Western Giant of 1938

BY THE ETERNAL, 0WE WANT NEITHER /FASCISM NOR /

COMMUNISM, HERE! '

The Master~Mate and PilotOfficial Journlll of tho National Organiration of Marlon, Matos lind Pilots of America. Published on tho 15th of o4ch

month at 810·16 Rhode bland Avo., N. E., Wa~hin9ton, D. C.

Vol. I DECEMBER, 1938 No.8

Maritime Commission Makes Big StridesIn Building American Merchant MarineSixty-One Ships Awarded in Last Twelve Months and More Are Being Planned-Object

Is to Have Them Privately Owned and Operated, Insofar as Practicable

W ITHIN the last 12 months, the United StatesMaritime Commi~sion has awarded 61 ships

to American shipyarcl>,~~; or 30 more than the totalbuilt in the eight yeaj-. prior to 1936 that the Mer­chant Marine Act of 1928 was on the statute hooks.

Some of the ships contracted for include:1-21 knot, 1,200 passenger ship for U. S. Lines'

trans-Atlantic service, for which the nameAmerica has recently been selected.

4-16'12 knot cargo ships for the Export Lines'Mediterranean service.

10-16112 Imot cargo ships of the C-3 type.20-15'12 Imot cargo ships of the C-2 type.12-16112 knot tankers for the Standard Oil Com-

pany of New Jersey of which two have beensold to the U. S. Navy and two to the KeystoneTank Ship Corporation of Philadelphia.

In addition to these vessels, bids have been re­ceived and the Mississippi Shipping Company andthe Commission are considering the award of con­tracts for the construction of three combinationpassenger and cargo vessels of approximately 16%knots sea speed for the South American service fromthe Gulf, according to M. L. Wilcox, director, opera­tions and traffic, U. S. Maritime Commission.

Plans have been completed for a ship somewhatsimilar to the C-3 type but with accomodations forabout 60 passengers. These vessels are about 16%­knot speed. Bids have been received for the con­struction of ~hese vessels but no award has yet beenmade pending further studies by the Commission.

Plans are on the drafting boards for three 23-knotships of about 35,000 tons displacement with ac­commodations for 800 passengers, to be operatedin the trans-Pacific service, Likewise plans for cargoships somewhat smaller than the C-2 type, and tobe known as the C-1 type, are being developed.These ships will be ahout 7,000 tons total dead­weight with a speed of approximately 14 knotsand will be suitable for some of our foreign tradeswhere the faster 15th-knot ships with the largerdeadweight and cubic cannot be used economically.

Not only are ships being built to supplement the

American Merchant Marine but definite progressis being made in the improvement of the efficiencyof the personnel to man the ships. The steamerEdgemom' is being converted into a schoolship righthere in the Port of Baltimore. The sailing vesselsTusitala and Joseph Conrad are now being used fortraining. Hoffman Island has been rehabilitatedand men are already in training there. The Com­mission is arranging for training stations at otherplaces.

A system for obtaining and training cadet officersand cadets for both the deck and engine departmentsis being developed. A training course for officersis soon to be available. The Commission is thusbuilding men as well as ships in order to carry for­ward the merchant marine program.

There are 13 lines subsidized by the Government.These are as follows:United States Lines-from the North Atlantic ports

to Europe.American Export Lines-from the North Atlantic

to the Mediterranean.American Scantic Line-from North Atlantic ports

to Scandinavian and Baltic ports.American Republics Line-from North Atlantic

ports to the East Coast of South America.Seas Shipping Co.-from U. S. Atlantic ports to­

South Africa.South Atlantic Steamship Co.-from South Atlantic

ports to Europe.The Grace Line-from North Atlantic ports to the

West Coast of South America.The New York & Cuba Mail Steamship Co.-from

New York to Cuba and Mexico.Lykes Bros.-from the Gulf to Europe and to the

Far East, although this latter service has beencurtailed recently due to conditions in the Orient.

The Mississippi Shipping Co.-from the Gulf to theEast Coast of South America.

The American President Lines-trans-Pacific serv­ice and Round-the-World service.

Matson Line-from the West Coast to Australia.P.A.B. Line-from the West Coast of the United

States to the East Coast of South America.

There are a total of 143 ship under subsidy andthe annual subsidy payments amount to approxi­mately $13,000,000. The construction subsidy onthe 47 ships above mentioned will run to severalmillion dollars. .

In a recent talk at the Traffic Club of Baltimore,Mr. Wilcox explained many aspects of the Commis­sion's program. He said, in part:

"At a recent meeting of prominent steamshippeople, the Maritime Commission was criticized forsome of its activities, with the statement that weare headed for Government ownership and opera­tion. The Merchant Marine Act of 1936, whichcreated the Maritime Commission, states in itsdeclaration of policy that the United States shallhave a merchant marine sufficient to carry a sub­stantial portion of its waterborne export and importforeign commerce and that this merchant marineshall be owned and operated nnder the United Statesflag by citizens of the United States insofar as maybe practicable. This means private ownership andoperation and only as a last resort can the Commis­sion go to any other basis. Let's take some specificexamples to see what is happening and why.

uThere has been a lot said, printed and read withrespect to the Dollar Line. This story can be sum­marized in a very few WOl·ds. The company wasin an insolvent and defunct pORition with only twoof its ships running in services which normally re­quire 12 ships. Efforts have been made by the Com­mission continuously since its inception to find away to keep this line alive. Plans were made, studiedand tried with varying degrees of success. It waslike a patient on an operating table with an infectedleg. First you cut off the toe and the infectionstill spreads. Then you cut off the foot and theinfection still spreads. Then you cut off the legat the knee and the infection still spreads. Finallythere is only one thing to do in order to save thepatient's life and that is to amputate the entire leg.

"This may sonnd like an Aeso!, fable, but it isapproximately the condition which confronted theCommission in September when they took the dras­tic step of acquiring 90 per cent of the stock of theline in order to avoid the complete and final demiseof the patient. Today, seven ships of the line arein operation, a definite schedule has been prepared,calling for the operation of the balance of the fleetrequired to maintain service and we can look for­ward to a continuation of this important Americansteamship line. All that we can say fnrther in thisrespect is that if the Commission had not intercededand taken the drastic step we would have no serviceunder the American flag from the Pacific to theOrient.

"Now lees take the South American situation.This trade was served by passenger ships of twolines, one a British line giving a fortnightly serviceand the other an American line giving a similarservice. There are any number of foreign flagfreight ships in the trade but only one Americanflag cargo service and this one operated by the Com­mission through managing agents. We wanted to

121

accomplish two things; (1) to improve the passen­ger service and (2) to get out of the cargo businessas a Government operation. There was absolutelyno hope of getting new ships for the passengerservice under private ownership so the Commissionacqnired three ships which could be adapted to thetrade, reconditioned them and placed them in thehands of private operators. The cargo line whichwas run by the Commission was joined together withthe passenger line and that now is under privateoperation with Government subsidy as permittedunder the Merchant Marine Act. The Governmentactually owns the three passenger ships in thistrade and four of the six cargo vessels that areoperated in the service. The ships which we ownare chartered to the operator and are subsidized.Thus, we have in this trade a combination of Govern8ment ownership and private operation.

"Our European competitors whose interests ex­tend beyond normal economic and commercial aC8tivities are getting such a strong foothold in thecountries of South America that it is vitally im­portant to the United States to take steps to protectour interest in the South American countries. Onetangible step that can be talr m in the protection ofthese interests is the devel;~:ment of proper com8munication and transportation systems. There wasabsolutely no hope of establishing the proper trans­portation system without Government ownershipand here again, and only as a last resort, did theCommission step in, acquire ships and place themunder charter and subsidy to private operators.This new service is something of which we are allproud and we take a back seat for no one in anyrespect in connection with this service.

HHere is another illustration, a little closer tohome. When the Baltimore Mail Line found itnecessary to terminate its trans-Atlantic services bo.cause we could not legally give them any greateraid, the Commission did the best thing it could tokeep the Port of Baltimore open for American flagtonnage in this important trade. We rearrangedthe schednles of the Government-owned and op­erated lines so that Baltimore still has its weeldyservice to London, Hamburg and fortnightly toBremen, its fortnightly service to Havre and itsfortnightly service to Manchester, Liverpool andother West U. K. ports. We appreciate the factthat a 10-knot service does not take the place of a16-knot service, but we repeat that the Commissionis the organization that placed American flag ship~

ping at your disposal after the privately owned andoperated line was no longer able to continue. Someof these new freighters that we were talking aboutearlier are ear-marked for service from the Bayports, and we sincerely hope that they will be pri~'vately owned and privately operated.

"Government ownership and operation is the lastthing that I personally want to see but if we analyzethe picture very carefully, I believe that we aregoing to find some Government ownership and pri·vate operation necessary and in remote cases, per·haps Government ownership and some form ofGovernment operation."

THE MASTER, MATE AND PILO

A. F. of L. President Decries Snppression of Trade Unions and Other MinOl'ities andAtrocities Perpetrated by Hiller Regime on Jews and Catholics

William Green Appeals to American LaborTo UniteinBoycottingGermanMadeGoods

IN AN appeal to all affiliated organizations,William Green, president of the American Fed­

eration of Labor, has called on American workingmen and women to boycott German goods and Ger­man service in protest of persecution of Jewish peo­ple and Catholics, trade unions and other minoritiesin Germany. President Green asks that Americanlabor "supplement protest with action." His appeal,under date of November 18, 1938, follows:

"Press dispatches from abroad reaching us eachday show that persecution of Jewish people andCatholics, trade unions and other minorities in Ger­many has been renewed with a ferocity which recog­nizes no limitations. The details of it all are shock­ing to our sensibilities. They inspire within allliberty loving people a feeling of righteous indigna­tion. In many respects the atrocities perpetratedupon helpless Jewish people residing in Germanyhave been unparalleled during any period in all theworld's history. The persecution of the Catholichierarchy and the followers of the Catholic religionin Germany is vicious, indefensible and shocldng.

"We, living ·here in America, breathing the airof freedom, respecting the rights of all classes ofpeople regardless of creed, color or nationality,cannot comprehend the savage instincts which moti­vate the action taken in Germany against the Jewishrace. Here is presented to the world an exhibitionof intolerance, racial hatred and human torturenever before por"lTayed even by heartless barbariansduring the darkest period of the world's darkestage. Such a campaign of destruction can only beclassified as befitting a day and an age far remotefrom human civilization. It is a campaign of horror,persecution, terror, racial hate and destruction ofhuman life.

