MAY, 1939 No.5

he Master, Mate and Pilot Official Journal of tho National Organization of Madon, Mates and Pilots of Amorica. Published on thE; 15th of oach month of 810-16 Rhoda Island Avo.. N. E.• Washington, D. C. MAY, 1939 No.5 ISteamship Service Between Puget Sound fAnd Orient to Resume After Lapse of Year

'iU. S. Maritime Commission Signs Contract With Pacific Northwest Oriental Linc--Four · Cargo Vessels Assigned to This Routc--Employment for Several Hunill..ed

'UNITED STATES MARITIME COMMISSION itself to select its employes through a private agency ~ has announced that steamship service between or instrumentality or exclusively from the member­ dhe Puget Sound area and the Orient is scheduled ship of any organization whatsoever. To do so, it 1ito be resumed immediately under a contract which would be necessary to abandon the principle that 'ihas been signed between the Commission and the citizens applying to their government for employ­ ';.Pacific Northwest Oriental Line, Inc.; of Seattle, ment shall not be accepted or rejected on the grounds 'iWash. of membership or nonmembership in any organiza­ No service has existed on this essential trade tion. Citizens offering their services to the Federal irollte since the snmmer of 1938 when the American Government have never heen required to apply i:Mail Line suspended operations. Since that time, through any private agency or instrumentality. · the Commission has been unable to induce private Tbe Maritime Commission has and does employ ,:enterprise to undertake operations. members of unions upon such ships as it now The new service will offer sailings from Seattle operates. They constitute a very substantial ma­ ievery three weeks to ports in Japan, Cbina and the jority of the unlicensed men. These men, however, I' Philippine Islands. It may also call at other ports are drawn from the lists of eligibles maintained i:.in the Puget Sound and Pacific Canadian regions. by United States shipping commissioners. In ob­

I The service will operate under the trade name, taining its seagoing personnel through this agency I Pllget Sound Orient Line. of government, the Maritime Commission has never Establishment of this operation follows a series consciously permitted the master of a vessel to dis­ of conferences with a number of Seattle citizens criminate against men upon such lists on any basis · who organized the Pacific Northwest Oriental Line of membership or nonmembership in any organiza­ 'to serve as managing agent for the account of the tion. } Maritime Commission. The Commission, therefore, feels that it must The Commission has also had extended discus­ continue to recruit its seagoing personnel, both , sians with representatives of various West Coast licensed and unlicensed, from the shipping commis­ } maritime labor unions as to the Government's policy sioners' lists in the various home ports of the vessels , in respect to hiring seagoing personnel for this involved. There would seem to be no other course

I operation. until the Congress shall specify otherwise. The new service will afford employment for sev­ For that reason, the seagoing personnel to be eral hundred people of whom approximately 170 employed On this new Seattle-Orient service is to constitute the crews of the four. cargo ships be drawn from the list maintained by the shipping which the Commission has assigned to this route. commissioner in the home port of those vessels, The representatives of the maritime labor groups namely, Seattle, Wash. conferring with the Commission requested that all The four cargo ships which have been assigned seagoing personnel, both licensed and unlicensed, to this service by the Maritime Commission are: which might be required by the Commission to man S.S. Capillo, 8,000 deadweight tons, 390 feet over­ these ships, be employed through "hiring halls" all, 54.2-foot beam, 27.8-foot depth; S.S. Coldbrook, maintained by West Coast labor organizations. 8,015 deadweight tons, 390 feet overall, 54.2-foot The Commission found it impossible to accede beam, 27.8-foot depth; S.S. Collingsworth, 8,015 to this request because it is of the opinion that nO deadweight tons, 390 feet overall, 54.2-foot beam, legal authority exists under which it could bind 27.8-foot depth; S.S. Satartia, 8,000 deadweight tons, 390 feet overall, 54.2-foot beam, 27.6-foot depth. The Work of NOMMP These vessels are oil burners constructed at Hog Island, Pa., in 1919 and 1920. Each will have a com­ By CAPT. A. E. OLIVER plement of 41 men and in addition each will have one deck and one engineer cadet, making a total of 43 President, Local No. 88 per ship. A labor union is regarded by many, as There are now under construction 10 C-S combi­ weapon with which to force employers nation cargo-passenger vessels which will be among the finest of their class afloat. Four of these ships accede to the demands of the employes. I upon completion will enter the Seattle-Orient trade reality it is a bringing together of those w in place of existing equipment. They are of approxi­ are employed in any particular industry mately 11,926 deadweight tons, 492 feet overall, determine proper and just rules to gove with a beam of 69.6 feet, depth of 42.6 feet and a hours of labor and the wages to be paid for speed of 16% knots per hour, which makes them that labor. .' substantially faster than the majority of our pres­ The result of that determination is gener~ ent merchant tonnage. They will have accommoda­ ally a cross section of the minds of all wha tions for from 68 to 100 passengers. have been thus brought together. In orde "Addition of these exceIIent ships to the West .that this result may be intelligently present Coast merchant fleet," Chairman Emory S. Land has said, "will greatly strengthen American ship­ to the employer, certain members are dele ping services on the Pacific." gated, by election, to confer with the employe The contract under which the four cargo ships and by bargain, arrive at an agreement. will serve on this route until completion of the new The ideal conference of course, is one he vessels, runs until March 31, 1941, with a 30-day tween the representatives of the employes wha cancellation clause. Should traffic warrant such ac­ have expert knowledge of the problems 0 tion, additional ships can he assigned to the route. their particular industry, and the actual em: In executing the contract the managing agent ployer. Where the employer is an individual, agreed that there would be strict compliance with this' is accomplished with little delay, bu the manning and wage scales promulgated by the where the employer is a corporation, the ac Commission and as on government lines operated tual work of negotiating is done by well under managing agent contracts, Commission rules and regulations are to be applicable to employment trained legal and technical experts. Thes on these vessels. legal gentlemen are not concerned with th No director, officer or employe of Pacific North­ needs of the employes because the reward fo west Orient Line, Inc., may receive total compen­ their efforts comes from the employer. sation for personal services in excess of $12,000 Our standard agreements are written in per year. plain language and are readily understood by Under the contract, the managing agent will every member of the craft because they are secure all trade and all traffic, victual and supply the honest expressions of our needs. the vessels for the account of the owner, the Mari­ time Commission. It will collect all monies and The representatives of the National Or­ account to the owner for such collections and dis­ ganization Masters, Mates and Pilots of bursements by it with the approval of the Maritime America who are delegated to negotiate agree· Commission. The managing agent will also arrange ments, try to have our standard agreement for repair and upkeep ,of the vessels and will main­ accepted by the different companies, but be­ tain accounts and make reports to the Commission cause of the different practices established in under regulations prescribed by the Commission. different trade zones, many amendments to In return for this, the Commission will pay to our standard agreements are necessary. the agent $10,000 or less monthly, as ,may be de­ In any struggle, physical or mental, blows termined by the Commission at the end of each of whatever character are exchanged, and in month during which voyages have been commenced the final analysis the number of points gained under the contract. determine victory, stalemate or defeat. Your representatives must go into these West Coast Gets Construction Contract conferences with the feeling that you, the Construction of two of its C"3 type cargo vessels, membership, are behind them, and whatever , at a bid price of $2,857,760 each (total $5,715,520) the result, you believe that every honest effort has been allocated to the Moore Dry Dock Company has been exerted for the common good. of Oakland, Calif., by the United States Maritime Commission. This is the first construction to go to the West Coast under the Maritime Commission's You m.ay have more than one news source, but program for rehabilitation of the American mer­ you ha.ve only ONE national organization to rep're­ chant marine. sent you,' interests.

[ 2 J THE MASTER. MATE AND PILOT ~Evolution of Schooner and Barkentine, ~American Products, Traced From I 713

By JOHN LYMAN

~I'" TIS not generally realized that, like the schooner, was a favorite there for the larger vessels in the • the barkentine is an American invention. The lumber trade. ler­ ::lirst schooner is supposed to have been built at After 1860, with the rise of the coal trade in the h'ho ~iGloucester in 1713, and, although some doubt is cast East and the grain and lumber trades on the Great 'der Jon this, at any rate the first mention of a schooner Lakes, the size of schooners began to increase rap­ Janyone has been able to find is of one which was idly. The largest two-master built was probably ted "fishing on the Grand Banks about 1716. That well the Oliver Ames, 456 tons, constructed at Berkeley, ele­ ::may have been the original vesseL The schooner rig Massachusetts, in 1866; but the trend was all toward yer ;became the predominant ODe in the American mer­ the three-master, with the smaller, more easily han­ [chant marine before 1750, long before it was em­ dled sails. be­ "ployed to any extent in Europe. The first four-masted schooner was the Lizzie A. ,ho · The first three-masted schooners seem to have ap­ Law, 747 tons, built at Huron, Michigan, in 1875. of ipeared shortly before 1800. Some of the privateers The first on salt water was the Wm. L. White, built lm­ 1captured by our warships in the naval war with at Bath, Maine, in 1880 to meet the competition of [aI, (.France of 1799 were of this rig, and it is likely that steam colliers in the coal trade. She was followed at mt · these vessels were an effort to improve the famous once by other larger four-masters. One of these, ;,:;,three-masted French luggers or "chasse-marees" by the Haroldine, 1,361 tons, built in 1884, made a ac­ ::giving them the gaff rig. Certaiply three-masted voyage to China and Australia. The largest three­ ell­ masted schooner built on the ocean was the Brad­ ~se :·50:•....•••••'•.•.•'.••••.. schoonersyears towereattractuncommonattentionenOU'~hwh forrevel'thetheynext went.40 or ford C. Freneh, 968 tons, also built in 1884, at Kenne­ ;he ,lOne called the General Starlc wa built for a pri­ bunk, Maine. On the West Coast, the first four-mast 'or 'vateer at Salem during the War of 1812, and an­ schooner was the Novelty, launched at North Bend, ,other,• the Spy, at the same port i 823. The Ferrata Oregon, in 1885. She had a steamer hull with in was built at Baltimore in 1827, and the Aurora at straight stem and a bald-headed rig; but she was by JElisworth, Maine, in 1831; in 1'833, the Fame, Mag- soon followed by more orthodox four-masters. .re •nolin" Horse and Savage were all launched. In 1849, The Great Lakes led also the first five-masted :. the three-masted schooners Zachary TayiM' and schooner. This vessel was the David Dows, launched : Spray were built on the Delaware; the Spray went at Toledo, Ohio, in 1881 and registering 1,418 tons. Ir­ • out to San Francisco and set a record of 54 days to The Dows carried four yards on the foremast as well of that port from Hobart, Tasmania. The Indianola, as the gaff rig; but she was soon cut down to her !e­ '600 tons, built at Wilmington in 1853, was the larg­ lowermasts. Beginning about this time, most Great nt est three-master up to that time. The first on the Lakes sailing vessels were designed to be handled in ,e- '. Pacific Coast was the Susan and Kate Deming, built tows, and were more schooner barges than schoon­ in : at San Francisco in 1854. ers. The Louis, 831 tons, built in the same yard as to The barkentine rig originated in the 1850's in an the Novelty in 1888, was the first seagoing five­ attempt to improve the sailing qualities of the big master, but, like the Novelty, she was a bald-headed three-masted schooners. The first of which there is steamer hull. The Louis took lumber to Africa from VB any record was the Carbon, built at Robinston, Puget Sound, and was the first five-masted schooner in ~[aine. in 1851. She loaded lumber for San Fran­ to sail around the world. Later in 1888, the Gov­ ~d cisco and was the first barkentine seen on the Pa­ ernor Ames, 1,778 tons, was completed at Waldo­ . cific coast. The Jane A. Falkenberg, built at New boro, Maine, and was the first five-masted schooner Bedford 1854, and several other early barkentines on the Atlantic. Both these vessels were ahead of also sailed to the West Coast with lumber and re­ their time, and no more five-masted schooners were mained there. These early barkentines were first launched for eight years; larger four-masters were described as "three-masted brigs," for the term built instead. The maximum with this class was "barkentine" did not come into official use until 1856, reached in 1897 with the four-masted schooner and was not common for many years thereafter. I<'ranlc A. Palmer, 2,014 tons, at Bath; while the Barkentines were not listed as a separate rig in largest four-master on the West Coast was the Wm. Lloyds Register until 1874. The Monitor, launched Nottingham, 1,204 tons, launched at Ballard, Wash­ ,t at San Francisco in 1862, was the first barkentine ington, in 1902. ,- built on the Pacific; but from that time on, the rig The next five-masted schooners built were the

