150 22
43. William Morris . . , M-722 40
44. William M. O'Connor , ,, 0-126 29
45. Anthony Palino . .. P-90 24
46. Leo Paradise P-270 26
47. Uuno Paulson . , . P-35 31
48. •Ewin Rihn R-99 55
49. Anthony Sakellis S-1054 23
50. Anthony Skillman . , . S-54 16
51. Jim L. Spencer . .. S-474 23
52. John B. Swiderski S-258 20
53. Thomas Trainor ... T-230 22
54. Juan Vega V-46 40
55. John Walken . . . W-529 16
56. Malcolm B. Woods , , . W-49 27
57. John Worley W-254 29
58. Luke Wymbs . . , W-560 9
59. Thomas Yablonsky .. , Y-61 19
60. Roberto Zaragoza ... Z-8 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

February 1973, 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.

Page 12

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

HP*"



• .•*
Missouri Returns to Baltimore -iv

1^

Around the World and Back in 73 Days

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

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 an-
other full load of grain.

The SlU-contracted Missouri rides high at anchor in the Port of Baltimore after
completing a 73-day voyage around the world.

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.

February 1973

Baltimore Patrolman Paul Gonsorchik (left) straightens out some overtime beefs
with Seafarers Hulon Ware, B. D. Bums, Victor Burnell and Sylvester Monardo.

Page 13



vj

::pS|gP::|g5^ SIU^ dgc^VWHameffe: T^
In December of 1972, the SlU-manned Og-

den 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 stew-
ward 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 dtir-
ing 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.

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

• M

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
FORLKCK
OF FUEL

AHY
tOYfM
U,s.^

^v., - .>•;>;v':ii-.'\-^v...-. l 11 •.'•:.r-;f^Allv.-i vt Vi •: f:,i',

" .

Heroic Rescue
A

l,.....::;\:P^S. [• .»• . >• )•.! .K ••.

• *u^ <;TTT who were so
I wooM lite f^J;=f4"£and was lost at sea ttytag

r-u"e rrtoa. a si„« ^
JrU."sK ̂hoVlped. 1 do rea.ea.ber Jo a
Fay who was SO very kind.

\
• 1:^

i

, who was ^ ̂ who helped me at
Again, I just want to thank

that difficult time. ]Virs. Louise Arthur
Hamden, Connecticut

^ ̂ A "I
Enerqy Crisis--A Time to c (^eip

^ ^ .a.., of naval operations, tested ^ „„.„.,v t had need of two pints of bl»d f<

.Hedaiiynew^te^^^^^^^

about for a long, longrts.
!!;Ser°badt dose 18 of its schools

'"^WcWrKafsardosid 30 schools.

^td^rCS appear^^ bdo.
Ss?rra» and reiterated that

Recently I had need of two 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 Navy — St'-fa
„„ the oil 'trrCurVof ourottsup-
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

g-Ssecu^ .aklng

aaers.:p.u3-S-'Md
balance of maritime-in
:Smijtwhh1,uipmen. manufacturers,

aboard ships. before the energy

„£siorsrteP-t'--°'"'^
is further threatened.

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 Pre-
eomplmnedtotheO ere

Sfg:iC?0»40 percent .ess fuel than

diey '<«"®'\,^J'i'en®holding heafmgs, in-
Congress has b ean tell

vestigaung *0 =0=8* investigation wtll
the Congress what ^t
.eveal: Th'ts "atton „eed of im-
ean produce an liquefied gas-
ported fuels such presents

,„re«"p=='^*
""A ;:a?1go. Admiral Elmo Zumwalt,

U.S.-FI«g Ships Ignored
_ Uaiii HaU's article «

I read with great interest SS own

_ •ffpi_-«Att:-Itlfl.:

vl

Mias any«.»""e -

ML'^:: ."•• '-a";'; I. n-;«W i
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

I was very surprised and S' ,

late Christmas shoppy
Thenks a utdhon.

;^o, Admiral Elmo Zumwau,

Words to Remember
^ to our Commander-in-Chief at

, ., that the ... ond Bless Ai

^ h '

Pebruory W73

It was with joy ate Aante^Ning
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

to our Commander-In-^ief a^ J?
rn for this day. God Bless Am^nca.

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 Amer-
fe^^i'^pU^omaa^riacc ate for what

Executive Board
Paul Hall, president

U c.».t. v.c.w.u« B^afvn, N Y. bj

lS.™«o"aTun.oe, -
m:SbU.g.,AS^CK.,^ Secote c,.W|

you have done. c»nti-
Seafarers everywhere echo these senU

ments.
Seafarers Log

Page 16



20-Foot Lake Superior Waves

Copter Rescues Six Off Barge Adrift in Storm

!