"We protest these brutual iniquities perpetratedupon a helpless race. We call upon the men andwomen of labor in America with all their friends,to assist in the mobilization of the moral strengthof the world in opposition to the indefensible andinhuman policy pursued by the German government.Because the masses of the people cherish fondly ourcommon heritage of religious freedom, liberty andthe protection of life and property, we can under­stand what these priceless blessings mean to thecommon people in other nations throughout theworld. By contrast and comparison we know howthe destruction of these vital principles affects the

DHEMBER, 1938

life and happiness of helpless minorities in Euro­pean countries.

"Labor cannot remain silent or passive. It mustmeet the situation which has arisen in Germany ina strong and effective way. We possess the powerto do so. We must make our resentment known, notonly through the submission of individual and col­lective protests, but also in a vital and striking way.It is not enough to pr.otest. We must supplementprotest with action.

HHaving this in mind, I am calling- upon the menand women of labor in a way I have never calledupon you before, to boycott German goods and Ger­man service. Let such action speak louder thanwords. Refuse to buy German goods or to useGerman service until the persecution of Jewishpeople in Germany and the interference with theexercise of the right of religious freedom are tel'mi­nated and they are accorded their rights as humanbeings.

HI call lIpon national and international unions,state federations of labor, city central labor unionsand directly affiliated local. unions to appoint Ger­man Boycott Committees charged with the duty andresponsibility of calling upon merchants in theirrespective cities, towns and villages, to dispense withGerman goods they may have on hand and to makeit clear that worldng people will no longer buy Ger­man goods or use German service while humanbeings in Germany are being driven and persecutedlike hunted animals.

"This official communication is being sent youbecause of the amazing and shocking treatmentwhich is being accorded Jewish people and membersof the Catholic faith in Germany and because ofthe fifty-eighth annual convention of the AmericanFederation of Labor, which was held at Houston,Tex., beginning October 3, urged 'lintensification ofour efforts in behalf of the persecuted and oppressedminorities in Germany."

HI cannot employ language which would ade­quately present to you the seriousness of the situa­tion existing in Germany and the urgency and ne­cessity for immediate action. Jewish people havebeen forbidden to exercise ordinary elemental rights.They are being robbed of their property and pos­sessions; they are denied the opportunity to workand earn a living; they are being driven into con­centration camps comparable to the Ghetto; mer-

(Continued on page 7)

[ 3]

(4 J

THE MASTER, MATE AND PILOT

Today everybody rides in automobiles withthe bright lights on or they play golf, shootcraps and turn on the loud speakers when theirneighbors want to sleep; go to the moviesnightly, then to a dance, drink good naturedgin, put off until tomorrow what should be donetoday; blame the high cost of living on theparty in power; never go to bed the same daythey get up and think they are having a h--lof a time.

These are the days of suffragetting, profiteer­ing, excess taxes and prohibition, and if youthink life is worth living,

THE MASTER, MATE AND PILOT

%l :fflerrp <!Cbristmas

3J Mlisb ~OU ~ l)apppj}ew ~ear!

TenHYear Shipbuilding Program

$ea~on'~ ~rtding~From

GEORGE A. COOK

Member, National Mediation BoardWhen I was 10 or 10'12 years'old, milk was

delivered to you in a can at 5 cents per quart;a pound of butter with a pansy on top costabout 15 cents; hens made money laying eggsthree dozen for a quarter; the butcher gaveaway liver and treated the kids to bologna;hired girls received $2.00 per week and did thewashing; a bobbed haired woman was un­known, but our good old grandmothers some­times hit the pipe beside the kitchen stove;men wore whiskers and a bootjack was part ofthe household furniture; cussing was consid­ered an art; beer was 5 cents with lunch free;no tips were given waiters and the hat checkgrafter was unknown; a kerosene lamp and asteroscope in the parlor were luxuries; no onewas ever operated on for appendicitis or boughtglands; microbes were unknown; the folkslived to a good old age and walked miles to visittheir friends.

At this Holy Season, your editor wishesyou one and all the choicest blessings life canbestow and hopes the inward peace that makesthe richest glow in the Souls of Men of GoodWill may find its abode with you and yoursfor the coming year.

The program of the U. S. Maritime Commissioncalls for the construction of 50 ships a year for 10years.

Number 8

FOREIGN, $2.00

ington, D. C.• with Geneml

and Exccuth'c Offices at In­

ternntion:l.1 Commerec Build.

ing, 15 Moore Street, N('w

York, N. Y.

DECEMBER, 1938Vol. I

SUBSCRIPTION: $1.00 PER YEAR

Published montbly. Main·tained by and in the Inrorctltof the National Organi:o;ntionof ~teI'3. Mate! and Pilotsof America, at 810 Rhodebland AVllnue, N. E.. WlUlh·

NATIONAL TRUSTEES

GEORGE W. McVAY, Providence, R. I.EDWARD T. PINCHIN. New York CityGEORGE B. DOWNING. NoJ:folk, V....TAMES .T. DELANEY. New York City, l3unint'311 Mll.ll::<ger.JOHN .T. SCULLY. New York City, Editor

NATIONAL OFFICERS,JAMES 3. DELANEY. Proaldent,. New YOJ::'k City-.GEORGE M. FOURATr, First Vice Pl'ClIident, in ch:uce of aU Inland Omft

on Welt Coast.WILLIAM T. DANIELS, Second VIce Pl:'elident, Savannah, Ga., in cb:lt'l:e

of the South At/antie.DENNIS HcCABTHY, Third Vice Pl'Caidcnt,. in ehaq:'o of tho Eastern

Divillion.EDWARDS. SMiTH. Fourth Vice PreIjidcnt, In eh:ltee of the Grlll1t Lakea.G. L. FORREST, Fifth Vice PJ::'csident, New Orleans, in charge of the Gulf

Dhtrir.t (KeY West. Fla., to Lake ChllTll!ll, La.)O. E. ROIiSTAD, Sixth Vice Pr"'lidcnt, San Fl'andsco, in charge of Ocean.

going llnd Coastwi;le Craft on West Com;t.HOYT S. MORRIS, Seventh Vice president, Philadelphia, Pa., in Chlll'lrll

of tbe Dclnware River Distdct.CHARLES R. KERTELL, Eilthtb Vice President in charlt"e of the Gull

Distri<:t (L:l.1<e CharlCll, La.. to the Rio Grande).NORMAN DEAKIN, New York City, Apprentice Vice Pr('lJidenLJOHN J. SCULLY, New York City, Sccrctar,.~Tl:easurel".

Pnblil;hcd un the 16th or c.:\ch month. ~"

SWDm detailed cil'ealatJon atatement on requellt.Entered n.s tle<:ond·cJ:lt'lI matter at the 1'06t alIke 3t Wn~hington. D. C.,

under the Act or August 24, 1912.

Men of Good Will!The Song of the Angels came upon a

troubled world torn with strife, crushed underdisease, taxes, slavery and cowed by egotisticmilitary dictators.

Today the same forces for evil seek to turnback the brotherhood of man to the samebaneful fate. Men of good will with thenoblest human aims have struggled for cen­turies to secure for their brothers their sacredliberty of person, property and the right tosell their labor with the dignity that befits ahuman being.

As Herod sought to crush the new bornKing, so our modern dictators of Europe ruth­lessly exterminated every organized laborgroup, so that no voice can now be raised tosave the toilers from medieval serfdom.

Brothers, guard your labor organization!It is your barrier and shield against tyranny.Stick to Americanism, and stand firm againstall other "isms."

COMMUNICATIONS AND REMITTANCES may b" addrC'"..sed llnd checksmade payable to the National Organh:ation of Mllr,Wrs, Matea and Pilotsof America, 810.16 Rhode Ialand Avenue, N. E., Washinf(ton, D. C.. orInternationnl Commerce Building, 15 Moore Str<!<1t. New York, N. Y.

READING AND ADVERTISING MATTER MUST reach the office notlater thnn the 25th of tll~ month preceding publication.

CHANGE OF ADDRESS IIhould be received prior to the fir"t of the monthto affect the forthcoming waue, nnd the old :Ill well lUI the new IIddrClllJmnat be given.

No Lapse In Maritime Training Courses'Commission Assures Secretary Sc'-'lly Ncw Class Will Be Ushered in Immediately at New

London, Conn.-Enrollees Must Have Seven Months' Actual Service

;ASSURANCES have been received by the Na­y tionaI Organization of Masters, Mates andPilots from the U. S. Maritime Commission that

;,. there will be no delay in ushering in a new class oflicensed deck trainees at the maritime trainingschool at New London, Conn., following the dis­missal of the class which will finish its course thismonth. Word to that effect was received recently

. by National Secretary-Treasurer John J. Scully fromDaniel S. Ring, director of the Division of Mari-time Personnel. .

In a letter addressed to Mr. Ring, Mr. Scullystated:

uInformation has reached us to the effect that thepresent class of licensed personnel in the MaritimeCommission training school will be dismissed earlyin December and we have been told also that a newclass wiII not be held for officers' training until thebuildings at Groton, Conn., are available and thatthere will probably be a delay of a month or longerbetween the dismissal of the present class and thecalling in of a new class for Groton, Conn.

"The deck officers of this organization, especiallyin our New York Locals, who have been privilegedto take this training, have made very favorablereports to us on the benefits accrued from the train­ing received and they have requested us to take upwith the Maritime Commission the calling in of thenew class immediately upon the dismissal of thepresent one. Therefore, in response to these re­quests we are respectfully requesting that you useyour good offices to comply with the requests ofthese men who are most anxious to receive the train­ing provided by the Government that will better fitthem for their duties as deck officers in the merchantmarine service."

Following is Mr. Ring's reply:"This will acknowledge receipt of your letter of

November 25,1938, in which you request there be nodelay between the dismissal of the present class oflicensed deck personnel in the United States Mari­time Service and the calling of a new class at NewLondon, Conn.

"I have just talked with Admiral Wiley concern­ing your request and he has advised me officiallythat there will be no delay between classes. Someadjustments will be made so that men who reportedlate for the present class may be retained in orderto complete their courses. The Coast Guard wiIItake the necessary steps to see that the new classwill go into training immediately after the presentclass leaves.