HAY. 1939 [31 IT Inca, 1,014 tons, in 1896 at Port Blakeley, Washing­ Pacific coast owners had some steel barkentines ton, and the NatharLiel T. Palmer, 2,440 tons, at and schooners built in Scottish shipyards, register­ Bath in 1898. One reason for the much lower ton­ ing them under the Hawaiian and Canadian flags. nage of Pacific Coast vessels of a given number of These included the schooners Amerieana, 1892, and masts is that they were generally single-decked ves­ Honolulu, 1896, and barkentines Hawaii and Alta, sels, and were not nearly as deep in proportion to 1900, all four-masters. Canadian owners likewise their length as the East Coast vessels in the coal trade. After this time the five-masted rig was com­ went to British shipyards in 1899 and 1900 for the mon on the Atlantic Coast; hut only half a dozen steel four-master barkentines Reform, Lalceside and were built on the West Coast prior to the World War. Hillside for the River Plate trade. Like most East Coast barkentines, these had the after mast shorter The development of the barkentine meanwhile paralleled that of the schooner. Although few were as in full-rigged ships; West Coast barkentines had seen on the East Coast during the 1860's, they be­ all masts the same height as in schooners, with the came numerous starting in 1872. The first four­ spring stay parallel to the waterline. masted barkentine was built at Maitland, Nova The only six-masted barkentines to sail the seas Scotia, in 1889; she was named the.Canadian, was were the E. R. Sterling, converted from the four­ 1,072 tons, and the largest barkentine built in Can­ mast bark Columbia at Seattle in 1903, and the City ada until the War. On the Pacific Coast the first of Sydney, formerly a Pacific Mail S.S. Co. steamer, were the Willie R. Hume, 665 tons, at North Bend, which waS rigged out at San Francisco in 1916. The and the Cha?'les F. C"oclcer, 855 tons, at Oakland, both built in 1890. The Steadfast, 879 tons, built at first five-masted barkentine ever built was the aux . Belfast, Maine, for the coffee trade to Rio in 1891 i1iary City of Orange, launched at Orange, Texas, was the first launched on the East Coast of the in 1917, and measuring 1,632 tons. She was fol­ United States. The largest barkentine built in the lowed by nearly a score of auxiliary five-masters United States up to 1917 was the four-master Ful­ from shipyards in the Gulf. The War shipbuilding lerton, 1,554 tons, built at Alameda, California, in boom also produced three four-mast barkentines and 1902 to carry crude oil from Southern California to a number of large schooners on the East Coast of San Francisco in bulk; while the largest on the East the U. S., and one barkentine and several schooners Coast was the James W. Elwell, 1,192 tons, built at in the Maritime Provinces of Canada. The largest Bath in 1892. The last barkentine built on the At­ schooner built on the Atlantic during this period was lantic Coast prior to the War was the Josephine, the Sintmm, at Freeport, Maine, 1920, 2,259 tons, a another Rio trader, launched at Belfast, Maine, in five-master. 1896, and on the Pacific Coast the John C. Meyer, 932 tons, at Tacoma in 1902. On the Pacific, the shipbuilding boom started with The size of schooners continued to increase after the launch of the auxiliary five-masted schooner this time. The largest five-master on the West Coast City of Portland on the Columbia River in' 1916; before the War shipbuilding boom was the Crescent, following her a great many large schooners, mostly 1,443 tons, launched at Fairhaven, .California, in auxiliary, were built in California, Oregon, Wash­ 1904. On the East Coast the maximum for five ington and British Columbia. Six four-masted bark­ masts was reached with the Jane Palmer, 3,138 tons, entines were built; the first five-master was the built 1904 at Boston. Six-masters had already ap­ Forest Pride at Aberdeen, Washington, in 1919 of peared, the first two being the George W. Wells, 1,600 tons, shortly followed by two sisters. The 2,970 tons, at Camden, Maine, and the Eleanor A. largest vessels produced during this time were some Percy, 3,401 tons, at Bath, both in 1900. Ferris-type steamer hulls converted to sail; three of All these vessels were wooden. A small iron these were six-masted schooners (the only ones pro­ schooner, Mahlon Betts, had been constructed at duced since 1909), and eight five-masted barken­ Wilmington, Delaware, in 1854, and two three-mas­ tines. The six-masted schooners Oregon Pine and ters, Josephine, 365 tons, 1880, and Red Wing, 437 Oregon Fir, 2,526 tons, finished at Portland in 1920, tons, 1884, at Philadelphia; but iron shipbuilding were the largest of these. The last barkentine built was never important in America. Three steel schoon­ in North America was the Simon F. Tolmie, launched ers in all were built in the United States: the five­ at Victoria, B. C., in 1921; a four-master of 1,600 master Kineo, 2,128 tons, at Bath in 1903; the Wm. tons. L. Douglas, a six-master, at Quincy, Massachusetts, in 1903; and the Thomas W. Lawson, 5,218 tons, at Only a bandful of this great fleet of vessels re­ Quincy in 1902; the largest sailing vessel and the mains in service today. A few four-masters are only seven-masted schooner ever constructed. The still trading on both coasts. The five-masted bark­ .Douglas registered 3,708 tons; the only larger six­ entine Marsala, built at Pascagoula, Mississippi, masted schooner was the Wyoming, 3,730 tons, built 1919, is now a training ship on the Atlantic Coast. of wood at Bath in 1909. A three-masted steel When the Edna Hoyt was condemned at Lisbon early schooner of 512 tons, the James William, was in 1928, she left the Vigilant, which still sails be­ launched at New Glasgow, Nova Scotia, in 1908; the tween Puget Sound and Honolulu, the last five­ only steel sailing vessel ever constructed in Canada. masted schooner in commission. [4] THE MASTER, MATE AND PUOI ear Admiral Land Reviews Commission's orkInBuildingUp U.S. MerchantMarine

The following is an address, in pa,·t, delivered Today the record of our program includes 66 ships, recently by Rear Admiral Emory S. Land, re­ several of which have already been launched. This, tired, chairman of the U. S. Maritime Commis­ we believe, is the beginning of one of the best mer­ sion, before the Chicago Rotary Club: chant fleets that science and engineering skill can HE Maritime Commission was created under produce. the Merchant Marine Act of 1936. It was There is under construction at Newport News, Va., harged with the responsibility of rehabilitating our the largest liner ever laid down in an American ship­ rchant fleet. That involves replacements and ad­ yard. Her name will be America. She will stand as ions to 'provide an adequate and well-balanced in­ a symbol of the rehabilitation of our merchant fleet. ument of trade promotion and national defense. Next spring she will enter the North Atlantic trade The Commission did not formulate a definite pro­ as one of the finest and safest ships afloat. ram until it had made a thorough and comprehen- Other ships are building in California, Florida, sive study of all the problems in this most compli­ Pennsylvania, Massachusetts, New Jersey, and Mis­ ated and oldest of our industries. Some of us knew sissippi. Please note that the work is reasonably that a substantial and efficient merchant fleet was a well distributed. ational necessity. This was fully confirmed by our Four of a series of 12 high-speed tankers already dy which was undertaken by a group of experts have been launched. They and their sister ships d the staff of the Commission-experts in mauy were ordered by the Standard Oil Company of New es from finance to naval architecture.. Jersey. Because of certain vital national defense features built into them the Maritime Commission There have been some who doubted, and I pre- paid approximately 28 percent of the cost. They are me may still doubt tbe advisability of maintaining remarkable vessels. Trials have shown that they at is commonly described as an adequate merchant develop approximately four times the horse power arine. Their memory does not go back to the of an ordinary tanker and are capable of a speed ap­ pectacular experience of business and industry proaching 20 knots per hour loaded with almost during the War. Millions upon millions of dollars 150,000 barrels of oil. This makes them the fastest were lost to American industry through lack of ships of their kind of which there is any reliable shipping facilities. Foreign markets passed into record. The Navy has acquired two of them and other hands with a consequent loss which cannot expects to buy a third; two more have been purchased ven be reckoned. by Keystone Tankship Corp. of Philadelphia. All We found that shipping services throughout the will become available for naval service should an world frequently improved upon the entrance of emergency arise. American-flag vessels into the trade. It tended to In addition to the tankers, we are building several stabilize and in numerous cases even reduce existing types of dry cargo vessels, including four with the rates. American Export Lines and three combination cargo­ The Commission wanted to avoid the waste and passenger vessels with the Mississippi Shipping eXtravagance entailed in our war-time construction Company. Vessels under construction for our own program. For that reason we projected our plans on account will be sold or chartered to private operators. a long-range basis. We have undertaken new con­ The first of the dry cargo ships, Donald McKa.y, struction on a 10-year schedule during which time has been launched at the yards of the Sun Shipbuild­ e plan to build a minimum of 500 new vessels. This ing and Dry Dock Company, Chester, Pa. This ves­ we believe will provide a systematic and orderly re­ sel and the other 19 of her design carry the names of placement program. It is possible, of course, that it 20 of the most famous clippers. It is hoped that in may be necessary to expand the undertaking. The using these names something may be contributed to extremely dangerous international situation reminds a revival of the spirit and enterprise which existed in us unhappily of the importance a merchant marine our merchant marine when it was at its peak during ., must play in the national defense. I am not going the clipper days. into that in detail. I merely wish to call to your at­ Within a few weeks keels will be laid for a series tention with some emphasis that the efficiency of a of combination cargo-passenger vessels with accom­ navy is dangerously impaired without a strong and a modations for 68 to 100 passengers depending upon well-balanced merchant fleet. This fleet feeds and the trade they enter. We propose to build a series fuels the navy in time of emergency. That is a fact of smaller cargo ships and we have on the drawing which in these times it is folly to ignore. boards plans for several liners.

[ 5 ] From what I have said thus far you might assume Wm. M. Leiserson Is New Member that the Maritime Commission has no duties other than construction. I almost wish that were true. Of NationalLaborRelations Board However, there is no need to discuss before this audi­ ence the complications involved in the Commission's William M. Leiserson, chairman of the National regulatory functions. It is enough to say that they Mediation Board, has been appointed to succeed Don· impose an arduous burden upon tbis five-man board. aid Wakefield Smith as a member of the National You will be interested I think in the improvement Labor Relations Board. that has been brought about in steamship service be­ The appointment is for a five-year term dating" tween New York and the east coast of South Amer­ from August 27, 1938. Mr. Smith has been serving' ica, a market for American products that can be of on a recess appointment to succeed himself since inestimable value. Last year the Commission estab­ that date. lished the "Good Neighbor Fleet" of the American Republics Line, operating between New York, Brazil, Mr. Leiserson, 56 years old, has had long experi-'­ Uruguay, and Argentina, with stops at Barbados and ence in industrial relations and as a labor economist: Trinidad en route. This service was operated from He served as chief of the Labor Department ill-· October 8 to January (by the Commission. On the vision of labor administration in 1918 and 1919 and latter date, it went under charter to Moore-McCor­ from 1919 through 1926, he was the chairman of. mack Lines, Inc., of New York. We are confident the men's clothing industries boards of arbitration; that this operation will make a material contribution in Rochester, N. Y., New York, Baltimore and· to our trade in South America and will supply a long Chicago. needed link in the friendly relations existing between He was born in Reval, Esthonia, April 15, 1883,; us and our neighbors to the south: and came to the United States in 1890. He received The Commission spent over $2,000,000 in equip­ his undergraduate degree from the University of ping three of the finest ships of their type under any Wisconsin in 1908 and his doctorate from Columbia; flag for this service. They were named A"gentina, University in 1911. I Brazil and Uruguay in honor of the three principal He was deputy state industrial commissioner iJl' foreign countries they serve. Wisconsin from 1911 to 1914 and served as assistant' We have been gratified by the results to date. Pas­ director of research for the U. S. Commission oJ senger traffic has shown a steady increase since Oc­ Industrial Relations in 1914 and 1915. He also' tober and we have reason to believe that this wiII taught economics and political science at Toledo. continue. University and at Antioch College. There are indications that within a reasonable length of time many of the existing difficulties in­ volving exchange problems, import restrictions and Regulations for Anchorages similar handicaps will be overcome. This will mean increases in cargo both to and from the United States In New York Port Modified and a healthier condition in general. The Secretary of War has approved a modifica­ tion of Paragraph 7 of the Rules and Regulations'; Resignations for anchorages in general in the Port of New York.' Amended Paragraph 7 follows: Local No. 90, National Organization Masters, "When applied for, a berth in an anchorage, if! Mates and Pilots of America, announces the resigna­ available, shall be assigned to any vessel by the Cap­ tion of Secretary-Treasurer O. E. Rolstad as of May tain of the Port. He may grant revocable permits! 1,1939. for habitually maintaining and using the same moor.' No successor has been appointed as yet to succeed ing space in an anchorage area, but no vessel shalF Brother Rolstad. occupy continuously aberth in an anchorage area~ Local No. 20, National Organization Masters, when a vessel in regular traffic requires the berth: Mates and Pilots of America, announces the resigna­ or when navigation would be menaced or incon~' tion of Charles R. Kertell, secretary-treasurer, and venienced thereby. The Captain of the Port, sub· that A. M. Hemphill has been designated to act as ject to the approval of the District Engiueer, is au· secretary-treasurer of Local No. 20 until their formal thorized to issue permits for maintaining mooring! postal ballot has been taken for the regular election buoys. The method of auchoring these buoys shan: of the officers of Local No. 20 for the year 1940. be as prescribed by the Captain of the Port. No! Both former Secretary Rolstad and former Secre­ vessel shall moor in any anchorage in such a manner! tary Kertell are national officers and members of the as to interfere with the use of a duly authorized National Executive Committee. Brother Rolstad mooring buoy. In case of emergencies the Captain' being Sixth National Vice President in charge of of the Port is hereby authorized to shift the POsition,•..• coastwise and oceangoing membership on the Pacific of any unattended vessel moored in or near any an·_ Coast and Brother Kertell, Eighth National. Vice chorage. No vessel shall be navigated within the: President in charge of organization matters in the limits of an anchorage at a speed exceeding six knots Gulf. when in the vicinity of a moored vessel.")l j [ 6 1 THE MASTER, MATE AND PILOT! j l .A Year's Work ofthe Conciliation Service

By J. R. STEELMAN, Director Conciliation Service, U. S. Depal·tment of Labor

"I am convinced that once the parties to a dispute can voluntarily sit down with intent to reach an agreement a satisfactory solution is possible. "The place of the conciliator is to bring this about, to act as interpreter of principles, to clarify the i8sue, and to make suggestions for slwrt cuts ba8ed on practical experience as to methods, prac­ tices, and lJrocedure. His duty is to add the sanction of a third pal·ty to honorable agreements be­ tween honest men." -FRANCES PERKINS, Secretary of Labor.