I:

/'

c

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. Net-
tleton 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 Es-
canaba Towing Company. Carrying a
cargo of 475,000 bushels of wheat, she
was being towed from the Port of Du-
luth, 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 Nettle-
ton.

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

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
Sii

LIFEBOAT

February 22

X

Mareh 22

X

April 5

X

April 19

X

May 3

X

ABLE SEAMAN . X X X

QUARTERMASTER X X X

FWT X X X

OILER X X X

REEFER X X X

ELECTRICIAN X 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

STEWARD X X X X 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.

Wbaf They're Saying

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.

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

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.

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

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

I am interested in furthering my education, and I would like more informa­
tion on th^Lundeberg High School Program.

Name- -Book No.,

Address-
(Street)

Last grade completed

(City or Town)

-Last year attended

(Zip)

Complete this form, and mail to: Miss Margaret Stevenson
Director of Academic Education
Harry Lundeberg School
Piney Point, Maryland 20674

Page 18

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



If '•

Honor Roll
of SlU Upgraders

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.... Lifeboat Endorsement: Yes.... No. .. .

Record of Seatimc: Dale of
Ship Rating Held 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
v_

Meetings
J

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. Ger-
gory; 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. Willing-
ham. Everything ruiming smoothly. Next
port Durban, S. A.

C.S. NORFOLK (Cities Service), Jan­
uary 11 — Chairman William James
Beatty; Deck Delegate John J. McDer-
mott. 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.

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.

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.

OVERSEAS JOYCE (Maritime Over­
seas), December 10—Chairman Bobbie
G. Williams; Secretary Francis E. Bur-
ley; 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.

TRANSONEIDA (Seatrain), January
7—Chairman L. Fitton; Secretary S.
Rothschild; Engine Delegate Edward
Eyra; Steward Delegate Hendrick Ya-
koski. Everything is running smoothly.

Page 20

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. Jans-
son. 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. Shavey-
felt; 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.

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 Gord-
ner for keeping messroom clean.

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 24-
Chairman C. F. Boyle; Secretary E. Car-
michael; Educational Director H. Jones.
Everything running smoothly. Vote of
thanks to the steward department.

SL 180 (Sea-Land), December 24-

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.

Chairman C. F. Boyle; Secretary F. Car-
michael; Educational Director H. Jones.
Everything running smoothly.

SL 180 (Sea-Land), December 31—
Chairman C. F. Boyle; Secretary F. Car-
michael; 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.

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.

TRANSINDIANA (Hudson Water­
ways), January 7—Chairman A. Hanst-
vedt; 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-char-
tered 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

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.

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-all-
trades' 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 know-
how 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.

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. Rud-
nicki; 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. Rud-
nicki; 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.

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.

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.

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.

TRANSCOLUMBIA (Hudson Water­
ways), January 7—Chairman A. Otrem-
ba; 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.

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. Calo-
geros; 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.

ERNA ELIZABETH (Albatross Tank­
er), January 14—Chairman W. N. Ger-
gory; Secretary S. J. Davis. $8.50 in
ship's fund. Some disputed OT in deck
and engine departments. Everything run­
ning 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.

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.

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.

February 1973 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 half-
hour 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 Novoros-
siyskis 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

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

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.

\y/

Seafarers Welfare, Pension, and Vacation Plans Cash Benefits Paid
January 1-31,1973

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

Number Amount
YEAR YEAR

MONTH TO DATE MONTH TO DATE

11 27 $ 25,565.43 $ 70,157.53
459 871 459.00 871.00
505 1,012 1,515.00 3,036.00
30 50 3,416.47 5,706.27
6 9 146.50 552.50

9,912 17,119 79,296.00 136,952.00
1 2 291.75 416.75

171 402 4,193.20 8,884.51
2 3 293.80 316.80

376 789 73,567.31 149,213.19
63 155 1,870.31 4,212.76

121 260 16,175.00 32,650.50
32 51 8,084.85 11,984.85
6 10 361.00 714.00

108 294 3,211.41 6,740.35

8 14 24,000.00 42,000.00
123 247 23,418.03 41,963.01
133 277 5,150.96 9,345.30
11 29 2,060.00 4,537.50
80 146 1,397.27 2,693.84

1 — 82.50
5 7 792.44 947.44

1,340 2,094 13,400.00 20,940.00
— 1 — 350.00
19 2,787 906.10 17,166.50
8 19 3,029.80 7,719.29

13,530 26,676 292,601.63 580,154.39
19 4,034 11,511.50 955,760.00

1,658 3,162 947,732.44 1,581,388.55
15,207 33,872 1,251,845.57 3,117,302.94

Page 22 Seafarers Log

s fit-- • •



>•
P'J'

n
11

iv

,1

New SlU Pensioners
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.