"It is with sincere feeling of appreciation that

DECEMBER, f 938

your letter to me was received, and this appreciationextends throughout the personnel of the MaritimeCommission. All of us are very happy to be in­formed by you that, insofar as the licensed deckofficers are concerned, the Maritime Training Serv­ice is meeting all requirements. As time goes onand as experience develops in this training tech­nique, we hope to increase the opportunities to be ofservice to our deck officers and to the entire mer­chant marine."

Because of the large number of applications, theCommission, however, finds it necessary to restrictenrollees to those who have seven months' actualservice under their license. Repeated efforts havebeen made by National President James J. Delaneyto have this ruling modified. In this respect, Presi­dent Delaney wrote to Admiral Henry A. Wiley asfollows:

"Supplementing my conference with Mr. Knightin your office and Mr. Tracy of Mr. Ring's officein regard to the protests sent me by several of myLocal Associations, due to the fact that in your cir­cular of September 30, 1938, in Paragraph 3 itstates that it is necessary for the licensed personnelto have served at least seven months as an officerunder their license to be eligible for enrollment fortraining under your Commission, after investigatingthe great number of ships that have been laid upand out of commission, I cannot help but realizeunder such circumstances that there is some merit intheir protest.

HI am writing you in the hope that your Com­mission can see its way clear to modify or eliminatethis requirement. I am not unmindful of the vastnumber of applications that you have probably re­ceived for such training. While you are only in posi­tion to take care of about 300 of such applicantsduring the first year, nevertheless due to the miti~

gating circumstances involved, you might be able tosee your way clear to grant my request."

Here is Admiral Wiley's reply:HI have just read your letter of November 8 in

regard to modifying our circular of September 30,1938, paragraph 3, which requires that we can takefor enrollment only those officers who have sevenmonths' actual service under their license.

~'I am not surprised that you receive protests inregard to this restriction and I realize that this re­striction may be harmful to some deserving men.On the other hand, I feel that you will agree withme that while we desire to help as many people aspossible, the present facilities for training make itabsolutely necessary for us to place some restrictions

[5J

upon enrollees, and while I would be very glad todo what I can to show my appreciation for the co­operation that your National Organization has givenus, I feel that we cannot afford at this time to removethat restriction."

Editor's Mail BagThe following exchange of correspondence was

prompted by the publication of the poem, "TheLurcher Light Ship" it?; the October issue ofM. M. & P.:

Capt. John J. Scully, Editor.Sir:

It was with pleasure that I read the poem to «TheLurcher Light Ship" in your last issue of the Na­tional Magazine.

With that pleasure there was a strong feeling ofindignation came upon me as I know the man whowas master of that vessel for 32 years.

He received her from the builders and put herupon her station and served the Government asmaster of that vessel for 32 years.

Of course utime marches on." He was old, andthe ship was old; they paid him off with one month'ssalary and their blessings.

If ever a case needed an airing, this one does!I would appreciate it if you would puhlish this

letter in the National Magazine.Yours fraternally,

WILLIAM H. BURRILL, First Officer,S.S. Santa Ele"fla., Grace Line,New York, N. Y.

Han. H. D. King, Commissioner of Lighthouses,Washington, D. C.My dear Commissioner:

The enclosed is a copy of a letter of one of ourmembers, which is self-explanatory..

We have invited our members to contribute andpromised publication of their letters. However, be­fore I would puhlish this letter I'd like to learnwhether such dismissals are customary or whetherthe dismissal was caused by any extenuating circum­stances best left unspoken.

We are trying to keep our magazine clear of ax­grinding or the washing of dirty linen in public, sowould appreciate your reaction on this.

I would especially like to' know whether any pen~

sion system is obtainable in your department or ifnot, whether any legislation has been enacted or pro­poaed on social security for aged employes.

Very truly yours,JOHN J. SCULLY, Editor.

John J. Scully, Editor,Washington, D. C.Dear Sir:

Receipt is acknowledged of your letter of Novem­ber 18, inclosing copy of letter of November 15 ad­dressed to you by Mr. William H. Burrill, first offi­cer, S.S. Santa Elena, Grace Line.

[6]

It appears that the vessel to which Mr. Burrillrefers is a Canadian lightship and this office is ac­cordingly unable to supply any information withrespect to the particular instance cited.

In regard to the inquiry in yonr last paragraphwith relation to the practices in effect in this service,.you are advised that since 1918 it has been possiblefor such field employes of the Lighthouse Serviceto retire on an annuity which is based on the paythey receive for a period of five years pending theirretirement and the total length of their service. Theretirement is optional at 651 where the length ofservice has been 30 years and is mandatory at 70years of age.

Very truly yours,C. A. PARK, Acting Commissioner.

A. F. of L. Informs Donald F. CarrWho Represents Deck Officers

Donald F. Carr of the S.S. Alleghany recentlywrote to Secretary Frank Morrison of the Ameri­can Federation of Labor, asking for the constitutionof the United Licensed Officers. Here is the replyMr. Carr received from Mr. Morrison:

"Yours of November 1 at hand and contents care­fully noted. The United Licensed Officers' Union isnot in affiliation with the American Federation ofLabor and not recognized by this Federation. I am,therefore, unable to comply with your request toforward a copy of the constitution.

"The licensed officers' association which is in affili·ation with and recognized by the American Federa­tion of Labor is National Organization Masters,Mates and Pilots of America. Mr. James J. Delaneyis president and his address is Room 1103, 15 MooreStreet, New York, N. Y."

Maritime Commission Accepts BidsTo Construct Si" C·3 Cargo

The United States Maritime Commission has ac~

cepted the low bid of $2,443,000 each, suhmitted hyFederal Shipbuilding and Dry Dock Company, ofKearny, N. J., for the construction of six C~3 cargoships.

This award brings the total of new shipsthis year by the Commission, either for itsaccount or in cooperation with private operators,to 43, or within seven vessels of its minimum annualquota under a program designed to effect atematic and orderly replacement of obsoletechant tonnage.

The Commission still has underother bids on C-3 cargo vessels in addition to severalon C-3 combination passenger and cargo andthree special combination ships for the Mississi:ppiShipping Company.

THE MAlTER, MATE AND

No. '9!

LOCAL

Now my spirit becomes purifiedAll earthly longings gone,As I gaze with silent raptureAt the ,vander of the dawn.

By MRS. EMMA METCALF.

UJ.on.c!flJL !Jf- 1ful. tJ}ahJ.fL

As I lay upon my pillow,When the long dark night has gone,Through the casement softly stealingGomes the wonde1' of the dawn.

On the fleecy wings of morningIt softly doth appear.Then I bow my head in reverence,Feeling God is very neaT.

[7]

Capt. B. T. Hurst, secretm'y of Local No.9,went to work with the Chesapeake & OhioRailroad Co., July 4, 19000 He received hisfirst license while wo,oking for that companyand was appointed captain of the tug "Hin­ton." In 1907 he became captain on the littlepassenger steamer "Ossinning," which ranbetween Old Point Comfo,ot and the James­town Exposition g,oounds. In 1916 he went towork for the Lambmots Point Towboat Com­pany and remained there until 1929, when, forthe second time in his career, he was given thechoice of resigning his position or remainingwith the NOMMP. He took the discharge.Elected secretary of his Local in 1929.

full freedom of conscience and of religion. Set upcommunity organizations for the avowed purposeof making this boycott effective. Let Hitler andhis associates responsible for the persecution of theJewish race in Germany know and understand thatnot only is the conscience of American workingmen and women aroused, but that they have unitedin a common and determined purpose to bring toan end the brutal treatment and inhuman practicesimposed upon the .Tewish people in Germany."

Capt. T. W. T,oeakle, president of LocalNo.9, Norfolk, Va., was born in MathewsCounty, Va., July 27, 1897. He began hiscareer with the Merchants and Miners Stearn­ship Company at the age of 13, and has con­tinuously served his time on the water eversince. During the World War he was anensign in the United States Navy. At thepresent time he is working at the N o,ofolkNavy Yard as pilot. He is serving his secondterm as president of Local No.9, and is verypopular with the membenhipo Captain Trea­Ide is man-ied and the father of two children.

Green on Boycott(Continued from page 3)

chants are forbidden to sell them food; their childrenare denied the right to attend school; they arethreatened with intolerable persecution if they at­tend public gatherings, places of amusement, orreligious meetings. Such penalties can only be de­scribed·as slow, sure, but torturous death. The rightto worship in accordance with the dictates of con­science and the administration of the affairs of theCatholic Church should be conceded by the govern­ments of all nations.

"Appreciating this situation as you must, theneed for immediate, definite, decisive action becomesincreasingly apparent. While the German leadersresponsible for these cruelties may hear withoutheeding, our voice of protest, they cannot disregardthe effects of a widespread, vigorous and successfulboycott of German goods and German service. Wecan make a boycott effective if every working manand woman and their friends respond to this appeal.Save the Jewish people in Germany. Do it by actingat once. Boycott German goods and German serviceas you have never boycotted before. Make it amatter of special consideration and special action.Do so individually and collectively. Let us preserve,so far as it lies within our power, the absolute and

DECEMBER,1938

DilL La.. .. 3953

[8]

.. NoTE: These problems may be given in any of the followingtimes: G.O.T.• L.C.T., or L.A.T. Thml, we will worl, one of each.

The success of the anti-labor groups in Oregon inmobilizing enough votes in the recent election to passan initiative measure "regulating" trade unionactivities to the point of destruction of the organ­ized labor movement in that state will undoubtedlybe thwarted by the determination of the AmericanFederation of Labor to take the law before the courtswith final appeal to the Supreme Court of the UnitedStates.

The law, which election returns showed passedby a majority of about 50,000 votes, prohibits strikesand picketing except by a majority of a companisemployes in a direct dispute over wages, hours, andworking conditions; limits the collection of moneyby dues or otherwise to the actual needs of the unionand requires a strict accounting of union funds; for~

bids so-called "union intimidation or coercion" ofnon-union workers, and prevents union "interfer­ence" with any lawful commercial, manufacturing,or farming operations.

Similar proposals were rejected in the Novemberelection by the adjacent states of Washington andCalifornia.

The Oregon State Federation of Labor declaresthat the Oregon law will prevent collective bargain~

ing and place the workers at the mercy of unscru­pulous employers.

In commenting on the measure and the methodsby which the anti-labor coalitionists secured its con­tract, Executive Secretary Nickerson, of the OregonState Federation of Labor, said:

"The adoption of this bill is an evidence of politicaldebauchery such as previously had not been seen inthis state. The campaign in support of the measuremarked a new low level in shameful expenditure ofmoney to deceive the voters.