ONE OF the most significant changes in the field between employers and workers has also been ex­ of employer-employe relations in the last few panded. The typical agreement now contains more years has been the growing tendency both among major clauses than were contained in agreements a employers and workers to invoke the aid of the U. S. few years ago, and the details on working conditions, Conciliation Service before a c ntroversy actually re­ rates of wages, and hours of work are more clearly ults in a stoppage of work. a result, during the. defined. ear ending June 30, 1938, the Conciliation Service Commissioners of conciliation must be thoroughly of the Department of Labor h s been successful in familiar with these new developments, and this effecting a peaceful settlemen of 339 threatened knowledge of economic conditions and colleCtive-bar­ strikes, involving more than 23 ,000 workers. With gaining procedures in industry has been the princi­ an average of 20 workdays lost y each striking em­ pal factor in aiding and dispatching the work of the ploye, as computed by the Bu eau of Labor Statis­ Conciliation Service. For more than a quarter of a 'cs, this work of the Conciliation Service has been century, without coercive authority, this service has stimated to account for more than 41j2 million man­ carried on its efforts to bring about harmonious re­ days of work saved. lations between management and labor and to pro­ Altogether, during the year the Conciliation Serv­ mote peace in industry. Its record speaks for itself. ·ice disposed of 4,231 cases on labor relations, involv­ ing more than 1,600,000 workers. Strikes, threat­ ened strikes, lockouts, and other .controversies generally described as labor disputes were issues in Audibility of Fog Siguals 2,319 cases, involving about 1,460,000 workers. The ther services rendered include arbitration, consent The Na"tical Magazine, published in Glasgow, has elections, and conferences with labor and manage­ the following suggestive comment on the audibility ment for the promotion of industrial harmony. of fog signals: The Conciliation Service has been active in every "An aspect of the matter that does not seem to State of the Union, the District of Columbia, Alaska, have had the consideration it deserves is that some Puerto Rico, and the Virgin Islands. Pennsylvania ships have a certain point, or a certain line, on which had the largest number of cases, involving more than sounds outside the ship are inaudible. On one occa­ 223,000 workers. Among the industries, textiles ac­ sion the writer was approaching Bass Rock from counted for 819 cases, affecting more than 255,000 seaward in misty weather and was surprised at the workers. silence of the fog signal. Moving a little to one side Not very long ago a labor dispute was largely a of the bridge the fog signal came in with full force. local affair. In recent years, however, the growing On another ship there was a definite arc of bearing interdependence between sections of the country and on which no fog signals were audible except in the different industries, the growth of unions, and the engine-room and galley. It is difficult to get many development of Fcderal and State labor legislation men to believe these statements, and still harder to have made even the smallest plants an integral part get anyone to explain them, but it would be of gen­ of the complicated economic and social strncture of the country. Labor and management today are find­ eral interest and of undoubted advantage if those ing it essential to know not only the conditions in who have served in ships with these peculiarities their own plant or in their own indnstry, but also would make general their experiences, their deduc­ the economic and social conditions affecting all in­ tions and their suggestions for avoiding the obvious dustries. The field covered by signed agreements risk that must arise at times." [7J THE MASTER, MATE AND PILOT a weather eye open for these symptoms and leave these natural gas-bags deflated by means VOL. II MAY, 1939 Number 5 of your ballots when selecting your officers. Here and there in our organization, this Published monthly. M:.t.in­ ingtQn, D. C., with General Inter~t situation is developing, particularly as regards tD.incd by nnd in tbl! and Executive omCl.'l3 at In­ of the Nntional Organization ternational Commerce Build­ the off-shore men. These average members of Maater.l, Mates and Pilots of America, at 810 Rhode ing, 15 Mool"e Street, New will some day awake to find communists in: Island Avenue, N. E.. Waah- York, N. Y. charge without their consent because the office and meeting room hangers-on vote awav their Publiahed on the 15th of each month. ~ Sworn detailed, circulution fltatemcnt on request. rights. - Entered as llecond·cllU'5 matter at tbe POllt office at Washington, D. C.. All off-shore Locals should demand a refer: under the Act of August 24, 1912. endum on any change involving leaving th SUBSCRIPTION: $1.00 PER YEAR FO;REIGN, $2.00 National group or radically changing the Con stitution of your Local, or upon the reckles NATIONAL TRUSTEES GEORGE W. McVAY, Providence. R. L spending of the Local's funds to provide sine EDWARD T. PINCHIN. New York City GEORGE B. DOWNING, Norl'otk. Va. cures for this class of membership. .JAMES :T. DELANEY. New York City, BUlIineu Managex' JOHN J. SCULLY. New York City, Editor You sea-farers pay the freight and there's no reason why the chronic idlers and misfits NATIONAL OFFICERS should get control of either your treasury or JAMES J. DELANEY. President. New York City. GEORGE M. FOURATT. Fir&t Vice Fresident, in charge of all Inland Craft your Local. on West CO:Lst. WILL1AJ'l{ T. DANIELS, Second Vice Fr=ident, ·Savannah, Ga., in charge of the South Atlnntic. DEN~S. McCARTHY, Third Vice FrCllident, in ehar&e of the Eantcrn DlvlBlon. EDWARD S. S),fiTH, Fourth Vice Fresidcnt, in ehnrge of the Great Lnkea. First Anniversary G. L. FORREST, Filth Vice PreBident, New Orleans, in charge of the Gulf Dilltrict (Key West, Fla., to Lake Charles, Ln.) o. E. ~ODSTAD, SixtJ1 Vice President, Ban Frnnci$co, in charge of Ocean~ This issue of THE MASTER, MATE AN gOing' nnd Coastwise Cra!t on West COMt. HOYT S. MORRIS, Seyenth Yi~ President, Philadelphill., Fa., in cba~e PILOT marks the first anniversary of our of the Delaware RITer Dintrlct. CHARLES R. KERTELL, Eighth Vice President, in charge of the Gulf magazine. We have tried to make the publi­ Dilltrict (Lake Charles, Ln., w the Rio Grande). NORMAN DEAKIN, New York City, Apprentice Vice Prcaidcnt. cation informative and interesting. If we JOHN J'. SCULLY, New York City. Secrl!tAry-TrelUlurer. have succeeded, a large part of the credit is

COMMUNICATIONS AND REMITTANCES may be addrCllsed and checkll due the officersJ!f the various Locals wh made pa;rable to the National Organization of Mautexs, Maten and Pilots of Amer~en, 810-16 Rhode I~ln~d Avenue, N. Eo, Wnshineton, D. C., or have cooperated b sending in contribution Inttarnational Commerce BUlldmg, 15 Moore Street, New York, N. Y. READING AND ADVERTISING MATTER MUST reach the office not of news items d articles. We take thi later than the 25th of the month preceding publication. opportunity t~ ank them and at the same CHANGE OF ADDRESS should be received prior to the firnt of the month to alIect t~e forthcoming iullue, and the old as well Il.lI the new addrQll8 time beseech t eir continued interest. must be ~ven. Weare bru ded together in the National OrganizationI of Masters, Mates and Pilot Spring Cleaning so that each member of the craft may benefi from the cooperative efforts of all. The maga­ Well, Brothers, a word about the current zine must be founded on the same principle. purges of radical leftists from many labor All must cooperate. By so doing, we shall groups, a spring house-cleaning gesture that is build a bigger and better publication an timely and necessary. reap the harvest of our labors. These men obtain membership either to get the organization's backing in their erratic conduct or directly subsidized by leftist move­ A Dream Come True ments to promote dissension" and revolution. Their ideology and training for this sabotage Few citizens of New York State realize th isreadily recognized by experienced labor men. public benefit and importance of our Barg Their tactics include hanging around head­ Canal system, comprising the Erie, Oswego, quarters and spurning any but a sinecure job, Champlain, Cayuga and Seneca Canals and berating the organization, its officers, its pol­ including the navigable portions of lakes an icies, but offering no constructive alternatives, rivers that are a part thereof. It is a system and provoking discipline either of the organ­ 525 miles long and through its connection ization or their once-in-awhile employers so with other navigable waters completes a chai that they can enact a martyr role when they of inland water transportation from the At­ get their just deserts. lantic Ocean to the western end of the Great Their main objectives are to avoid work, get Lakes, in addition to a link with Canadian the treasury and pillory the sane-minded mem­ waterways through the Champlain section. bers who oppose their extremist conduct. Keep Begun in 1817, the first Erie Canal (now

[ 8 J THE MASTER, MATE AND PILOT art of the Barge Canal system) was com­ Tankeritis Blues . ted and opened October 26, 1825, a mere Itch 4 feet deep and 40 feet wide. The first If you feel like Hell in the morning eet to tr~vel the. canal was headed by the And you begin to grouch over food' eneca Chwf carrymg Governor De Witt Clin­ And everything tastes like sawd";t And the coffee tCiStes gummy too' ' ton and a party of distinguished citizens who ' ' , made the trip from Buffalo to New York to The;< y?U ve contracted the diseCiSe of the Tankers, olemr:ize the "Marriage of the Waters," by Wh2Ch", known as the 'Ritis Bh,es. emptymg two barrels filled with· Lake Erie ater into the Atlantic Ocean. When you lose trust in your ship mates And yo., think they are against you to~ .••• The Erie Canal, which owed its existence And you begin to hate the Chief Mdte ' to Governor Clinton's foresight and determi­ The Captain and Second Mate too' ' nation, revolutionized development of the You've got it, old man and yo~ sho~ld know it country, connecting the East with the West. And it's called the 'Ritis Blues. '

When you feel that the Captain hates you American Seaman, Commission's And you fig'!re he'll fire you, too, ' /NewTrainingShip,ReadyforDuty And you thtnk that the Chief Mate is with him The Steward and Second Mate too' ' The'!" t~e. bug is in your syste:n, ' The United States Maritime Commission's new Whwh zs kn01vn as the 'Ritis Bl,ws. training ship Ame,-;can Seaman, which will augment the square-riggers J o.eph Conmd and Tusitala in When you feel like committing .murder training merchant seamen, arrived at New York, If the Captain or Mate talks to you' ' May 10, from Baltimore, in command of Charles And yo., hate yourself for doing it ' Etzweiler, U. S. C. G., and anchored in Gravesend Knowing you're wrong through a-:..a through' Bay, as water at the school's dock at Hoffman Island Then you're stricken with that fateful sickne;s­ was too shallow to accommodate the ship. . You've caught 'Ritis Blues. Formerly the freighter EdgemoQ1', the American Seaman, has been converted into what is said to When the Second Mate hates the Chief Mate be the best and most completely equipped ship for Because he feels cranky, too, 1 the training of merchant marine personnel in the And he calls the Mate a farmer, world. The vessel has. two machine shops, class re~ And he says he's phoney, too; ro?ms, general workshops, galleys, balte shops, Then he is stricken as bad as the Third Mate too frlgerators and all other equipment necessary for With that lousy 'Ritis Blues. ' al training seamen. ts She is a steam turbine-driven vessel of 7,038 gross So Mate on Tankers take warning at tons, with an overall length of 409.5 feet and a beam And don't feel so lousy and blue; , a­ of 54.2 feet. Every modern aid to navigation as For others feel just as rotten well as all of the latest safety appliances were in­ And sick of the ship as you. le. stalled during her recent conversion from a cargo tIl Don't take it out on the Captain vessel to a training ship at Baltimore. And give him the dreaded blues. ld The American Seaman left for Washington for the celebration of National Maritime Dayan May Try leaving the ship and wa,nder; 22, when she was viewed by members of the Senate Go to the. bars and the dances, too; Commerce Committee and the House Merchant Take a fling a,t the races and ladies Marine and Fisheries Committee. Public inspection And visit the mountains and gree'; fields too' was held on May 22 and May 23, and she started her This is recommended to cure you " ge return trip to New York on May 24. Of those terrible Tanker Blues. The Joseph Conrad also was scheduled to make :0, the voyage from New York to Washington for the ld celebration of Maritime Day. Labor Must Work Together ld On the American Seaman's return trip to New ill Unless the breach in the ranks of labor can be York she will tryout an extensive distillation sys­ healed and the millions of toilers brought together, us tem which has a daily capacity of 104,000 gallons in the great accomplishments in membership growth, for conversion of sea water into fresh water. This in improved wages and working conditions, and in .t­ equipment will be of material assistance to the Navy progressive legislation will be in jeopardy. The at in case of war. III The A,nerican Seaman is expected 'to leave New difficulties are not insurmountable and must be York ,Tune 1 on her initial training cruise to Gulf solved for the protection and progress of the labor ports. movement.-Daniel J. Tobin. [9] 01 MAY, 1939 Local No~17

S. R. Pi1Vnell, president of Local No. 17, is William Fisher, secretary of Local No. 17, one of the youngest highrranking officers in the was born December 21, 1894. He became ac­ National Organization of Masters, Mates and tive in labor matters in 1930. DU1-ing tM Pilots. He was born May 13, 1907, in Astoria, maritime strikes on the West Coast, in 1934 Oreg., and started stewmboating in 1927 for and 1936, he rendered valuable assistance to the Knappton Towboat Company. He has their conclusion. He was elected secretary­ been employed by W. S. Smith, at Rainier, treasurer of his Local in July, 1938, and has since 1929. been helpful in building up its membership.