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.

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.

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.

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.

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.

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,

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.

Benjamin Franklin Mezger, 63,
is a life-long resident of Magnolia.
New Jersey. He joined the SlU-
affiliated Railway Marine Region
in 1960 in the Port of Philadelphia.
Brother Mezger sailed as a deck­
hand for the Reading Railroad.

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.

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.

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.

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.

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.

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. -

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.

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.

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.

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

ecurity S
In
Unity

SOLUTION TO
CHESSMATE

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 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.

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.

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 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 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 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.

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.

SIU Pensioner Albert O. Wahl-
gren, 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 bridge-
man. Among his survivors is his wife,
Adelaide.

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

IBU Port Date Deep Sea
New York Mar. 5 2:30 p.m — 7
Philadelphia Mar. 6 2:30 p.m 5:00 p.m 7
Baltimore Mar. 7 2:30 p.m ..5:00 p.m 7
Detroit Mar. 9 '..2:30 p.m 7:30 p.m
tHouston Mar. 12 2:30 p.m 5:00 p.m 7
NewOrleans Mar. 13 2:30 p.m .5:00 p.m 7
Mobile Mar. 14 2:30 p.m 5:00 p.m 7
San Francisco Mar. 15 2:30 p.m —

UIW
:00 p.m.
:00 p.m.
:00 p.m.

:00 p.m.
:00 p.m.
:00 p.m.

Great Lakes Tug and Dredge Section
tSault Ste. Marie Mar. 15-
Chicago .Mar.
Buffalo Mar.
Duluth Mar.
Cleveland Mar.
Toledo Mar.
Detroit Mar.
Milwaukee Mar.

13-
14-

-7:30 p.m.
-7:30 p.m.
-7:30 p.m.

16—7:30 p.m.
16—7:30 p.m.
16—7:30 p.m.
12—7:30 p.m.
12—7:30 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 Ash-
more 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-aflBli-
ated 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.

Page 24 Seafarers Log



h

h: ^

Duluth Pensioner
||:g;i.;:raiii||^^^

fOTAt REGfSTEilEiO TOTAti^EiS
? An Groups

A <:aa»B
AHCi^ups

A • Cla^-B
All Groups

ClassA C3assB ^

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 Water-
proff, 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.

Phil Godwin
Please contact Martin Irwin at 333

N. Quinsigamond Avenue, Shrewsbury,
Mass. 01545.

Leon P. Dnimmond
Please contact Rev. Edward H. Duerk-

senu, as soon as possible, at The West-
side 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.

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.

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.

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.

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.

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.

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:

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.

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.

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

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 bead-
quarters by certified mail, return receipt requested.

February 1973 Page 25



Superstitions

and the Sea

"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 era-
bodied 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

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, blood-
red 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

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 if s 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.

Page 26 Seafarers Log



' ' '"•.•/I • •- """,'*• •'•• ••• - ^ •• SEAFARERS ABOARD SHIP
Hospitalization Card

Seafarer's Name
SlU Book No
Ship —
Reason for Hospitalization
Hospital and Location.

.Social Security No.
.Date.

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)

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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.

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)

.Date..
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.

(Member Sends This Card Home)

A. A. Bernstein, Director
Social Security and Wel^re Services

.^0

A'-A-M," Vy

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AA:srA-:A-.iili

I—— . _

February 1973 Page 27



SEAFARERS LOG
OFFICIAL ORGAN OF THE

•^PAFARFRS INTERNATIONAL UNION* ATLANTIC,GULF. LAKES AND INLAND WATERS DISTRICT .AFL-CIO
^rsi ur int. .w

SlU Blood Bonk-A Lifesaver
F„«v-«aveA-vear-old Huasins is one be as generous as they have been in the Bl^d Drive Contn

The tradition of brotherhood of the Forty-seven-year-old^Huggins ts one
sea went into aetion ashore reeently for of ntatiy Seafarers
a Seafarer who was in need of blood for can take advantage of the
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.

can laKC auvaniagv. WA —---
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

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

"' U

Blood Drive Committee was also al­
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 ques-
tion." .

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.'"

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