"Labor could not match the slush fund which em­ploying interests poured into streams of communica­tions such as radio and newspaper advertising.

"Labor does not admit defeat, and will challengethe measure in the courts. Also we are confidentthat the g~eatcourt of public opinion will nullify thisiniquitous measure when the truth becomes known,for this sort of thing cannot endure in a democracy."

William Green, president of the American Fed­eration of Labor, has assigned Joseph Padway, gen­eral counsel of the federation, to direct the litigationto contest the validity of the Oregon measure.

The argument before the courts will contend thatthe measure not only violates both the constitutionof Oregon and the Constitution of the United States,but that it also conflicts with tbe Wagner NationalLabor Relations Act and the Norris-LaGuardiaAnti-Injunction Act, both of which have been heldconstitutional by the nation's highest judicial tri­bunal. In view of these precedents, A. F. of L.leaders believe that both the Supreme Court ofOregon and the Supreme Court of the United Stateswill outlaw the measure as unconstitutional.

A. F. of L. to Test Oreg. Anti-LaborLaw Before Snpreme Court of U. S.

THE MASTER. MATE AND PILOT

3·0060

])iff.. Long.. 180 m

'1'. C_ . N 7-19-51Vnr. . 1-Q0-OO W

Mag. C... N 3-19-51 WDev. . 6-00-00W

2v'19-00

ltlid. Lat.. !)(l-~Om

23~OO

60

12-24927Log minus Diff. Lat.. 1380 3-13988Log Tang~nt of this

will equal. 9--10939,To find distance:Log Secant True Cour:::c

7-19-51 . . . . . O. 0035GLong. plus Di[f. Lat. 1380 3. 13988

DiB:. Lat.. , 1380 m

Log Diff. Long. .... 180--2-25527Log Cosine Uid. Lat... <;)-.30--9-99400

18-15 M~r. D. T•.. . 1403S 294-0760 360-00

Diff. Lat•... 1095 65·5360

Log DilL Lom,.. 3953- 13- 59l3B3Long.- M.P.. 1494 3- 17435 3900

53Log Tangent 10- 42258

Tllis Log found in talJlc 42 C.C.. . . .. N 2-40-01) Ewill... 3. 14844 equal distance 1391.3m

Problem No.4, Latitwie by Star PoutTis.-March20, 1938, at L.A.T. 1-20, A.M.' observed the starto be 37-30-15 in altitude, dip 23 feet. Longitude165-20 E. Require the latitude?

Problem No. 5,Latitwie by Polaris.-June 7,1938,observed Polaris to be 39-42-50, L. C. T.' 3-18-44.Longitude 125-26 E, 1. E. 4m-lls, dip 31 feet. Re­quire the latitude?

True course, S 69-17-46 n::.To find the distance. Long. Secant of course .. 60-17·46, 0- 45157Log plus the diff. latitude. 1095 3- 03941

Equals distnnc~. . .....3097 miles. 3- 49098

Problem No.3, Middle Latitude Sailing by Com­putation.-Require the course and distance by com­putation from Latitude 21-00 S, Longitude 78-30 W,to Latitude 2-00 N, Longitude 81-30 W. Assumingthe variation was 4 degrees W, deviation 6 degreesW, what will be the compass course?

SOLUTION: PROBLEM NO_ ~

Lat. A .... 21-00S 21-008 Long. A. 78-30WLnt. B . 2-00 N - 2-00 N Lon>;. B. 81-30 W

't· Pr0l'Iems in Naviga1ion 1_____ By DENIS MCCARTHY ,

Following are more of a series of "Problern,s inNavigation" which appear in these columns. Prob­lems 2 and 8 are repeated, with their answers. Tryto solve Problems 4 and 5, and then look on page 16to check your answers.

Problem No.2, Mercators Sailing.-Require thecourse and distance from Latitude 33-15 S, Longi­tude 115-15 E, to Latitude 51-30· S, Longitude178-$2 W.

SOLUTION: PROBLEM NO.2Lat. A . 33-15 S Mer. Parts. _ 2104.6 Lon:;... 115-15 ELat. B .... 51-.30 S Mer. Parts. 3598.4 Long.... 178-52 W

(

, THE SKIPPER'S WOES w W By an Old Scotch Captain

I Have pity ye, Mariners a:nd Local Boards, Versed in Exchanges,-up in Bills of Lading,Ye little Magnates-yea, most mighty Lords- Hes now a merchant for his Owne'r's trading.On the poor skipper, for his lot is cast They praise him high, declare he is a gem;Where fate unkind pursues him to the last. The credit his--:the cash all goes to them.Alas! poor man, he is in an evil plight. On deck all night amidst the pelting rain,He's always wrong, he's never in the right. In weaT'lJing calms or dreadf~d hurricanes.Upon him like a scapegoat must be thrown China typhoon, cyclone in India Seas,

The faults of others, not to say his own. Africa's tornadoes-all mere trifles these.

IDisaster comes, and though t'wa.s not his fault, Or a bright glare at night off Newfoundland,'Tis plain the fellow is not wo'rth his salt. Proclaims the dreaded Iceberg close at hand.

, Sho~dd fogs or currents put his reckoning out-- Such dangers o'm·, long wished for 1"est is sought.At once they ask--tlWhat was the fool about?", But "Hard to starboard!" and then "Hard to port."Hi.,; ship is wrecked or by collision sunk, Distm"bs his dreams and rushing from below-Of course, he has to prove he wasn't drunk. "A light close to, sir, on the weather bow!"If freights are low-who but himself to blame, "Hard up" b1'a10ls one, "Hard down" another cries,Jack's duff is spoiled, at once he says the same. While, half asleep, the wearied skipper triesThe beef all bone and innocent of fat, To peer amid the gloom, there to discernWho but the skipper is to blame for that? A steamer's light-now half a mile astern.He shortens sail on some dark stormy night,- Once more he sleeps, but now hi.') sleep's invadedJack growls and vows he did it out of spite. Dreams of inquiry cou,rts and Boards of Trade.Now he must teach the carpenter his trade; On board a steamer now he scorns the 1vindNow show the sailmalcer how sails are made. But other cares oppress his anxious mind,-In time of need he must be midwife too, Of valves and pistons, c.yUnders and screws;Or help to kilTr-as other doctors do. He knows or O?t,qht to know their names and use.Show.d a poor sailor sleep his last long sleep, Surface condensers, steam and 'Vacuum gauges,fIe, parson then, con.<;igns him, to the deep. Of coal combustion in its various stages;And, if he has a tear 01' two to spare, Of salt in boilers and incrustations,He acts chief mourner and bestows them the1·e. Of screw pJ"opellors and side wheel gyrations;Well up in cooking, and in skill profound, Of things in generalr-air, sky, and sea,At weighing tea and sugar by the pourui. A walking cyclopedia he must be.Should there be strife or mutiny on boa1'd, Arrived in port, "Well, what's up now, you asle?",He drops the scales and then takes up th2 sword, They found a little powder in a flask,And when the strife is over goes his rounds and, Fine him five pounds and see-the careless dog-

Surgeon then, binds up the gaping wounds. Here's an omission in the official Log;Now as astronomer he views the stars, Fine him again--the law must be enforced,-Measures the distance twixt the Moon and Ma1·s. Some one must pay,,<:o let him bear the cost.Meteorologist 1ve find him now, Alas! poor skipper, if at sea you've trouble,Recording winds or calms blow high or low. Arrived in port perhaps you ma.y have double,Of COU1·se, he's Euclid at his finger ends, You're fined for this because you did not do it,Or, what is harder, knows all knots and bends. For something else because you never knew it,-He's cunning too at mixing paints and oils, Fined to the last and turned from door to door,Takes eveT1jthing in hand, and nothing spoils, You find you are not wanted any more.

Seamen's Wclfare Fund

An analySis of the year's total collections onsteamship piers by the Seamen's Welfare Committeediscloses that the Cunard White Star Line, with 142sailings from January 1 to December 3, made thelargest addition to the fund. Tickets admitting vis­itors are sold on most of the piers, although in thelast year some companies have dropped the practice.The Cunard total for the year was $15,764.90, halfof which went to the American committee after de­ductions. With 63 sailings, the French Line visitorspaid $13,638 in admiSSions, and the Italian Line,with 52 sailings, was in second place with $14,485.North German Lloyd sailings brought in $12,137.

DECEMBER, 1938

First Anlerican Merchant Ship

The keel of the first American merchant ship,Vi1·0inia, was laid in 1607. She was hewn from theMaine wilderness, on the banks of the KennebecRiver, and was 30 feet long, 15 feet wide and 7 feetdeep. She sailed from Maine to Chesapeake Bayaud theu across the North Atlantic to Plymouth,.Eng., carrying salt fish, furs and a group of dis­couraged colonists.

You may have more than one news source, butyou have only ONE national organization to repre­sent your interests.

[9 J

Bureau of Navigation Orders"Sec. 4310 R. S. Every master of

any such vessel who refuses or neglectsto deposit the papers as required bythe preceding section, shall be liableto a penalty of $500, to be recoveredby such consul or vice consul, in hisown name, for the benefit af the UnitedStates, in any court of competent juris­diction."

The use of sea letters and passportswas discontinued by presidential proc­lamation on April 10, 1815.

It has been brought to the attentionof the Bureau recently that certainmasters of American vessels engagedin the foreign trade have failed to de­posit ship's papers as required by theforegoing statutes. A strict compli­ance with the provisions of these stat­utes in the future will relieve mastersof the burdens imposed upon them whentheY do not deposit their documents asrequired.

It is requested that this be broughtto the attention of masters of all vesselsclearing for foreign ports.

Tooth TopicsBy

DR. WILLIAM BELL

BlI courtesy of William Bell, D.D.s.,we inaugurate in this issue a scries ofarticles on Dental HlIgiene which. willappear at intervals hereafter. Dr.Bell has generously offered to answersuch queries in thc field of dentistry asour readers '1T/,Q,1! wish to forwUlrd. Thequeries 10ill be answered publiclythrough our column, or if the readerwill send a self-addressed, stampedenvelope to Dr. Bell, he will receive apersonal reply to his query.