Maritime Commission ships will not be hired through U. S. Not to Obtain Ships Crews government hiring halls or Shipping Commissioner Through "Hiring Halls," Unions but that such Crews will be dispatched through West Coast union hiring halls. A. E. Harding, secretary, On Pacific Coast Are Informed Washington District Council No.1, Maritime Feder­ ation of the Pacific.' The United States Maritime Commission recently "Following reply sent: dispatched telegrams to leaders of West Coast mari­ " 'Replying your telegram, Maritime Commission time unions stating that the Maritime Commission has never obtained crews for its vessels through any has not made and does not intend to make any agree­ 'hiring hall' and has not made and does not intend ment with anyone to obtain crews for its ships to make any agreement with anyone to obtain crews through any "hiring halls." for its ships through any Uhiring halls." Where The telegrams went to Bruce Hannon, secretary­ crew replacements are necessary selections will con­ treasurer, Maritime Federation of the Pacific; A. E. tinue to be made by the master from register which Harding, secretary, Washington District Council No. Shipping Commissioner is required by law to main­ 1, Maritime Federation of the Pacific; and Harry tain, without discrimination by reason of member­ Lundeberg, secretary-treasurer, Sailors' Union of ship or non-membership in any organization'." the Pacific. The ships referred to in the telegrams are those owned by and operated for the account of the Mari­ Veteran6' Reunion at Portland, Oreg. time Commission and do not include those chartered to private operators or those which are privately The Veteran Steamboatmen's Association of Port­ owned and operated, receiving an operating differ~ land, Oreg., will hold its annual reunion the last ential subsidy. Sunday in June. It extends a cordial invitation to The telegram to Mr. Lundeberg: all officers and crews of any ship that may be in port "Following telegrams received: 'Please affirm or at that time to attend the reunion at Champoeg Park. deny statements made by Lundeberg that seamen Ten thousand pel'sons attended the affair last year, will be hired through SUP hall for ships to be placed according to Capt. Wilder McClintock. on Seattle-Oriental run. If this is true does it mean firemen through MFOW and cooks' and stewards through MC & S hall. Please confirm. Maritime Labor Pioneer Dead at 69 Federation of the Pacific, Bruce Hannon, secretary­ Richard P. Dee, 69, pioneer labor leader and treasurer.' chairman of the board of trustees of the Grand "'Request information immediately by wire on Lodge of the Brotherhood of Railway and Steam­ Lundeberg's position on government hiring halls. Is ship Clerks, Freight Handlers, Express and Station it true that Lundeberg has concluded an agreement Employes died recently in New Orleans after an with Maritime Commission whereby seamen for illness of several months.

[ 10 1 THE MASTER, MATE AND PILOT OMMP Negotiates Labor Agreement ith Commercial Molasses Corporation

HIS agreement, dated April 4, 1939, between the IV. Authorized representatives of the party of National Organization Masters, Mates and Pilots the first part shall have the right to go on board America, party of the first part, and those steam­ ships covered by this agreement at all reasonable 'p companies whose names are hereto subscribed, times for the purpose of consulting with licensed ty of the second part. deck officers employed thereon. ereas, the party of the first part has been V. Preference of employment shall be given mem­ gnized by the party of the second part as the bers of the National Organization Masters, Mates resentatives of their licensed employes in the and Pilots of America, in good standing, in filling k department of their respective vessels herein- vacancies, when available, provided they are quali­ er mentioned, for collective bargaining, and the fied to fill such position. The employer shall have ties hereto have carried on collective bargaining the right to select his own employe provided such the purpose of making an agreement fixing employe is a member of the National Organization ill's, wages and working conditions. Masters, Mates and Pilots of America, in good Now, therefore, the parties hereto agree as fol­ standing. s: 1. The party of the first part on the one hand VI. The party of the first part shall take out in­ . dthe party of the second part on the other, hereby surance which will protect the steamship company, ·ter into an agreement governing. said hours, agent, charterer, operator, and subsidiary or affiJi­ es, and working conditions and which shall be ated companies against any claim, loss, damage or ding upon the parties for the period to and in-. liability for the loss of life or inj ury occurring to ding March 1, 1940, and shall be considered as a representative of the party of the first part while ewed from year to year thereafter between the on the property or while on board a vessel of the ties hereto, unless either party shall give writ­ above mentioned company while said property or notice to the other of its desire to modify or said vessel is owned, chartered or leased. nge such agreement. Any such notice shall VII. Party of the second part recognizes party given at least thirty (30) days prior to the of the first part as the representative of their iration date of this contract, and if such notice licensed deck officers, for the purpose of collective all not be given the agreement shall be deemed bargaining. National Organization Masters, Mates be renewed for the successive year. and Pilots of America agrees to aid the shipown­ II. Said agreement shall govern wages, hours and ers in every way to maintain the highest possible dung conditions of the licensed employes em­ calibre licensed personnel employed in the deck de­ d by party of the second part in the deck partment on all of the ships covered by this agree­ tment of American steamers and motor vessels ment. Nothing in this agreement shall prevent the ed and operated by them. party of the second part from hiring licensed em­ III. There shall be no strikes, lockouts or stop­ ployes in the deck department of such vessels, pro­ ge of work during the period of this agreement, vided, however, that they become members of the r any cause. All disputes relating to the interpre­ National Organization Masters, Mates and Pilots lion of this agreement shall be determined by a of America within thirty (30) days after their em­ ensed personnel board consisting of two persons ployment, or prevent the party of the second part pointed by the party of the first part and two from discharging any employes that are not satis­ rsons appointed by the party of the second part. factory to it, provided, any such dispute arising e parties shall submit any such dispute to deeision therefrom be settled in accordance with paragraph 3. such board, and they agree to be bound by such VIII. Employes of the classification herein desig­ cision. In the event said board shall not agree, nated shall be paid not less than the following additional member shall be appointed by them minimum salaries, together with subsistence, quar­ hose decision shall be final. ters, maintenance and cure as customary. Upon written notice fI'om any party hereto, stat­ Section'1. g the purpose of the meeting, the board shall meet hin twenty-four (24) hours. The board may CLASSIFICATION ignate, a person or persons at other ports to Single screw rand adjudicate disputes at such ports: pro­ power tonnage ed, however, that no decision of any such local ommittee shall be effective unless approved by the Class He" 7,501 to 12,000 icensed personnel board. Class HD" 5,001 to 7,500

[ II ] WAGE SCHEDULES (c) On days of arrival, watches shall be broken Class Class "D" not later than midnight. "e" Section 10. (a) On days of departure all watches Master . $345.00 $345.00 to be set not later than noon. First mate . 220.00 210.00 (b) At sea, if any work not required for t Second mate . 190.00 180.00 navigation of the vessel shall be performed on Satur· Third mate . 170.00 160.00 day afternoon, Sunday or holidays, the employer Section 2. Any deck officer covered by this agree­ shall pay overtime at the rate of One Dollar ($1.00) ment receiving a higher monthly wage than the per hour. minimum specified herein shall continue to receive (c) In all domestic ports, all work on Saturda the same while employed during the life of this afternoons, Sundays and holidays and nights, sha agreement. be paid for at overtime rates. (d) When necessary to anchor, watches may Section 3. Piloting: The company agrees that maintained at the discretion of the master. it will not require mates of its vessels to serve as Section 11. Four t4) hours shall constitute pilot in waters of Continental United States. When sea watch for licensed watch officers. Two (2) required to serve as pilots in waters other than the watches to constitute a day's work. United States Continental Ports, mates will be com­ Section 12. No mate shall be required or per pensated at rate of time and one-half, the overtime mltted to take charge of a watch upon leaving or im rate, while so employed. mediately after leaving port, unless such officer shal Section 4. (a) The rate of overtime pay for deck have had at least six (6) hours off duty within t officers shall be One Dollar ($1.00) per hour. twelve (12) hours immediately preceding the tim (b) No less than one hour's overtime shall be of sailing. paid for any overtime work performed, if called Section 13. For the safety of the crew, passe from watch below. gers, cargo and vessel, no mate on watch shall b (c) If the interval of time between periods is less permitted to do other than regular duties of a than two (2) hours, straight overtime shall be paid. officer, unless ordered to do so by the master. Section 5. (a) No mate shall be required to work Section 14. The following shall be recognized more than eight (8) hours out of any twenty-four holidays: New Year's Day, Lincoln's Birthda (24) hours while the vessel is in port. Washington's Birthday, National Memorial Day, I (b) When any mates are employed on vessels dependence Day, Labor Day, Thanksgiving Da out of commission to prepare the vessel for service, ChristI:nas Day, and all Sundays in port. one mate shall receive the same pay and subsistence Sectwn 15. Deck officers shall each have thei allowance as that of a first mate, within seven (7) own individual stateroom. All deck officers' qual' days prior to ship going into commission. ters shall be properly equipped, cleaned and light Section 6. No mate shall be laid off without pay at all times during occupancy. Each vessel sh over a Sunday or holiday, and a full complement of provide a washroom for the use of the deck officer mates shall be employed at all times while a vessel only. is working cargo or in commission. Section 16. If the ship is sold or withdrawn fro Section 7. When in port, and meals and living service for any other cause than shipwreck, fir quarters are not furnished, subsistence shall be class transportation with meals, Pullman and be allowed amounting to Two Dollars and Fifty Cents shall be provided, and full wages paid either to t ($2.50) per day divided as follows: 75c for break­ home port of the ship or to the port where the the fast, 75c for lunch and $1.00 for dinner, for each existing voyage articles were signed. mate, and room allowance of Two Dollars (·$2.00). IX. This agreement shall constitute a series Section 8. (a) When sent from one ship to an­ separate agreements between the party of the fir other or from one port to another in the course of part on the one hand and each of the steamsbi employment, officers shall be paid first class trans­ companies, which subscribes its name as a pa portation. regular wages and expenses incurred in of the second part. As to such subscriber, th traveling to and from such places of employment. agreement shall only apply to and bind them wi (b) All transportation furnished shall be first respect to steamships operated in the particul class and include Pullman berth and meals. While service specified after their respective signatur traveling, Four Dollars and Fifty Cents ($4.50) per but if no particular service is specified, it shall appl day shall be allowed for meals. to all American steamships operated by such su Section 9. (a) In each port of call, the hours of scriber. labor shall be eight (8) hours between 8 a. m. and Section 1. This agreement supersedes any exi 5 p. m.; overtime shall be paid for any work done iug or previous agreement. between 5 p. m. and 8 a. m. Section 2. Vacations: For each year of contin (b) For all work performed at sea in excess of ous service on the vessels of the company, eve eight ('8) hours, between midnight and midnight of licensed officer shall receive a vacation of fourte each day, except work done for the safety of the (14) days with full pay. passengers, ship or crew, the employer shall pay Such vacations shall be cumulative to the ex overtime. agreed upon and shall be allowed at such times

[ 12] THE MAlTER, MATE AHD PllO may be convenient to the operating necessities of the been marine reporter for the Providence Journal­ service. No cash allowance in lieu of vacation shall Evening Bulletin for many years. In this capacity be made. he has favored our Local with much publicity in his If after six months of continuous service, employ­ marine column. His fairmindedness and friendly ment is terminated, the employe shall be entitled helping hand in all matters that came before him to such vacation as has accrued on the basis of one­ in his office as shipping commissioner has made twelfth the annual period per month. Continuous for him a host of friends both afloat and ashore. shall not be deemed to be broken by temporary fur­ He takes with him the sincere good wishes of his loughs from the service of the company: Provided, many friends, and the hopes for years of good that no vacation shall accrue during such periods of health and happiness as he steps aside and turns furloughs. his office over to his deputy, Julius Engell. Section 3. This agreement shall be effective on GEO. W. MCVAY, Past President, and after 4th day of April, 1939. What Cheer Local No.5. Signed this 4th day of April, 1939, at New Orleans. For the COMMERCIAL MOLASSES CORPORATION News From the Great Lakes (Signed) TREO. G. PRESTON. For the NATIONAL ORGANIZATION MASTERS, The Steamer Alabama will not be operated by the MATES AND PILOTS OF AMERICA Kirby Line this season but is under charter to the (Signed) CRAS. R. KERTELL, Georgian Bay Line, according to word received from N a.tional Vice President. Clinton D. Martin of Local No. 51. Since our or­ (Signed) VERA FORSRAG, ganization has agreements with both lines, the mem­ Witness. bers of the organization should not stand to lose any­ (Signed) C. H. HANSEN, thing. Witness. The Steamer Illinois now in service has been re­ conditioned by the addition of required bulkheads and will replace the Steamer Nevada for the Wis­ consin-Michigan Line. Captain F. Richardson is to What Cheer Local No.5 Notes sail the Illinois. Carferry service is maintained by three Grand Local' No. 5 of Providence, R. 1., held its monthly Trunk ferries, five Pere Marquette and four Ann meeting May 7. Among other matters of interest Arbor ferries. that came up for consideration was a letter from Navigation onto Lake Michigan has opened. The national headquarters with the information that Coast Guard Cutter Escauaba broke through the Our petition for channel improvements in the Con­ Straits of Mackinac. necticut River has received the approval of the The volume of shipping is still laid up due to the U. S. Engineers Department at Washington, and coal strike with most fleets postponed until May 15 that the local U. S. engineers have instructions to or later. Bunker fuel is now at a premium. The go ahead with this work. only fleet operating fully is The Independent, Inland Another matter that came before the meeting Steel Co. The tankers are supplying Lake Michigan was the question of requesting the Lighthouse De­ and Lower Lake "Farms." partmeut to place two lighted buoys at the turns in the Providence River between Conimicut Light­ house and Bullocks Point. It was felt that in view Bethlehem to Build Three More Ships of the dredging of this river for a channel of 35 feet and 600 feet in width from deep water in The United States Maritime Commission has ac­ Narragansett Bay to the headwaters of Providence cepted the bid of the Bethlehem Steel Company for harbor, it was only proper that the river channel construction of three combination cargo passenger should be better lighted in order to promote 24­ ships at $3,218,000 each, or a total of $9,654,000. hour navigation to and from this port. Our able These ships will be built under Title V of the Mer­ secretary and Brother A. Hoxie were appointed to chant lVlarine Act of ·1936 for the account of the call on the traffic department of our Chamber of Mississippi Shipping Company of New Orleans, La. Commerce to request their cooperation in the matter The vessels for which the bids were accepted of these proposed additional aids to navigation in will be among the finest of their class afloat. They the river. will be 490 feet long with a 65-foot beam, a speed Leonard Nichols, one of our honorary members, of 16V2 knots, and accommodations for 63 passen­ who has been shipping commissioner of the Port gers each. Their entrance into the Gulf-East Coast of Providence for the past 46 years-18 of them as of South America service will mark an important deputy, and the last 28 years as commissioner­ improvement in the steamship facilities for both went on retirement as of April 30, having reached passengers and cargo between North and South his 70th year of age. Brother Nichols has also America.

MAY, 1939 [ 13 ] A. F. of L. Hits Anti-Labor Law of Oregon For Violation of Social Security Law

IN A vigorous attack on the anti-strike, anti-picket- whether this limited definition of "labor dispute" ing and other reactionary provisions of the re­ in the Oregon law violates the "labor dispute" pro cently enacted Oregon Anti-Labor Initiative, Joseph vision of the unemployment compensation section A. Padway, counsel of the American Federation of of the Social Security Act. Labor, urged the Social Security Board to refuse Mr. Padway, speaking for the American Federa­ to certify its approval of the Oregon Unemploy­ tion of Labor, declared there was not a shadow of a ment Compensation Act on the ground that the pro­ doubt that the Oregon law does violate the Social visions in the Oregon statute had deprived that Security Act provision prohibiting the withholding state of tbe right to Federal grants under the Social of unemployment benefits because of the conditions Security Act. He was joined in this recommenda­ set forth in that Act. For that reason, he said, the tion by B. A. Green, representing the Oregon State Board should refuse to certify the measure. Federation of Labor. Asserting that the new Oregon law had "agai The Federal Social Security Act provides that on legalized the reprehensible yellow dog contract an December 31 in each taxable year the Social Security brought back the company union," he called tha Board must certify to the U. S. Treasury each reprehensible measure a "studied attempt to write state whose unemployment compensation law it has out of the law the guaranty protection of the work­ previously approved. The Act also stipulates that ers' right. It is an attempt to revert to 1806 and the Board may not certify as approved a state law the old injunctive system of dealing with labor which denies unemployment benefits to any other­ through the courts." wise eligible employe for refusing to work under He said the law had not been framed by the people any of the following conditions: of Oregon, but by merchants and manufacture "If the position offered is vacant due directly to under a pretense of helping the farmers. He as a strike, lockout, or other labor dispute; serted that the law would bar strikes which inter­ uIf the wages, hours, or other conditions of the ferred with manufacturing or marketing and added work offered are substantially less favorable to the that by this law Oregon had "taken itself out of the individual than those prevailing for similar work in nation." the locality; "If as a condition of being employed the individual He concluded with the assertion that the Anti­ would be required to join a company union or to Labor Initiative contained "devilish language" con­ resign from or refrain from joining any bona fide ceived by shrewd attorneys who "pawned it off on labor organization." the people." In their zeal to deprive the workers of practically The Oregon law was defended by Deputy Attorney all the benefits of organization in trade unions the General Ralph H. Campbell and T. Maurice Dunn, promoters of the Oregon Anti-Labor Initiative wrote chairman of the Oregon Unemployment Compensa­ into that notorious measure the following provi­ tion Commission. sion limiting the definition of a "labor dispute": Shortly before the hearing ended Mr. Campbell, "Whenever in any statute or other law of this referring to the "irreparable damage" which Oregon state the term 'labor dispute' is used, such term business interests would suffer if the Social Security is hereby defined for all purposes to mean and in­ Board refused to certify tbe Oregon unemployment clude only an actual bona fide controversy in which compensation law, estimated that if the employers the disputants stand in proximate relation of em­ were forced to pay the full Federal unemployme ployer and the majority of his or its 'employes and tax they would be billed each year for about $8,000,­ which directly concerns matters directly pertaining 000. He read a letter from Governor-elect Charles to wages, hours, or working conditions of the em­ Sprague saying he would ask the legislature at its ployes of the particular employer directly involved next session to remove all features of the State's in such controversy. Disputes between organiza­ Unemployment Compensation Act which might pre­ tions or groups of employes as to which shall act vent its certification by the Social Security Board. for the employes in dealing with the employer shall At this point Mr. Padway remarked that several not be classed as labor disputes, and the refusal of labor organizations in various parts of the country an employer to deal with either party to any such were already boycotting Oregon products because jurisdictional controversy shall not operate to make of the new restrictions on picketing. the dispute a labor dispute within the meaning of "I wish you would carry that back to your gover­ this act." nOf," he said. The question before the Social Security Board is The Oregon unemployment compensation law was

[ 14] THE MASTER, MATE AND PILOT Capt. Clifton Smith Knighted An Observation' ByKingofNorway for Rescuing tl There is an important lesson for all union executives in the war propaganda that fills 20 Persons on Steamer Smaragd newspapers, radios, and movies. Headlines. news featuring one field of national interest to The following communication was sent by the the practical exclusion of all others, the spot­ Maritime Commission to Captain Clifton Smith of ting of careless or ill-advised phrases-all are the S.S. Schodack which, on December 23, rescued skillfully utilized to arouse war feeling and the 20 persons aboard the Norwegian steamer o­ create an essential atmosphere necessary to war Smanogd, as well as two dogs and the ship's cat. m hysteria. While we do not approve the pur­ "Tbe United States Maritime Commission has pose of this propaganda we can study how it just been informed by the Department of State that a­ is done and improve union practices ac­ His Majesty, the King of Norway, has conferred a cordingly. upon you knighthood of First Class of the Royal al Every union executive has to watch three Order of Saint Olav. 19 main fields: workers' attitude toward the "This is one of Norway's most distinguished 1S union, employers' attitude, and the attitude of orders. 1e the general public. The most fundamental con­ "In notifying the Acting Secretary of State, the cern of every union executive is to maintain councilor of the Norwegian Legation said: 'I have constructive relations within union member­ the honor in the temporary absence of the minister, ship, each member aware of his responsibility to bring to Your Excellency's kind attention that for union success and ready to do his part. His Majesty, the King of Norway, in deep gratitude, Next comes cooperative relationship with their appreciation and admiration of the heroic act of employers. If your employers realize what the captain and the crew of the United States S.S. the union can do for them and their industry, Schodack in rescuing with danger of their own lives, they are anxious to maintain and expand the passengers and crew of the Norwegian steamer union. What the public in general· thinks of Smaragd on the Atlantic Ocean on December 23, the union may have a .decisive influence in a ,e last year, has bestowed upon Captain Clifton Smith crisis as well as in normal work. the knighthood of First Class of the Royal Order ·s Every member has a real influence in these of Saint Olav. ;- three fields of relationship. What each thinks " 'I sbould feel much obliged for Your Excellency's and says of the union has its effect on some good offices in order that Captain Clifton Smith d other person's thinking, adding to favor or dis­ may be advised as to the above... .' e favor. Careless or irresponsible talk may do "Once again, the Maritime Commission conveys irreparable damage while appreciation and re­ to you and the men of the Schodack our deep appre­ i- spect count heavily on the other side. ciation for your exemplary adherence to the finest l- Union policies and union plans should be traditions of the sea and thereby your contribution n defined so as to make the reason and con­ to humanity." structive purpose clear to employers and the public. By carefully planning public state­ GREAT LAKE NOTES !, ments and securing the cooperation of friendly reporters, you can develop public relations that Local No. 50, with headquarters at Buffalo, N. Y., will serve the union cause well. has installed officers for the year of 1939. The new We add much to the standing and dignity of officers are: President, George J. Healy; first vice 1 our labor movement by making sure tbat poli­ president, Herman Nielson; second vice president, r cies and purposes are understood, and making Robert Wolfe; and secretary-treasurer, Thomas t sure all of our statements, public and private, Fagin. are accurate and constructive. Loose emo­ This Local, because of its location at the head of tional talk gets us nowhere. Misleading or the Lakes, expects to build up a substantial member­ untruthful statements get us into trouble. ship and the officers-elect for the year of 1939 are Watch that what we do and say add to Labor's going to exert their efforts in that direction. cause and advancement. Local No. 50 is one of several well-established WM. GREEN, Locals of the National Organization of Masters, President, Ame'r-ican Mates and Pilots of America on the Great Lakes. Federation of Labor. The members of the Great Lakes are wondering why the magazine carries so little news of the Great Lakes. In my opinion, this criticism can be averted enacted on November 15, 1935, covering workers in if the secretaries and members of the Great Lakes 225,000 jobs. Its unemployment compensation Locals will take the trouble to send notes of interest benefit paying program started in January, 1938. in their locality to the editor of our magazine; same A total of $5,542,647 in benefits had been paid will be inserted from time to time and our member­ through November, 1938, to 169,233 initial ship will be able to know what is going on in the claimants. Great Lakes District.