It is only in comparatively recentyears that the importance of the teethin their function and in their bearingupon our health and general well beinghas been clearly recognized. In yearsgone by, our teeth were taken forgranted. As long as they served anddid not cause trouble, they were per­mitted to remain, no matter how un­sightly or decayed they might havebeen. Little attention was paid tothem and if they became unruly theywere discarded and forgotten. Dentis­try in those days was considered sorelatively unimportant that barbersand blacksmiths were permitted topractice. And how they practiced 1

Scientific research in the last halfcentury has shown the great role played

in our lives by the teeth and changedthis attitude of indifference to one ofconcern.

The next time you see a concretemixer on a road building job watchits operation. Note how the men op~

erating this machine feed it a combiRnation of sand, gravel, cement andwater. The machine revolves and agi.tates the mixture until it forms a homoRgeneous mass from which our roadsare built. What would happen if alarge boulder were thrown in? Workwould be disrupted and unless themachine were stopped great damagemight result.

The stomach is one of the most essen~

tial organs of the body. The productsof labor are utilized by the body forpromoting growth, repair of tissues,energy and the regulation {)f body proc·esses. Its action is comparable to thatof a concrete mixer on a much smallerscale. Receiving food in a finely groundstate, the stomach by a series of mus~

cular contractions and rotary moveRments mixes the food with the digestivejuices, thereby breaking it up into theelements necessary for absorption andassimilation. Large chunks of foodimproperly masticated act in the sameway as a boulder in a concrete mixer.They impede the work of the stomachand result in poor digestion. For atime the stomach will do its duty underprotest. Eventually the machinerybreaks down and body function isthrown out of gear.

In preparing food for stomach reRception the teeth have their greatestuse. With human beings, the first con·sideration is thorough mastication. Itis the first UnIt in a chain of processespro v i din g nourishment for normalbodily activity. Digestion actuallY be~gins in the mouth, since the saliva conRtains a ferment called ptyalin whichaids in the digestion of carbohydratesand fats. It is, therefore, of the ut­most importance that food be kept inthe mouth as long as possible andchewed thoroughly before being allowedto enter the stomach.

Much stress is being laid on thenecessity for a well balanced diet. Weare admonished to drink milk, eat eggs,butter, cream and meats in properproportions. But no diet can be ofany value if the food we eat is insuffiRciently masticated by the teeth.

To maintain the teeth in a healthycondition constant vigilance is re.­quired. Examination at regular inter­vals is a necessity and flaws detectedrepaired without delay. The toothbrush is a great aid in the preventionof decay and should be used at leasttwice a day. Sound teeth in a cleanmouth will go a great way towards themaintenance of bodily health.

THE MASTER, MATE AND PILOT

15,000 Want to Go to SeaMore than 15,000 applications have been received

by the U. S. Maritime Commission from men de­siring to enroll in the Maritime Service trainingschool.

of the steamer Sandcraft and when the ConstructionMaterials Company, owners of the Sandcratt, builtthe steamer SettSibar, he superintended the buildingand commanded the ship during her operation, andwith great success.

Captain Harvey Bricker, Local No. 33, Cbicago,died suddenly, November 15, 1938, while on a deerhunting expedition near Indian River, Mich. Hispassing was a great shock to his many friendsaround the Great Lakes, and particularly to his asso­ciates in the Kirby Line and the Construction Ma­terials Company.

Captain Bricker for many years was the rna,ster

[ /0 J

Capt. Harvey Bricker Dies

CIRCULAR LETTER NO. 226To Steamship Owners, Opcrators,

Masters, and Persons or Organiza­tions ,connected with or operatingvcssels in thc foreign trade, and Col­lector8 of CWltoms:

Subject: Deposit on arrival at a foreignport of 'Vessel's document with theconsul Or vice consul.Your attention is invited to the fol­

lowing provisions of Sections 4309 and4310 of the Revised Statutes of theUnited States, requiring the master ofa vessel arriving at a foreign port todeposit the vessel's document with theAmerican consul Or vice consul:

"Sec. 4309 R. S. Every master of avessel, belonging to citizens of theUnited States, who shalI sail from anyport of the United States, shall, on hisarrival at a foreign port, deposit hisregister, sea letter, and Mediterraneanpassport with the consul or vice consul,if any there be at such port, and itshall be the duty of Such consular viceconsul, on such master or commanderproducing to him a clearance from theproper officer of the port where hisvessel may be, to deliver to the masterall of his papers, if such master orcommander has complied with the pro·visions of law relating to the dischargeof seamen in a foreign country, and tothe payment of the fees of consularofficers."

CIRCULAR LETTER NO. 224

To Collectors of Customs, United StatesSkipping Commissioners, and OthersCorwemcd:

Subject: Citizenship of officers andcrews of vessels of the United Stales.This is to call to your attention Cir­

cular Letter No. 123, dated July 30,1936, and Circular Letter No. 189,dated January 4. 1938, with referenceto Section 302, Merchant Marine Actof 1936 (Public No. 835 -74th Con­gress).

You 'Will note that effective Septem­ber 27, 1938, the percentage of citizenscomprising the crew of a passengervessel which has been granted a con­struction or operating subsidy is in­creased an additional 5 per centum,thus making it mandatory for such avessel to carry a crew (crew includingall employes of the ship other thanofficers) of no less than 90 per centumAmerican citizens.

You will, therefore, check such shipscarefully to see that the above Jaw isproperly complied with.

hnportan! Legislation Enacted by Congress Since January, 1935, Jnstifies Principle of"Standing by Onr Friends and Electing Them"

$4,880,000,000 for relief of

d·f

eh

i

,•,,

T HE American Federation of Labor's continuedand unswerving advocacy and application of its

Non-Partisan Political Policy as the best way ofeffectively mobilizing the political strength of work­ing men and women in the interests of labor legisla­tion gives renewed importance to Federal statutesbenefiting workers secured by this method.

The A. F. of L. Non-Partisan Political Policydeclares it to be the duty of the organized wageearners to "stand faithfully by our friends and electthem" and "'oppose our enemies and defeat them,"whether they be candidates for President, for Con­gress or other offices, whether executive, legislativeor judicial.

This policy means that in considering candidatesfor Congress, each candidate's record is examinedfrom the point of view of his friendliness for labor,disregarding entirely his political party connection.

Taking up the Seventy-Fourth Congress, whichconvened on January 3, 1935, and closed on June30, 1936, it is found that during that period thefollowing Federal laws of interest to labor wereenacted:

The National Labor Relations Act guaranteeingthe rights of the workers to organize in unions oftheir own choice and bargain collectively withoutinterference from employers.

Social Security Act, making provisions for Fed­eral old-age pensions, unemployment compensation,and Federal assistance to state pensions for theindigent aged.

Appropriation ofunemployed.

Prison labor law prohibiting transportation ofprison made products into states having state usesystem.

Providing that contractors on Government workshall pay the prevailing rate of wages, work employes8 hours a day and 5 days a week with no child laborto be employed on all contracts entered into by anactivity of the Government.

Forbidding transportation in interstate commerceof professional strike breakers.

Investigation ordered by the United States Senateof spy systems operated by detective agencies em­ployed by firms and corporations to prevent theorganization of labor.

Placing under state compensation safety laws anworkers employed on public works.

DECEMBER,1938

Providing that all passenger vessels having accom­modations for 50 or more passengers shall beequipped with automatic sprinkler systems for fireprotection.

Prevailing rate of wages to be paid on all reliefwork.

Shipping corporations that receive subsidies fromthe Government must incorporate in their contractsminimum manning and wage scales and reasonableworking conditions.

Granting facilities of Public Health Service to allseamen on Government vessels not in military ornaval establishments.

Appropriated $12,000,000 for further developmentof vocational education.

Appropriation of $1,425,000,000 for direct workrelief on useful projects.

Law to stabilize the coal industry.Air Mail Act providing rates of compensation and

working conditions for all pilots.Repealed the last 5 per cent reduction made by

the Economy Act.Appropriated funds to send 30,000 Filipinos to

their home lands.Placing employes in the airplane industry under

the Railway Labor Board.Forbidding the employment of aliens illegally in

the United States on relief work.Requiring all licensed officers on vessels of the

United States to be citizens or completely naturalized.In three years 90 per cent of all other departmentsshan be citizens.

Granted 26 days annual leave for Governmentemployes which can be accumulated for succeedingyears until it totals 90 days.

Sick leave for Government employes of one andone-fourth days per month accumulative not toexceed 90 days.

Five-day week with no reduction in pay for thoseemployes of the Bm·eau of Engraving and Printingwho were not included in the 1935 law.

Five-day week for employes of mail equipmentshops at the same wages for five and one-half days.

Authorizing operation of stands in Federal build~

ings by blind persons to enlarge their economicopportunities.

Forty-hour ,veek for 121,069 postal employes withno reduction in wages.

Railroad Retirement Act.

[II J

Calmar Steamship Corp_ BuysThree IO,OOO-Ton Freighters

H. W. Warley, vice president of the CalmarSteamship Corporation, has announced that the con­cern has purchased three freighters of 10,000 tonsdeadweight capacity, bringing its intercoastal fleetto 14 ships. The three vessels, the Ehnsport, Colo­rado Springs, and Edgehill, will enter service as theKenmar, Marymar, and Oremar, 'following thenomenclature system now in effect and honoring thestates of Kentucky, Maryland, and Oregon.

The expansion program will make possible a newschedule of weekly sailings between ports on thetwo coasts, Mr. Warley explained. In future, ves­sels will sail westbound from Baltimore each Satur­day and from Philadelphia on \Vednesdays, for LosAngeles, San Francisco, Alameda, Oakland, Rich­mond, Calif.; Portland, Seattle, and Tacoma. It isalso planned to reduce the transit time to the north­ernmost ports.

The first sailing for the West Coast will be thatof the Vermar, leaving Baltimore January 7 andreturning from Puget Sound Fe'!Jruary 16.

Until recently, when the company established a10-day sailing schedule, the line operated on a fort­nightly basis, and with the latest revision the easternlumber trade wiII be offered space capacity for about20,000,000 feet of lumber a month, Mr. Warleypointed out.

Lumber is the principal cargo of the company onthe eastward voyage, with steel and general cargocarried outward from New York.

Although traffic men of the intercoastal lines arereporting unsatisfactory trade conditions in someparticulars, the concerns are optimistic and expecta marked improvement after the first of the year.At present, general cargo eastbound is fairly good,although lumber carryings are appreciably off. Gen­eral cargo totals westbound in recent months havebeen poor.