MAY, 1939 [ 15 ] Great Lakes Well Equipped With Navigational Ai

HAT the value of navigational aids as a means port and before leaving such sheltered waters as t T of promoting the safety of shipping is fully ap­ St. Clair and St. Mary's Rivers for the open lake. preciated upon the Great Lakes, there remains no "Through cooperation between the Weath doubt, after reading an article in the March 1939 Bureau and shipmasters, reports are sent from v issue of the magazine The Clevelander, by George sels in midlake to the Bureau offices at Duluth a A. Marr, treasurer of the Lake Carriers1 Associa­ Sault St. Marie concerning the exact weather con . tion. It is quoted in part below. tions prevailing in the open lake on Superior a "In 1889 the Lake Carriers' Association estab­ Huron and are distributed to vessels in port or in t lished and maintained at its own expense a lightship shelter of St. Mary's River and St. Clair River, th at Bar Point near the mouth of Detroit River, to be enabling masters to exercise judgment as to procee followed in succeeding years by the placing of light ing "to sea." Lake storms are followed by a quick vessels and range lights at half a dozen or more subsidence of the seas than those of the ocea other points on the Great Lakes, the benefits of There is therefore less hesitancy about remaining i which were enjoyed in equal degree by all ships shelter during violent weather. navigating these waters. In the course of time these "In addition to the distribution of information re aids to navigation were taken over by the Federal garding weather conditions prevailing in the open Government. lake, weather forecasts and information for t "The tremendous commerce of the Great Lakes, States contiguous to the Great Lakes, and forecas carried at the lowest transportation rates in the and warnings for the Great Lakes are broadcast world, has been of such economic value to the country radio from 37 broadcasting stations cooperati that the Government has recognized the importance with the United States Weather Bureau, 'If 0 of liberal protection from accident. At the close of which are radiotelegraph stations and 30 are rad' the fiscal year June 30, 1938, there were in existence telephone stations. On the 1937 schedule there w on the Great Lakes 950 lighted aids ranging from 93 such broadcasts distributed throughout the 2 lighted buoys to lighthouses of 3,000,000 candle­ hours of the day, at stated times, and generally power of which 25 are 1,000,000 or over. These are 15-minute intervals or less. These broadcasts gi in addition, 256 aids giving protection or direction forecasts, pressureJ wind and weather conditions to by the emission of sound, ranging from unlighted gether with storm warnings when issued. gong and bell buoys to fog signals and radiobeacons. "At Sault St. Marie, Mackinac, and Sherwoo Included in this category are 136 automatic fog sig­ Point radiotelephone equipment has been establishe nals with normal range up to 10 miles or more, and for the purpose of broadcasting navigational infor 56 radiobeacons strategically located On the main mation, weather reports and other notices to mas roads of commerce so that ships can be navigated to tel's under cooperative arrangement between th within a compass degree of accuracy on signals au­ Lighthouse Service, the Weather Bureau, and the dible for the full length of the courses respectively Hydrographic Office." marked. There are also 1,115 unlighted silent aids such as spar buoys marking the edges of channels and other navigational limits. New Lightship Stationed at New London "All of the above aids to navigation have been pro­ Lightship No. 118, built specially for the Corn vided by the Government of the United States. The field Point station, in Long Island Sound near Ne Canadian Government has also generously provided London, and embodying the latest developments lighthouses, buoys, and radiobeacons in the areas lightship design, was placed on its station la under its jurisdiction. month. "To take advantage of the radiobeacons every ves­ This lightship, recently built at East Boothbay, sel engaged in the throngh traffic on the Great Lakes Me., is constructed almost entirely of steel and em is equipped with a direction finder and can thns lay bodies the latest safety features, and has the mas and follow its course regardless of visibility. up-to-date types of signal equipment. Diesel pr "Many of the ships on the Lakes are equipped with pulsion provides ample power for the ship to pro wireless telegraph and in addition 131 vessels are ceed to and from its station and to maneuver durin , now carrying radiotelephones providing instant and emergencies. unlimited communication between these ships and all The newall-steel lighthouse tender Maple also telephones ashore. was launched at Duluth, Minn., on April 29. Th "Three hundred and thirteen Gteat Lakes vessels vessel was built at a cost of $200,000. It will be em are provided with Sperry gyroscope compasses, 27 ployed to service buoys and other aids to navigation percent of all such installations in the world, in- and for delivery of supplies to light stations in th cluding all navies, American and foreign. . 10th District, which embraces Lake Ontario and "Weather information is available to masters in Lake Erie. [ 16] THE MASTER. MATE AND PILOT cas Shipping Co. to Construct The inherent advantage of any method protecting each vessel without the necessity of reliance on Three New Fast Cargo Vessels equipment on other vessels intensifies interest in ra­ dio "obstacle detectorsU such as that reported to be The United States Maritime Commission has been in experimental use on the N ormandie. vised by the Seas Shipping Company, Inc., New Recent significant developments in the field of ra­ ark City, operator of the "Robin Line" between dio devices which may contribute toward a solution nited States North Atlantic ports and South and of the problem of marine collision prevention and st Africa, that that company has increased its which will be watched with interest are the terrain pital $500,000 in preparation for the construction clearance indicator or absolute radio altimeter re­ three new fast cargo v"essels under the provisions cently developed for aircraft, and the "Klystron" Title V of the Merchant Marine Act, 1936. The ultra-high-frequency generator developed at Stan­ tion was taken pursuant to the terms of the com­ ford University. y's operating differential subsidy contract with e Maritime Commission. Plans and specifications for the vessels, prepared George G. Sharp, naval architect of New York, Exit the Fall River Line ve been submitted to the Commission and are now By G. W. MCVAY ,eiving attention as to final details. It is antici­ I would tell you a tale Of a glory departed; ted that invitations for bids for construction will A lament for good ship," of the days that are gone. issued in the near future. The Fall River Line with its gro,nd stately Steamers, The proposed three ships will be constructed for Well known from Quebec to the tip of Cape Horn. trade route served by the "Robin Line" and will e a length of 450 feet b. p., beam molded 66 feet, Commonwealth and P,iscilla and the others so dweight 9,500 tons, bale cubic of 600,000 feet and bright, rigeration space of 40,000 cubic feet, and will Majestic and regal in their coats of snow white. t the requirements of the Navy Department with In ~uinter or summer, fair weather or lonl, speet to national defense features, The plans and Bresting on toward their goal though the gale loudll! ecifications call for a sustained speed of 15'12 howl. ots under full load d ft, 6,000 normal shaft rsepower. Consideration 's being given to the in­ ase of the horsepower to ,000 permitting a main- The rough noisy freight truck, the Bus and the Aldo 'ned sea speed 1)f 16112 k ots. Have sent these good ships to an ungallant end. No more shall we see them with lights all aglowing, Holding straight down the Sound as thei,· CiJ'urses aith Placed in adio Devices they wend. To Prevent Marine Collisions They have bowed to the times and have lowered their colors. disastrous collision between two vessels on the Dropping out of the picture in a sad silent way. tlantic Coast, together with a somewhat similar Sailing off toward their sunset defeated and beaten, urrence on the Pacific Coast, both occurring in As fine ships before them have gone in thei,' day. ,n g, recently served to focus renewed attention on the important general problem of marine collision For ninety-odd years they kept faith with their revention in which the Lighthouse Service has been patrons, tively interested. Transporting all classes, and no end of freight. Low power mobile radiobeacon equipment for New York and Fall River by the light of the moon ipboard use was produced by the Federal Tele­ glow, aph Co. in 1927 as a result of efforts by Dr. Steering safell! through traffic and the swi"l of Hell olster, aud a demonstration of the value of radio Gate. arning signals to avoid collision between vessels s made by the Lighthouse Service on Lake Michi­ Through Long Island Sound via the Race to Point n, July 29 and 30, 1932. These tests were reported Judith, the August 1, 1932, issue of the Lighthouse Serv­ Then swing to northeast f01' the mouth of the Bay, e Bulletin. Subsequent similar tests were made They churned the blue waters and rode the high bil­ ·th mobile radiobeacons on the Atlantic Coast, with lows Oille favorable results, although attended by some And stood every test to the end of their day, difficulties of operation due partly to interference not encountered on the Great Lakes. In 1935, the We friends who have known them in the da.ys of their problem was discussed at a Washington meeting of glory, the Science Advisory Board, and consideration of Have seen their star rise and then slowly descend, the matter was continued by a committee of the We pay silent tribute as we call up old memories Board on Signaling for Safety at Sea. Of good ships now departed to an inglorious end.

[ 17 J Practiceof Pullman CompanyinReplacing Conductors by Porters Arouses Protests

M S. WARFIELD, grand president of the Order "In its advertising campaign, The Pullman Com· o of Sleeping Car Conductors, has called to pany shows an astonishing disregard for the well· our attention a matter of much concern to his known truth that satisfied employes are the best organization and in which the traveling' public advertising medium. The company seems to think should also be concerned; viz: the substitution of that attractive equipment is all that matters and the Pullman porter for the Pullman conductor. will offset the need for supervision of service. It Everybody who travels by Pullman cars should will be discovered that when the public learns about realize the need of a Pullman conductor, so neces- the elimination of conductors there will be most sary for their comfort and protection and, no doubt, unpleasant reactions. As a matter of fact, these the public traveler if made acquainted ,with the reactions al'e already being felt. Women, particu· true facts, would protest most vigorously against larly, are becoming aroused as indicated by the copy his removal and would not agree that the Pullman of resolutions passed by the Federated Women's Company should dispense with the services of the Clubs in Florida, recently. conductor and add his duties to the porter who is "(Signed) M. S. WARFIELD." kept busy attenc1ing to his duties as a porter in The following resolution was adopted by the order to save the wages paid the conductor by a Federation of Women's Clubs in Florida and sent to company which is financially sound. It has paid the Florida Railroad Commission: dividend~ consist<;ntl'y' Last year it obtained a 5 "WHEREAS The Pullman Company has replaced per~ent Increase In ItS rates of fares to ta~e C':~its white conductors with negro porters in states of m~reased. wages and o~her .expenses, so It sa!. adjoining our own state; and It wIll. prOVIde the publIc .wlth adequ~te serVIC "WHEREAS the service rendered by the conductors when It knows that the publIc demands It. in the state of Florida has been most satisfactory; The letter from Mr. Warfield follows, as well as nd a set of resolutions of protest by the Federated ~EREAS mothers could let their daughters Women's Club in Florida. travel with a feeling of safety and security; and "To the Edit01'. "WHEREAS The Pullman Company may see fit to "Dear Sir and Brother: replace the conductors with negro porters in the state of Florida; and "No doubt you have received a letter from Vice "WHEREAS this would be detrimental to our state President George A. Kelly of The Pullman Company, from an advertising standpoint, and to our children, inclosing the story of Pullman's elaborate advertis- especially young girls, to travel in Pullman cars ing campaign and asking that you give this cam- with negro porters in charge: Therefore be it paign mention in your magazine. This request of "Resolved, That the Florida Federation of Mr. Kelly's is rather surprising in view of the rela- Women's Clubs go on record at its annual state eon. tions between The Pullman Company and the Order vention, held in Orlando, Fla., March 23 as oppos. of Sleeping Car Conductors, past and present. ing the replacing of conductors with negro porteI's "We organized in 1918 while the carriers were in the state of Florida; and be it further under Federal control, and when private operations "Resolved, That a copy of the foregoing resolution were resumed we had to fight against a company be telegraphed to the following persons namely: union. After winning that battle we found that Governor Fred Cone, Tallahassee, Fla.; Champ the company was determined to minimize or deny Carry, vice president, operation, Pullman Co., Chi~ the benefits contemplated in the law for labor unions. cago, Ill.; J. B. Breaux, district superintendent, Pull­ After signing an agreement with us, effective De- man Co., Jacksonville, Fla.; W. L. Zimpelmann, dis· 'cember 1, 1936, the company has ignored adjustment trict superintendent, Pullman Co., Miami, Fla.; and board awards and has refused to apply the rules as F. S. Wallace, district superintendent, Pullman Co., officially interpreted. In addition to all this, there Tampa, Fla." is now going on a campaign to eliminate the can- -ductors by taking them off their regular assign­ ments and giving their jobs to porters-in-charge. Appointed Head of Traffic Section The adjustment board has issued an award on this The U, S. Maritime Commission 'has announced subject making it a violation of the agreement to the appointment of Jerald H. Helmbold as director, eliminate conductors from the service in this man­ division of operations and traffic. He succeeds M. L. ner. The company has ignored this award also and Wilcox who resigned to return to the United Fruit is continuing to remove conductors from their runs. Company.