As an example of confidence in the future, ship­ping men refer to the chartering of the Matson Linevessel Maui by the Baltimore Mail Steamship Com­pany, as approved by the Maritime Commissionrecently.

At an earlier hearing before the Commission,when the International Mercantile Marine Company,operator of the Baltimore Mail service, applied forpermission to send the liner Washington on a specialintercoastal run in February, George E. Talmadge,Jr., traffic manager of the line, had urged permissionfor the charter. He pointed out that the Baltimoreservice had only five ships and was unable to main­tain a weeldy service with them. The 111aui will sailhereafter on the sixth week.

The Maui will be used for the time being as a fastcargo carrier, but if the experiment turns out suc­cessfully it may be reconditioned and altered forpassenger carrying. The present ships of the fleetcarry between 80 and 100 passengers.

(/2 J

u. S. Maritime Commission SellsTwo High-Speed Tanlwrs to Navy

The United States Maritime Commission has an­nounced the sale to the Navy of two high speedtankers being constructed by the Standard Oil Com­pany of New Jersey.

These ships are part of a fleet of 12 being builtby Standard under an agreement with the Commis­sion at a cost of $37,556,004, of which the Commis­sion is paying $10,563,000 for national defensefeatures.

These ships will have a speed of 16112 knots fullyloaded as against 121;2 knots for the ordinary com­mercial tanl{ers. They are 525 feet long, 16,300deadweight tons and have a cargo capacity of ap­proximately 150,000 barrels. Their 12,800 horse­power engines develop more than 300 per centgreater power than the ordinary commercial tanker.

The first of this fleet of tankers, two of whichthe Navy has acquired under this sale, is expectedto come off the ways in December and will be thefirst vessel launched in the construction programundertaken by the United States Maritime Commis­sion in carrying out the purposes of the MerchantMarine Act of 1936.

High speed tankers are urgently required by theNavy as auxiliary vessels for fueling the fleet.

Admiral William D. Leahy, in endorsing the de­sign for the new tankers, stated in a letter to theCommission that the Navy Department "considersthat the Commission, in encouraging the construc­tion of ships of this type, is making an invaluablecontribution to the national defense in the directionof solving the vital problem of potential fuel supplyto the fleet."

The tankers are being constructed by NewportNews Shiphuilding and Dry Dock Company; Beth­lehem Shipbuilding Corporation; Sun Shipbuildingand Dry Dock Company; and Federal Shipbuildingand Dry Dock Company. Each is building threetankers for a contract price of $3,129,667 each ofwhich the Maritime Commission is paying $880,250each. The sale to the Navy of two of these shipsis based on the contract price.

Capt. Ludvig Christensen

Captain Ludvig Christensen, member of LocalNo. 19, dropped dead at the wheel of the Coos Baybar tug Pilot, October 9, as he was preparing tomeet the incoming Norwegian motorboat HO'ijanger.

Born in Norway, February 20, 1871, he came toOregon in 1890 and operated the Bandon, Oreg.,port tug Klih1/am for 20 years, recently coming toCoos Bay. He was well kno'\V"ll to many coastwiseshippers and seamen.

THE MASTER, MATE AND PilOT

sr:l

t

Special Roosevelt Commission ReportsOn Industrial Relations in Great Britain

I N HIS letter of instructions to the Commissionappointed to study industrial relations in Great

Britain, President Roosevelt said:"I feel that there is a definite need for an impar­

tial report which will adequately portray the realsituation that prevails in British industry. I trustthat through conferring with Government officials,industrial leaders, and labor officials, you w.ill be ina position to report to the Secretary of Labor notonly on the exact status of labor-employer relationsin England, but also on the evolution of the estab­lished procedures that account for the current stateof industrial relations in that country."

The unanimous report submitted recently by theCommission to the Secretary of Labor covers indus­trial relations and a brief history of social and laborlegislation in Great Britain, with particular em­phasis on the Trades Disputes Act of 1927. A simi­lar report on industrial relations in Sweden wassubmitted on September 19. The members of theCommission are: W. Ellison Chalmers, assistantU. S. Labor Commissioner at Geneva; William H.Davis, attorney; Marian Dickerman, principal ofTodhunter School, New York; Lloyd K. Garrison,dean of Wisconsin Law School; Henry 1. Harriman,former president of the U. S. Chamber of Com­merce; Charles R. Hook, president of the NationalAssociation of Manufacturers; Anna Marie Rosen­berg, regional director, Social Security Board, NewYork; Gerard Swope, president of the General Elec­tric Company; and Robert J. Watt of the AmericanFederation of Labor. The following article is asummarjT of present employer-employe relationshipsin Great Britain. .

The recognition by employers and workers alikethat strong organizations of employers and workersare necessary and highly desirable for successfulcollective bargaining is perhaps the outstandingcharacteristic in the field of labor relations in GreatBritain. Employers and employer organizations inGreat Britain prefer to deal with strong unions, be­cause a strong union is better able to live up to agree­ments and is in a better position to bring competitorsup to the wage and hour standards of the industry.Similarly, union labor prefers large employer organ­izations, because they reduce the number of unitswhich remain outside as a constant threat to thestandards incorporated in their agreements. In fact,an agreement between a single employer and hisworkers or between a single employer and a union isnot usuaIIy described in Great Britain as a "coIIec­tive agreement." The term is applied only to agree-

DECEMBER,I938

ments negotiated collectively by representatives ofa ,group or association of employers and representa­tives of a union or a group of unions.

The development of labor unions in Great Britainbegan as early as 1825. By the latter part of thenineteenth century labor unions were well estab­lished in a number of industries in Great Britain.Since then the trade-union membership has grownfrom over 2,000,000 in 1900 to over 4,000,000 in1914 and over 8,000,000 in 1920. Subsequently itdeclined to over 5,500,000 in 1925 and approximately4,390,000 in 1933. At the end of 1936, however, the1,041 trade-unions in Great Britain and Ireland re­ported a total membership of over 5,300,000. Thisrepresented roughly one-third of the workers esti­mated as eligible for union membership.

TRADE-UNION MEMBERSHIP IN GRBAT BRITAIN

Total membershipIndustty groups at end of 1936

Agriculture, horticulture, etc.. . . . . . . . . . . . . . . . 33,000Mining and quarrying...................... 679,000Metals, machines, conveyances, etc.. . . . . . . . . . . 686,000Textiles 429,000Clothing, including boots and shoes. .. . . . . . . . . 176,000Woodwork and furniture.................... 58,000Paper, printing, etc _ 204,000Building 298,000Railway service............................ 452.000Other transport and general labor 1,052,000Commerce, finance, etc. . . . . . . . . . . . . . . . . . . . . . 324,000National and local government. _. . . . . 519,000Teaching _ _. 246,000Miscellaneous 152,000

Total _ _. . . . . . . . . . . . . . . . 5,308,000

British workers are organized into three maintypes of unions:

1. Craft unions with the membership belongingeither to a single craft or to federations of two ormore crafts.

2. Unions which are substantially industrial inform, such as the National Union of Railwaymen orthe miners' unions.

3. General unions which take in unskilled work­ers from aU industries, but which are also open toskilled or craft workers in areas where no suitablecraft unions exist. Most important among theseunions are the Transport and General vVorkersUnion and the National Union of General and Mu­nicipal Workers.

For purposes of collective bargaining a number ofunions embracing about half of the total member­ship are grouped into 63 federations of different sizeand composition. Some of these federations are veryloosely bound together, while others are so highlydeveloped that they may be regarded as complete

[13 )

amalgamations of the unions involved. The differ­ences are the result of historical growth and thedifferent customs, practices, and traditions in thevarious industries of Great Britain. Most of theunions are affiliated with the Trades Union Congress,while most of the Scottish unions are in additionaffiliated with the Scottish Trades Union Congress.

The development of employer organizations inGreat Britain, first locally and then on an industry­wide basis, has also been gradual. ·They were firstorganized primarily to combat the growth of trade­unions. The result was a series of severe and pro­tracted conflicts with labor, some of which wereterminated only with the help of Government inter­ference or special legislation. It was not, however,until the employer association entered into bona fidecollective bargaining with the respective unions, andjoint organizations for the settlement of disputeswere established, that more or less permanent in­dustrial peace was attained.

At the end of 1936 there were in Great Britain266 general federations or associations of employers,each covering the whole of an industry or a service,for the purpose of dealing exclusively with labormatters. In addition, there were 1,550 other em­ployer associations, chiefly of a local or districtcharacter. Many of these are affiliated with the gen­eral associations and are members of the NationalConfederation of Employers Organizations whichdeals with the broader aspects of labor relations andlabor policies.

The agreements negotiated for the different indus­tries in Great Britain vary considerably as to pro­visions for wages, hours, and working conditions.Some agreements provide for wages to be paid onan hourly or weekly basis while others provide forpiece rates: Some include differentials based onehanges in the cost of living and others provide forbonus payments based on the output of individualworkers. There are many differences in the provi­sions relating to overtime, starting and stoppingtime, holidays, etc. Almost invariably, however, the:agreements or the rules of procedure contain specificprovisions outlining the steps to be taken in settlingdisputes which may arise either in connection withbasic changes in the agreements or in connectionwith the interpretation of existing provisions.

Basic changes in wages and hours are generallynegotiated by the national unions with associationsof employers, and not with individual employers. Ifthese negotiations fail, the general tendency is tosubmit the case to an impartial agency either speci­fied in the agreement or mutually agreed upon dur­ing the negotiations. The decision of this impro:tialagency"is generally accepted by both sides, althoughthe parties rarely bind themselves in advance tofollow its decisions.

If a local dispute arises as to the application orinterpretation of an agreement, or a grievance ariseswhich cannot be settled directly by the workers con­cerned and their employers, it is taken up by thelocal trade-union representative or works committee.If not settled in this manner, the problem is referred

[ 14 J

to a joint body composed of representatives of thedistrict union and the district employer association.The next step is to refer the matter to a joint bodycomposed of representatives of the natienal unionand the national employer association. Finally, ifthe national organizations fail to agree, provision isusually made to refer the disput to arbitration,which mayor may not be binding.

This step-by-step procedure has proven very ef­fective in settling many disputes between labor andemployers without recourse either to a strike orlockout. It serves to remove local disputes and griev­ances which cannot be settled locally from the partiesdirectly concerned to the organizations of employersand workers which are in a better position to dealwith the problem in an impartial manner. The timerequired to complete these various conciliation stepsvaries considerably. However, the tendency is tomake tne procedure short enough to satisfy theworkers involved, yet sufficiently long to allay thetension caused by disputes and to make sure thatall possibilities of collective conciliation are fullyutilized.

The procedure of collective bargaining and themachinery for the settlement of disputes in Great"'Britain is entirely voluntary. Both employer and"worker organizations are opposed to compulsory ar-Xbitration either as a law of the land or incorporated',in their collective agreements. Both sides prefer to \1retain their right of direct action as a last resort,They believe that provisions for compulsory abritra­tion weaken the entire procedure of collective bar-itgaining and of settlement of disputes because of the J\tendency of the parties involved to rely too much onarbitration as such.

Jurisdictional disputes between unions on theFquestion as to whether a particular operation should,~be performed by one type of craftsman or another:~

are generally settled by the unions themselves. Many {,national federations of unions have developed special'machinery to deal with these problems. In addition, ;;the Trades Union Congress, to which most unionsare affiliated, has the power to summon the contend·'';ing unions before a disputes committee of its council,':;The committee is generally composed of memberswhich have no connection with the unions involvedin the controversy. It has the power to make final'decisions on jurisdictional controversies and in case;;of noncompliance the Trades Union Congress may"suspend the offending union. In extreme cases a.:tCourt of Inqniry is appointed hy the Minister 01'Labor to investigate. These methods have been gen-,@erally, though not entirely, successful in avoiding§stoppage of work due to jurisdictional disputes.'

Another cause of disputes between unions hinges>on the question of which union shall have the right to>organize a certain type or group of workers. Such;'~

disputes are often called organizational disputes.';Due largely to the effective work of the machinery?devised by the unions themselves, few stoppages otEwork have resulted from disputes of this type.

The Trades Union Congress is composed of craft!,~

THE MASTER, MATE AN8 PIl&T~

industrial, and general unions and has consistentlytaken the stand that no union has exclusive right toorganize any class of workers. In order to protectthe interests of one union from the encroachment byanother, the Congress in 1924 adopt~d the followingprinciples:

1. All applicants for membership in a union muststate in their application whether they are or havebeen members of any other union and what theirfinancial relationship is to that union.

2. No member of any union can be accepted byanother union without inquiry from the union con­cerned or he allo\ved to escape from obligations toone union by joining another.

3. Under no circumstances ig a union permittedto accept members from another union which is en­gaged in a trades dispute.

In addition to the voluntary conciliation machin­ery created jointly between organizations of em­ployers and workers, there exist in Great Britain anumber of Government agencies whose function itis to aid and to cooperate with the existing voluntarymachinery to further peace in industry.

Arbitration.-The Minister of Labor is sometimescalled upon under the provisions of a collectiveagreement to appoint impartial chairmen or arbitra­tors. For this purpose the Minister of Labor main­tains a panel of qualified and experienced citizenswho are willing, when called upon, to serve as arbi­trators or as impartial chairmen. The existence ofthis panel and the general lmowledge of who itsmembers are, partly accounts for the confidence ofboth employer and worker organizations in the ar­bitration procedure of the Government.

Conciliation.-The Minister of Labor also main­tains a staff of full-time trained conciliators whoseduty it is to keep in intimate touch with industrialconditions and labor relations in the area which theycover. The conciliators have no power to enforcetheir recommendations, and their success in settlingdisputes depends largely on their knowledge of theindustry and its problems as well as their skill inconciliation.

The Ind:u.strial CoU'rt.-A permanent IndustrialCourt was created in 1919 to decide controversiessubmitted to it by the Minister of Labor with theconsent of both parties. The Industrial Court is usedonly after all attempts to settle the controversythrough the existing voluntary machinery has failed.The court is appointed by the Minister of LabCJlr andis made up of members representing industry, labor,and the public. Unle.c;s otherwise agreed to by theparties, the decisions of the court are not binding,although they are generally accepted.

Trade Boards.-The Minister of Labor has thepower to set up a trade board to determine minimumwages and minimum standards of work in any indus­try where in his opinion no adequate voluntary ma­chinery exists for the effective regulation of wagesin the trade. However, neither the Government northe labor or employer organizations regard this pro­cedure with favor, and it is being used only after

DECEMBER, 1938

every possibility of voluntary determination ofwages and working conditions has been explored.Even then the Minister of Labor prefers to have acertain minimum of voluntary agreement withinthe trade before it proceeds to set up a trade board.

NEWS FROM LOCAL NO. ll, BOSTON, MASS.At a regular meeting of Local No. 11 held at our

rooms, Monday, December 12, the ballots for theelection of officers was tabulated and the followingbrothers were elected to serve for the year 1939:

Captain R. R. McDonough, president*; Captainn. L. Dunning, first vice president; Captain Eln­wood Folger, second vice president; Captain W. H.Fossett, executive committee, three-year term; Cap­tain Denis McCarthy, secretary-treasurer*; CaptainRichard James, delegate to national convention*;Captain T. L. Brook, alternate to national convention.

This is a well balanced set of officers and all arewell fitted by experience and ability to conduct theaffairs of the Local. After all, the officers cannot,without your cooperation, hope for success, partic­ularly the secretary-treasurer, because the burdenof responsibility for success or failure depends moreor Jess, to a degree on his determining and solvingthe many problems called to his attention forsolution.

1'he secretary-treasurer received 93 per cent ofthe votes cast in the election, thus the membersapparently are satisfied with the policies in the pastand with your further cooperation, we will stillcontinue to strive to give the same satisfactoryservice in the future.

The officers elect join me in extending to all themembers their heartiest thanks for the support inthe election and to extend further, their best wishesfor a Merry Christmas, a Happy and ProsperousNew Year and continued cooperation for organiza­tion ·welfare.

Fraternally yours,DENIS MCCARTHY,

Secretary-Trea:mrer.

'" Reelected.

CorrectionCaptain Fouratt of the Pacific Coast who nego­

tiated the Wilmington Agreement on the PacificCoast, which was carried in our November issue,called our attention to the fact that a mistake wasmade and asked that the correction be set forth inthe next issue of the magazine, to-wit:

Subsistence to be furnished or money to bepaid at the rate of 75c per meal per man whenworking outside of Los Angeles or Long BeachHarbor, etc.This read in the magazine, paragraph 6 on page 8,

"where cooks are required subsistence shall be fur­nished at the rate of 75c per meal." The mistake wasmade in this connection because this money is onlypaid when the vessel is away from the port andwhere a cook is required.

[ 15 J

'Phone WHitehall 4--3079

THE MASTER. MATE AND PILOT

New York, N. Y.

YOUR

15 Moore St.

MAGAZINE

Masters, Mates and Pilots

Write to:

HeIp to make it worthy of the

strong organization it repre­

sents.... HeIp to make it in­

teresting and informative. . . .

You can do that by writing to

the Editor, telling him of hap­

penings that your fellow work­

ers should know....

Take your pen in hand today

and tell us what you think of

Vol. T, No.8.

CAPT. JOHN J. SCULLY, Editor

liL_

367-54-54165-20-00

533-14-54360-00-00

173-14-54

h. m. s.150-3D.-30

. 217-15-24

h. m.8.228-25-00285·01.-42

278·52-48

513-26-48+125-26-00 E

6:{8-52-48360-00-00

New York Cil)'

31)·38-39 Les,-(i·38

30·32-01-9-0G

l..I-I.A.

3tl-22·55N

h. m.s.

.. 38-25-22 N

SOLUTION: PROBr~EM NO.5

18-57-00, 6th day G.B.lI ..39-42-50 Long..

---'1-11

57 Whitehall St.

tl__s_ol_lI1l_tions of Prolblems Ifw JIn Navigation w

By DENIS MCCARTHY ..:..

SOLUTION: PROBLI<1M NO.4h. m.~.l-20-DO, 20th day G.B.A .

-11-01-20 E Cor. for G.O.T...L.A.T..Long..

Latitude.

T. alt.. . . .. 37-24-16Cor. for L.H.A.. 1-01·0(} pIns

r....C.T. . 3-1R·44, 7th clay G.H.A. 6thLong -8-21-44 E Cor. for G.O.'!'.,

T.J.H.A ..

G.A.T. . . . 14-1R-40.19th day G.H.A..Eq. time.. 7-59 plus r~ong. E, add.

Dip.

G.a.T..Obs. alt.I.E..

G.O.T. .. 14-26-39, 19th dayObs. alt•........ 37-30-15 Less..Dip. --5-59

Latitude

T. alt..Cor. for L.H.A.

NEW YORK DENTIST

SURGEON DENTIST

Established 19 Years at Soutll Ferry

Special Attention to Seafaring Men

DR. WM. BELL

[ 16]

Baltimore Mail Steamship Co.

The United States Maritime Commission has ap­proved the application of Baltimore Mail SteamshipCompany to charter the 8.S. Maui from the MatsonNavigation Company. The Commission also ap­proved this company's application to operate undercharter from the United States Lines the S.S. Wash­'ington for one voyage between New York and SanFrancisco, sailing from New York February 11,1939. Baltimore Mail, hy using the S.S. Maui in itsregular intercoastal run between New York and SanFrancisco, will be able to provide regular weeklysailings, thus eliminating the present interruptionevery sixth week in its sailings between the twoports.

Partial List of Labor Agreements Held by Masters, Mates and Pilots of America

or

East Coast

Colonial Navigation Co.Wood Towing Co.Cape Cod Steamship Co.Chesapeake & Ohio Railway Co.Bay State Steamship Co.Ross Tow Boat Co.Boston Tow Boat Co.Rhode Island Shipping Co.Wilson Line. Inc.Norfolk & Washington, D. C. Steamboat

Co.Eastern Steamship LinesEastern Transportation Co.Southern Transportation Co.South Atlantic Steamship Co.P. F. Martin, Inc.Southern Pacific Co.Daty Tank Ship Corp.Postal Steamship Corp.Prudential Steamship Corp.Calmar Steamship Corp.The Union Sulphur Co.Argonaut Line, Inc.Isthmian Steamship LinesMooremack Gulf LinesShephard Steamship Co.Clyde Mallory LinesNew Yorl{ & Porto Rico Steamship Co.Newtex Steamship Corp.American Sugar Co.Sinclair Navigation Co.Staples Coal Co.Coastwise Trans. Co.Southern Steamship Co.New England & Southern Steamship Co.Diamond Steamship Co.Hartweison Steamship Co.Mystic Steamship Co.Pocahontas Steamship Co.WeIlhart Steamship Co.M. & J. TracyAtlantic Transport Co.The Baker Whiteley Coal Co.Chesapeake Lighterage Co., Inc.The Cottman Co.Curtis Bay Towing Co.A. J. HarperPennsylvania Railroad Co.Baltimore & Ohio Railroad Co.New York Central Railroad Co.Lehigh Valley RailroadNew York, New Haven & Hartford Rail­

roadDelaware, Lack.awanna & Western Rail~

roadCentral Railroad Co. of N. J.Erie RailroadPhiladelphia & Reading RailroadPanama Railroad Steamship Co.