I 18] THE MASTER, MATE AND PILOT structions for Applicants In Merchant Marine Reserve ' Pr~lem§ in Naviga~on 1 In connection with the enforcement of Section [_____By DENIS MCCARTHY . 02 (g) of the Merchant Marine Act of 1936, the avy Department has mad~ arrangements so that INSTRUCTOR'S NOTE: We IWNe had requests from pplications for appointment in the Merchant Ma­ readers of the MASTER, MATE AND PILOT to solve the . e Reserve may be made not only in the several problems appearing in the magazine by a more up-to­ aval district headquarters but also at certain other date and shorter method. The purpose of this in­ aval stations listed below. stnwtion in navigation appearing in each issue of An applicant should fill out his application form this magazine is to assist those seeking original triplicate and present it in person for interview license or 1'f),ise of grade. Thus, to solve the problems y the designated representative of the Naval dis­ by a shorter and more up-to-date method would de­ ict commandant, and at the same time, present st?'oy the purpose of our efforts. The solution of the 'mself for physical examination. Naval district problems given, in most instances, will be accepted mmandants are being requested to direct their by the examiner. Therefore, for the present, we representatives to complete all necessary routine shall be obliged to continue along present plans. , hich requires the actual presence of the applicant In later issues we shall give some problems which nd to have the examining medical officers certify we shall solve by shorter methods, but, in no case e fact that examination was completed on tripli­ shall we solve by methods which will not be accepted ate copy of application and that this copy may be for those seeking licenses. 'sed by the applicant pending receipt of final action n the application as evidence of the fact that he has plied for appointment. If and when the Navy De­ P'l'oblem No. 1:~.-March 6, 1938, D.R. position: Latitude 30 N, longitude 74~40 W; height of eye, 49 feet; chronometer rtment disapproves an application in the case of correct. Observed the following heavenly bodies out of the e found not qualified for appointment, the appli­ meridian: h m 8 nt will receive a standard form of statement which SIRIUS, bearing E, 42-15-30, chronometer 0-01-03 will be easily recognizable hy shipping commission­ ALPHARD, bearing E, 27-44-30, chronometer 0-01-57 ers and will serve to justify the shipping commis­ DUBHE, bearing E, 33-23-10, chronometer 0-02-35 sioner in witnessing the contract of such rejected ap­ Require the plotted position of the vessel by Summer Line plicant when articles are entered. method. (Note: This problem may be given for master or chief The Navy Department also advises that applica­ mate examination.) tions should be accompanied by two recent photo­ (Ans~v€1' to Nwuigation Problem, Page 23) raphs, head and shoulders, one profile and one full face, each about two and one-half by two and one­ half,inches. Fifteenth Naval District, Commandant, Balboa, The following is a complete list of those places C. Z. \, where application may be made: Sixteen\h Naval District, Commandant, Navy First Naval District, Commandant, Navy Yard, Yard, caVt,e, P. 1. Boston, Mass. New La don, Conn., at Submarine Base.· Third Naval District, Commandant, Federal Office Baltimo e, Md., at Navy Recruiting Office, P. C. Building, 90 Church Street, New York, N. Y. Bldg. . Fourth Naval District, Commandant, Navy Yard, New 011 eans, La., at Navy Recruiting Office, Cus­ Philadelphia, Pa. tom House. Fifth Naval District, Commandant, Naval Operat­ Houston, Texas, at Navy Recruiting Office, P. O. ing Base, Norfolk, Va. Bldg. Sixth Naval District, Commandant, Navy Yard, Portland, Oreg., at Navy Recruiting Office, Cus­ Charleston, S. C. tom House. Seventh Naval District, Commandant, Navy Yard, San Pedro, Calif., at Branch Hydrographic Office, Charleston, S. C. 111 W. Seventh Street. Eighth Naval District, Commandant, Navy Yard, Charleston, S. C. Ninth Naval District, Commandant, Naval Train­ ing Station, Great Lakes, Illinois. New York State Canal Instruction Eleventh Naval District, Commandant, Naval Op­ erating Base, San Diego, Calif. Guy W. Pinck, Commissioner of Canals and Twelfth Naval District, Commandant, Federal Of­ Waterways, recently issued the following instruc­ fice Building, Civic Center, San Francisco, Calif. tions to boat owners, operating steam vessels on Thirteenth Naval District, Commandant, 553 Fed­ New York State Canals: eral Office Building, Seattle, Wash. "The use of forced draft or any disturbance of Fourteenth Naval District, Commandant, Pearl boiler fires on a coal-burning float while within a Harbor, T. H. lock chamber is prohibited."

[ 19] Payments Under Railroad Retirement Act To March 31, 1939, Total $167,037,619

TOTAL vouchers including retroactive payments, certifications on this basis. The decrease in perma~ certified to the Treasury for payment under the nent pensioners is almost entirely due to deaths. Railroad Retirement Acts, adjusted for cancella­ Payments were being made at the rate of $8,035,­ tions, amounted to $167,037,619.07 up to March 31, 087.36 per month on pensions and annuities of all 1939. Of this sum, $87,598,519.05 was certified types as of March 31, 1939, compared with $7,927,­ prior to July 1, 1938, $52,314,982.59 in the six­ 129.36 per month, as of February 28, 1939. month-period July through December 1938, $8,973,­ In March, 166 persons, and in February, 155 per­ 273.17 in January 1939, $9,159,324.67 in February, sons were receiving both survivor and death benefit and $8,991,519.59 in March. annuities. Tax collections to the end of March totaled $231,­ Railroad employment increased in March, ac­ 731,156.33, of which $150,040,900.85 was collected cording to preliminary figures released by tbe Inter­ prior to July 1, 1938, $25,987,577.10 in the first state Commerce Commission. The number of em­ quarter of the fiscal year 1938-1939, $27,298,960 ployes at the middle of the month on Class I steam in the second quarter, and $28,403,718.38 in the railways, excluding switching and terminal com~ third quarter ending March 31, 1939. panies, totaled 947,862, an increase of 0.62 percent Applications for employe annuities received dur­ from February, and of 2.17 percent from March, ing March totaled 2,385, the largest number in any 1938. Railroad employment generally rises from month since November, 1938. This rate, however, February to March as a result of seasonal factors. was not maintained in tbe first half o~ April, during The actual increase in 1n9, however, was not as which a total of 1,020 such applications was re­ large as the average seasonal increase between ceived by the Division of Retirement Claims. The February and March. When allowance is made for number of applications received and approved for the usual seasonal movement, the index of railway certification since January 1, 1939, is given below: employment (based on 1923-25 as 100) was slightl lower in March (M.6) than in February (54.8). This represents the first decline in the seasonall Approved for certification adjusted index since May, 1938. The March index Received Total Regular Partial was higher for 1939 than for 1938, however, when January 2,274 2,676 2,573 103 it was 53.4, but it was still 13.2 percent below the February 2,059 2,616 2,497 119 March 2,385 2,682 2,591 91 index for March, 1937. AprillH 8, inclusive...... 532 537 521 16 April 10-15, inclusive.... 488 501 492 9 ~omewuere .:!following m:ue ~un5et New certifications of annuities to the Treasury Somewhere following the sunset were higher in March than in February for all an­ You win find a peaceful shore. nuities combined, according to reports of the Ac­ Somewhere far from the present tuarial Bureau, although new treasury certifications Is peace forevermore. of employe annuities fell somewhat. Certifications of lump sum death benefits continue to increase at Somewhere following the sunset a rapid rate, 2,575 such benefits having been certi­ You win find a peaceful shore. fied in March as compared with 1,933 in February. Somewhere to the westward For the first time, the number of such certifications You w,7l to" and grieve no more. exceeded the number of employe annuities certified on a regular basis. Should you go from here to the eastward, As a result of the excess of new certifications and You win find the western shore. reinstatements over terminations during March, the For going to the eastward number of pensions and annuities of all types in Brings you back to the west once more. force as of March 31, 1939, was 128,445, as com­ pared with 126,791 as of the end of February. And the peace that you are seeking Employe annuities, survivor annuities and death Is past the western sMre; benefit annuities are at the highest point reached to 'Tis over life'S horizon, date. The number of employe annuities on a tem­ Where the sun will set no more. porary partial basis continues to decrease as the By H. A. FRITZ, number transferred to regular status exceeds new Local No. 88.

[20 J THE MASTER, MATE AND PlIO 'JInion Membership Exceeds Eight Million

~creasing Number of Employers Accept Unionism and Larger Proportion of Industry Under Written Agreements

1iA. MERICAN labor organizations pushed their She said that 10 industries in the nation are now ]1 membership above 8,000,000 for the first time "almost entirely under written agreements,17 that a ';in history during 1938, the U. S. Department of "large proportion" of 19 other trades and industries fLabor reports. operate under c(}ntracts, and that "about half" of 11 , An article entitled "Industrial Relations in 1938," other industries have written agreements. ~in the Monthly Labor Review for March, said that She listed 27 industries of which a "moderate pro­ +sit-down strikes "greatly decreased" duriug the year portion" operate under written agreements, and 18 tiand attributed the drop to "unfavorable public opin­ others which operate "almost entirely without writ­ ;:ion" and a feeling on the part of unions themselves ten agreements."

~r- j(that that form of labor weapon is "inadvisable and ;;;unnecessary." . Strikes declined 50 per cent, the Labor Review Letter to Members of Local No. 11 rsaid. "There were only half as many strikes (all (]strikes, including sit-downs) as in 1937, with only Dear Brothers: )",about one-third as many workers involved," the From reports coming t() us and the standing (}f 11,article said. "In general, it can be said that 1938 some members regarding the death benefit proposi­ )'was a year of transition in management-employe tion, there seems to be some confusion and mis­ relationship. understanding relative to paying the death benefit "In contrast to those firms which were continuing assessments levied on them at the death (}f a m ;J;their belligerent opposition to any kind of collective member. -Dbargaining, was an increasing number of employers The death benefit was established by a referendum itwho had accepted unionism and were making a sin­ vote of the members at the 1934 annual election. ; .cere effort to adjust their personnel policies and The p(}licy (}f creating the fund, together with con­ ,] methods to the new sitnation. tinuing it, was als() decided by the whole member­ 1; "Between these extremes were employers who felt ship. The result of the ballot was as follows: 104 1: that open antagonism was unwise but who hoped the in favor, 25 against. That certainly was a mandate "current union activity was a passing phenomenon. from the members to establish a death benefit fund, These pursued different courses. Some gave a sem­ and t(} continue the fund by assessing each member ,. blance of meeting the demands of their employes by one dollar ($1.00) at the death of a member. if going through the formality (}f signing a union A number of our members are in arrears, and . agreement, but in one way or allother set up barriers I have been informed, claim exemption from it. to any real day-ta-day collective-bargaining relation­ There is n(} way this attitude can be justified. The ship. Others made unusual efforts to improve plant will (}f the majority must be adhered t() if we are working conditions and personnel policies with the to continue our dem(}cratic form of government. The hope that their empl(}yes gradually would lose in­ minority must g(} along with the majority. terest in trade unions." This matter was discussed at an Executive Com­ The article, written by Florence Peters(}n, of the mittee meeting of the L(}cal, held at our rooms, Bnreau of Labor Statistics, referred to the "unprece­ Wednesday, January 4, and the following resolution dented growth" of trade unions in 1937, the chal­ was ad(}pted: lenge presented by the 1938 business recession, and "Delinquent members in the death benefit fund declared that "the way in which organized labor shall have deducted from remittance for dues and met its internal and external prGblems in 1938 was apply same to account of the death benefit fund." probably even m(}re significant than its success This resolution was unanimously concurred in by under the relatively favorable conditi(}ns." the members at a regular meeting held Monday, She referred t() rivalry between the A. F. of L. January 9 and the secretary-treasurer t(} so notify and the c.I.a. as "a disturbing factor on the Ameri­ the members by inserting same in the Magazine. can labor scene," and said that "this situation was This policy will be strictly adhered to in the future. not improved during 1938." The death benefit proposition transcends all other Miss Peterson estimated the combined member­ economic efforts, because it provides, at least, our ship (}f the A. F. (}f L. and C.I.O. at 7,775,000, and deceased brothers will not rest in a pauper's grave. said that with the addition of the non-affiliated rail­ Yours fraternally, road unions the total trade-union membership in DENIS MCCARTHY, 1938 was "somewhat over eight million." Secreta"'j, Local, No. 11.