.. .. ..

Great Lakes

Chicago Roosevelt Steamship Co.Kirby Line

Grand Trunk Western Railroad Co.

Ann Arbor Railroad Co.

Pere Marquette Railway Co.

Great Lakes Transit Corp.

Chicago-Duluth & Georgian Bay TransitCo.

Nicholson-Universal Steamship Corp.Mfunesota Atlantic Transit Co.

Chicago & Milwaukee Steamship Co.

Wisconsin-Michigan Steamship Co.Crystal Beach Transit Corp.

Detroit & Cleveland Navigation Co.Marine Sand Company

Lake Sand Corp.Mackinac Transportation Co.

Cleveland & Buffalo Transit Co.

»»««

GulfU. S. Tank Ship Corp.

Freeport Sulphur Co.Waterman Steamship Corp.Kellogg Steamship Corp.Lykes Bros. Steamship Co.

Standard Fruit & Steamship Corp.

Peninsular & Occidental Steamship Co.

»»««

IT'est Coast

River LinesSan Pedro Towboat Co.Ship Owners & Merchants Tug Co.Ship Owners Assn. of the Pacific CoastLibby, MeNeill & LibbyAlaska Salmon Co.Red Salmon Canning Co.The Alaska RailroadSan Diego & Coronado Ferry Co.Wilmington Transportation Co.Sacramento Northern RailwayNorthwest Towboat Assn.Washington Navigation Co.Key SystemSanta Cruz Portland Cement Co.

H. Kato & Launch No. 29U202Louis KnutsonCoos Bay Dredging Co.Northwestern Pacific Railroad Co.The Western Pacific Railroad Co.Southern Pacific Co. (Pacific Lines)Coos Bay Logging Co.Atchison, TopeIta & Santa Fe I~ailway Co.Reedsport Towboat Co.Boat Operators of Columbia DistrictSeekonk Corp.Bay Transport Co.Port Orford Cedar Co.Puget Sound Ferry, Passenger & Freight

Boat OperatorsMcCormack Steamship Co.

(East Coast-South American Service)(Pacific Coast-rorto Rico-West Indies

Service)(Intercoastal Service)

American Mail LineDollar Steamship LinesPacific Steamship LinesTacoma Oriental LineMatson Navigation Co.The Oceanic Steamship Co.Oceanic & Oriental Navigation Co.

(Australia-New Zealand Service)Matson Steamship Co.Los Angeles Steamship Co.California Steamship Co.Grace Line

(Panama Mail Steamship Co.)(Pacific Coast Panama Line Service)(Direct Pacific Coast~South American

Service)Sudden & ChristensenArrow Line

(Intercoastal Service)States LinePacific-Atlantic Steamship Co.Weyerhaeuser Steamship Co.Luckenbach Steamship Co., Inc.Luckenbach Gulf Steamship Co., Inc.Bulk Carriers Corp.Alaska Steamship Co.Northland Transportation Co.Alaska Transportation Co.Santa Ana Steamship CO'.Southern Pacific Golden Gate Ferries, Ltd.Martinez-Benicia Ferry & Transportation

Co.Richmond-San Rafael Ferry & Transpor·

tation Co.California Towing Co.Freightors Inc.Shell Oil Co.

The national organization is ne­gotiating for agreements with thefollowing steamship companies:

u. S. LinesMunson LineSword Steamship Co.Scantic Line

With tlteil" Addresses--Conneeted wirh the

LIST OF EXECUTIVES

National Organization of Masters, Mates and Pilofs of America

I

I

I

CAPT. FRED C. BOYER-5115 IWgent St., West Philadelphia. Pa.

*CAPT. JOHN C. SILVIABoston. Mll9~.

CAPT. CRAS R. KERTEL:LNational Ei$thth Vice President912 Avenue "1(," Galve<lton, Tex.

MR. NORMAN DEAKINApprentice Vice President502 W. 5{lth St., New York City

CAPT. JOHN J. SCULLYNational Secretary-Trcasul"er15 Moore St., New York City

CAPT. GEORGE W. MCVAYNational Trustee3{l2 New York Av~., Providence. R. l.

CAPT. EDWARD T. PINCHINNational Ttustce15 Moore St., New York City

CAPT. GEORGE B. DOWNINGNational Tl;UstccIMI Rowland Ave., Berkley Station. Norfolk. Va.

CAPT. H. P. FORRESTDistrict Deputy of the Panama CanalP.O. Box 2-5. Go.mboa, Canal Zone

CAPT. WILLIAM J. VAN BURENSupervising General Chairman. Railroa,1 Deck Personnel848 Devon St.. A1'"tinl!cton, N.•r.

24. CAPT. J. J. MICKLERSt. John Bar Pilots' ASlIoeiation. 17{l2 Lynch BId!;.•Jacksonville, FIa.

27. CAPT. CLIFrON W. Ry'l'F.:llP. O. Box 2(), Gamboa. Canal Zone

30. CAPT. S. J. MILLIKENP. O. Uox 1{l86. Balboa. Canal ZOlle

33. CAPT. W. A. ROWI.AND37{l{l Concord Place, Chicag-o, Ill.

36. CAPT. J. S. THOMPSON226 E. Bay St., Savannah, Ga.

,10. CAPT. GEORGE M. FOURATTHoom 21, Ferry Bldg.. San Franci"co, Calif.

42. CAPT. E. S. SMITH .2133 Stillman Rd., Cleveland Heights. Ohio

47. CAPT. J. C. CRAIGBox 1180, Route 3. H3,7.el park. M.ich.

49. CAPT. EDWARD P. PARKER3 Fortuna St., Newark, N. J.

50. CAPT. THOMAS FAGEN816 Michig<l.ll Ave.• Buffalo, N. Y.

51. MR. WM. J. MCCAULEY1434 Bankel'll' BIde'.. 208 E. Wisconsin Ave..Milwaukee, Wis.

74. CAPT. JAMES E. SWANc/o Pilots' Office. Ad"erJ Wharf. Ch3rl~5ton. S. C.

88. CAPT. EDWARD T. PINCHINIf) Moore St.. New York City

89. CAPT. M. TYSONc/o Pilots' Office, Bulkh~lld Pi~r No.7,Snn Francisco. Calif.

90. CAPT. O. E. ROLSTAl>l) r.bin St., San Franciscv. Calif.

1. Apprentice LocalCAPT. JOHN J. SCULLY

15 Moore St.• New York City

CAPT. HORACE F. STROTHER (1920- .... )2022 Oo.k!:md Ave.• Piedmont. Calif.

*CAPT. WM. S. VAN KUnENAlhany. N. Y.

CAPT. JAMES .J. DELANEYNational Pr~5ident

15 Moore St., N~w York. N. Y.

CAPT. GEORGE M. FOURATTNational First Vice PresidentROQm 21, r·'elTY Bldg., San FTllndl<c'" Calif.

CAPT. WILLIAM T. DANJELSNational Se<:ond Vice PresidentI11G E. 51st St., Savannah. Ga.

CAPT. DENIS MCCARTHYNational Third Vice President166 State St.. Boston. Ma~3.

CAPT. E. S. SMITHNational Fourth Vice President2133 Stillman Rd.• Cleveland Heip,:hb. Obi,}

CAPT. G. L. FORRESTNathmaJ Fifth Vice Pr~il'ent604 GodchallX Bld~.• New Orleans. La.

CAPT. O. E. ROLSTADNational Sixth Vice president!l Main St., San Francisco. Calif.

CAPT. HOYT S. MORRISNationaJ Seventh Vice President~40 S. 'Thinl St., Philadelphia, Pa.

CAPT. JOHN PRUETT (1908-20)Kittery Point, Me.

>';",CAPT. FRANK H. WARONew York ... OC(:('a~ed.

PAST PRESIDENTS

National Organization of Masters, Mates and Pilots 01 America

SECRETARIES OF LOCALS

National Organization 01 Masters, Mates and Pilots of America1. CAPT. JOHN J. SCULLY

15 Moore St., New York. N. Y.

2. CAPT. HOYT S. MORRIS240 S. Third St.• Philadelphia, Pa.

3. CAPT. C. DEMOOY8211 Pavonia Ave.•.Jersey City. N. J.

4. MR. HARRY L. HABGROv:e, JR.P. O. Box S4{l. Mobile, Ala.

5. CAPT. H. M. ANGELL24 Ninth St.. East Providence, R. 1-

6. CAPT. JOHN M. Fox117 Canadian National Dock. Seattle. Wash.

7. CAPT. II. DEOERICI{7Q Clermont St.. Saug-erties. N. Y.

8. MR. MICHAEL E. KATONA2304 Smith Tower, Seattle. Wash.(.f"uget Sound Pilou;' Association)

9. CAPT. B. T. HURSTRoom 601. Portloo::k Bldg., Norfolk. Va.

11. CAPT. DENIS MCCARTHY156 State St.. Boston, Mass.

12. CAPT. E. V. HAVThAND247 "B" AVe., Coronado, Calif.

14. CAPT. H. J. FREBURGER1;06 E. Baltimore St., Baltimore. Md.

15. CAPT. G. L. FORREST604 Godchaux Bldg., New Orlean", La.

17. CAPT. TRos. L. HARMON511 Henw Bldg.. Portland. Ore~.

18. CAPT. R. KLEID617 Palos Verd~ll St.• San Pedro. Calif.

19. CAPT. SAM V. SMITH905 N. Eighth St., Marshfield, Oreg.

20. CAPT. CHARJ~ES R. KERTELL407Jh 21st St.. Galveston, Tex.

22. CAPT. Eow. BRAUNc/o Sandy Hook Pilots, 24 State St.. Ne\\' York. N. Y.