MAY, 1939 [21 1 Watches at Sea the various steamship companies, to see that this pernicious practice is stopped. By TOM POLLOCK When the second mate stands the twelve-to-four, He should go below and work no more, Watches at sea is a problem that should be dis­ And not get up at eight o'clock, cussed by the membership, because, although theo­ Just to wind the chronometer and clock. retically all deck officers have an 8-hour day, yet the majority still work more than 8 hours. DEPARTMENT OF COMMERCE The chief mate on ships that carry three mates, Bureau of Marine Inspection and Navigation freighters and tankers, stands the four-to-eight in the morning and evening, but after breakfast he CIRCULAR LETTER NO. 222 must inspect the ship to be able to layout the work To: Collectors and Surveyor of Customs and Others intelligently for the boatswain and deck crew to Concerned. follow. There is also a certain amount of paper Subject: Definition of Cabins and Staterooms when assigned for use of passengers only. work to do, such as cargo plans, store lists, requisi­ tions, etc. All this takes hours of his time during For admeasurement purposes a cabin is defined as an apartment of a vessel, or the portion of the the course of a voyage, which is unavoidable as apartment that is assigned for the exclusive use of long as ships carry but three mates. This can only passengers. A cabin may consist of staterooms, be solved by' carrying four mates, as the U. S. bathrooms, toilets, libraries, writing r00ID;s, lounges, Maritime Commission ships do. dining rooms, saloons, smolting rooms, play rooms, The second mate, who stands the twelve-to-four etc., individually or collectively. The following watch, still has to get up at 8 a. m., on the majority spaces-smoking room, lounge, foyer, library, and of ships, to wind the chronometer and clocks and similar public spaces, with or without a stateroom­ take a sight, although the third mate, in the ma­ would, for instance, be considered cabins. In short, jority of cases, has wound many chronometers be­ any passenger stateroom or public space reserved fore. He may be an ex-master, yet he is not allowed entirely for the use of passengers is to be considered to wind the chronometers. This practice must be as coming under the meaning of the word "cabin." stopped, if we mean to give the second mate the A passenger stateroom is defined as an apartment, 8-hour day. Customs are hard to break, and this or one of the units of an apartment on a vessel, custom of baving the second mate get up at 8 o'clock intended primarily to afford sleeping and/or other in the morning, just to wind the chronometers and accommodations for passengers traveling alone or clocks is very unjust. It breaks the second mate's together. sleep, just when he is drifting pleasantly in the The above spaces, when on a deck, not a deck to arms of Morpheus. This practice can and should the hull, are exempted from inclusion in gross be stopped immediately without any added expense tonnage. to the steamship companies. It does not endanger This letter supersedes footnote 16, page 23, "Meas· the safety of the ship, and if the master is not urement of Vessels, 1925." satisfied with the third mate's sight, there is nothing to stop him from taking a sight. A little practice with the sextant won't harm any of them. Some of the masters have lost the technique of taking sights so much, that their sights are worthless, so they don't take any. To make up for their inefficiency, the second mate has to take sights in his watch below. A master of an American ship wouldn't dare ask an A.B. to work in his watch below, because he knows that he would have to pay him overtime, but he does exact the extra work from the second mate. A second mate never feels good in the morning, when he has to break his sleep in this manner. That is why most second mates are grouchy and hard TWIN LIGHTS, HIGHLANDS to get along with. Some people call it tankeritis, While the earliest light on the Navesink Highlands dates but it is more truly said because he works ungodly from 1746 during the war between England and France, and hours, never having more than three hours sleep was erected to warn of the approach of French war vessels, construction of the famous Twin Lights was started in 1826 at a stretch. and began its long service in 1828. The towers were rebuilt The membership should call to the attention of the in 1840 and again in 1862. The two towers stand 100 yards apart and today while only one tower is used, the light is the masters, who exact the above service of the second most powerful in the United States, being 9,000,000 candle mate. Where the master has not got the power to power. Because of its high position on the Highlands, 248 stop this practice, the organization should vontavt feet above sea level, its beam may be seen 28 miles at sea.

[ 22] THE MASTER, MATE AND PilOT Distance Finding Visual Indicator Sollllltion. of Problem Acclaimedas HelpfulinThickFog w ][n. Navigation. w , By DENIS MCCARTHY --' A portable indicator, consisting of a single head­ (Navigation Problem-Page 19) phone, neon tube, transformer, and switch, mounted SOLUTION TO PROBLEM NO. 12 in a case about 6 by 3 by 3 inches, and equipped hm, hms with handle and hook for suspending if desired and ;;;;n~;;:i;;;.A: 6-42-27 G. C. T...... 0-01-03. 7th day i" ... 16-38-06 S R. A. M. S._ •.... 10-56-13 20 feet of cord with plug, has been developed at the +90-00-00 N G. S. T .••.••.•.• 10-57_16 Radio Laboratory to provide an extension unit for L. S. T -5.57·33 any standard radio direction finder, so that the navi­ Lo. time ..••...• 4·59-43 gator can use the neon tube for visual reception of distance-finding radiobeacon signals at the pilot •_..••.• "• 42-07-34 house window avoiding possible distracting effect of ••.•.••....•. 30-0n.Oo Secant, O. 06247 Longitude •.. 74-55-45 W Dint••.••• _. 106-38·06 Cosect. O. 01866 Azimuth S I? E audible radio signals when navigating in close quar­ _••••...... 2)178-45-40 h m s ters. The switch and phone unit permit aural recep­ *' R. A. .•.•.• 6-42_27 Bum .•_.. 89-22-50 COl>. 8. 03385 *' H. A. •.••• 0-44.54 E tion of the radiobeacon signal also, if desired. After ••. _...•...-42--07·34 preliminary tests on tenders in the second and fifth L. S. T. •.. 5-57-33 .••...•••. 47-15-16 lIine, 9. 86592 districts, a small number of indicators were made up and furnished to several districts for further trial. hm' G. C. T...... 0..(11-57. 7th d:i1Y The following excerpt is from a report by the mas­ hm, R. A. M. S.•••... 10_5&_13 ALJ:).'.t~~. ter of the tender Rose: De .R.A...... •. .. 8·23-369.24-35 S G. S. '1'•••••••••• 10-58·10 +90-00-00N L. S. T...... 5-59-34- "The above extension receiver has been tried out Dist. •.•...... •.. 98-23·36 Lu. time ....•... 4._58·36 on several occasions and find it to be very helpful for distance finding. We find that by using the neon bulb on the radio signal that full attention can be ..•...•••.• 27-35·47 concentrated on the fog horn distance finding blast, •...••.••••.• 30-00-00 Secant, O. 06247 Dist. •..•.•. 98·23-36 Coscct,. O. 004G8 enabling it to be heard above the noises on the ...... 2) 155-59·23 Longitude •..•• 74-39 W ship." Azimuth ., .•..• S 61 E sum •..•• 77_59-41 Cos. 9. 31808 The mastsr of the tender Orchid has reported as ...... -27-35-47 h nl 3 "R. A. 9·24_35 follows: .•••. ... .• 50-23-54 sine, 9. 88677 "H. ·A. 3-25-01 E to . 9. 27200 L. S. T ,. 5-59-34- "After three months' trial of the visual distance­ 'Ss h m 8 finding device I consider it of value to an officer on D"j,".,ii,~R.~·. ::::::::: it~t~~N watch in thick weather. The officer can be at any 18- -90·00-00N hms G. C. T. 0·02·35, 7th Jay place in the wheelhouse Or out to the length of the It. A. M. S 10_56-13 wire connecting it with the direction finder to listen. G. S. T 10-68-48 The small light flashing on the visual distance-find­ L. S. T...... 6-00-51 ing device is simpler than catching the code signal. ..••..•.....•... 33-14-4,9 Lo. time ••.•.••• 4_57_57 .•.•••.•.•..• _.... 30..(10-00 I believe anyone could use it and pick up the purpose Dillt...... 27-55-06 Longitude 74-29-15 W Azimuth N32E for which it is intended very quickly after being hm' shown." sum .• ••••.•.. 46-34--57 .... R. A 10-59-59 ••...•.•..••...•-33_14-49 .. H. A. 4_59_08 The master of the tender Cypress reported in part C L. S. T...... 6_00_51 as follows after a 90 day trial: Plotted position of the vC!isel: Lutitudc 30-04 N, longitude 74-37 W. "Has been in use when occasion demanded and we have found it very useful in taking bearings and very much so in distance finding in foggy weather ap­ proaching a lightship." A quantity of distance finding visual indicators, designated LSR 158 are expected to be available to Lighthouse Service vessels from general depot stock ,. shortly at an estimated cost of about $25 each. ,d 5, ~ Long. 74W "Alabama's Largest Drug Store-The Nalion's Mosl Complete" '6 Do? AN INTERESTING DRUG STORE It THAT WILL INTEREST YOU Is .<' ,e WE HAVE FIllED OVER ONE MILLION PRESCRIPIIONS e 8 VAN ANTWERP ALDRIDGE DRUG CO. MOBILE, ALABAMA T MAY, 1939 [23 I Descendant of Donald McKay, pool for sailing vessels. Established in J anuary­ February, 1854, the record is 13 days and one hour. Sponsors Latest U. S. Vessel She was built at Rockland, Me., in 1853 and 18 and was designed by Samuel A. Pook of Boston, The 7-year-old great-great-grandson of Donald designer of a number of well-known clippers such McKay, famons designer and builder of American as Northern Light and Herald of the Morning. The Clipper Ships, sponsored the first of the United New York-Liverpool record was made on her first States Maritime Commission's C-2 cargo vessels voyage, during the last six days of which she aver­ which was launched April 22 at the Sun Shipbuild­ aged over 353 miles in each 24 hours. ing and Dry Dock Company yards, chester, Pa. Mrs. Moran, sponsor of the Red Jacket, resides I The vessel is named the Donald McKay, not only Rockland, Me., where the original clipper was built in honor of the man who was in large measure re­ The clipper ship Challenge was built in 1851 i sponsible for the preeminence of the American mer­ New York. The order for her construction specified chant marine in the middle of last century, but be­ that she must be the best, if not the fastest, sailin cause that was also the name of an able clipper. vessel in the world, regardless of cost. She was Donald McKay V lives at 204 Merrill Avenue, the largest and longest merchant ship built in the Bloomfield, Staten Island, New York. He was ac­ United States up to that date. companied at the launching by his father and mother, The Challenge and the Red Jacket are 435 f~t Mr. and Mrs. Donald McKay and his grandfather, overall, 63-foot beam, 15lh knots speed, and will Richard C. McKay, making three generations of the have a cruising radius of 13,000 miles. They wil McKay family present. have steam power, a displacement of 13,900 to The designation of a male to sponsor a new vessel and 9,291 tons deadweight. is unusual in modern times, although it was fairly The two ships are the eighth and ninth vessel common during an earlier period. The early battle­ to be launched since the Maritime Commission' ships were in many cases sponsored by naval officers. program for rehabilitation of the conntry's agin fleet got under way. 85 % of the ships in the Amer can fleet, other than the new Maritime Commissl 2 More Ships of U. S. Commission, boats, will be obsolete by 1942. Vessels alre. launched by the Commission are: Dry cargo--Lig Challenge, Red Jacket, Launched ning, Donald McKay; tankers-Cimarron, Mar SealwAJ, New Orleans, and Neosho. The twin launching of the Maritime Commission's dry cargo ships, Challenge and Red Jacket, was held Telephone: cu. 6·9251: May 20 at the Federal Shipbuilding and Dry Dock Co., Kearney, N. J. The Challenge was sponsored by Mrs. Thomas M. Woodward; the Red Jacket by Mrs. Edward C. Moran, Jr. Louis Barkan Co. The two vessels have heen assigned to the Com­ 37 MYRTLE AVENUE mission's American Hampton Roads Line which (NEAR BOROUGH HALL) runs from Baltimore, Norfolk, Newport News and BROOKLYN/ N. Y. Philadelphia to London, Hamburg, Bremen, Hull, A complote line of Men's Clothing and Furnishings. Leeds and Dundee. Like the other 18 cargo ships form5 of oil 5tyl05. of the C-2 type, the two vessels are named after fast Why not try U5 for 5quare doal. A telephone coli will take you and seaworthy American clipper ships of the middle We 5upply 5lop cherl on 5hort order and delivor if you at of the last century. notice. bU5y. The clipper Red Jacket holds the trans-Atlantic Wo only 5011 Standard Quality of well known Brands. eastbound passage record from New York to Liver-

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[ 24] THE MASTER, MATE AND PILO Partial List of Labor A,,"l"eements Held by Masters, Mates and Pilots of America

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Beantic Line Northwestern Pacific Railroad Co. East Coast International Freighting Co., Inc. The Western Pacific Railroad Co. Amsco Navigation Co. Southern Pacific Co. (Pacific Lines) olonial Navigation Co. International Freighting Co. Coos Bay Logging Co. rood Towing Co. Seatrain Lines, Inc. Atchison, Topeka & Santa Fe Uailway Co. ape Cod Steamship Co. rhe New York & Cuba Mail Steamship Co. Reedsport Towboat Co. hesapeake & Ohio Railway Co. Boat Operators of Columbia District State Steamship Co. Seekonk Corp. s 'fow Boat Co. Great Lakes Bay Transport Co. aston Tow Hoat Co. Chicago Uoosevelt Steamship Co. Port Orford Cedar Co. hade Island Shipping Co. Kirby Line Puget Sound Ferry, Passenger & Freight ilson Line. Inc. Grand Trunk Western Railroad Co. Boat Operators orfolk & Washington, D. C. Steamboat Ann Arbor Railroad Co. McCormack Steamship Co. Co. Pere Marquette Railway Co. (East Coast-South American Service) ern Steamship Lines Great Lakes Transit Corp. (Pacific Coast-Porto Hico-West Indica tern Transportation Co. Chicago-Duluth & Georgian Bay Transit Service) ttthern Transportation Co. Co. (Intercoastal Service) uth Atlantic Steamship Co. Nicholson-Universal Steamship Corp. American Mail Line F. Martin, Inc. Minnesota Atlantic Transit Co. Dollar Steamship Lines uthern Pacific Co. Chicago & Milwaukee Steamship Co. Pacific Steamship Lines y Tank Ship Corp. Wisconsin~Michigan Steamship Co. Tacoma Oriental Line I Steamship Corp. Crystal Beach Transit Corp. Matson Navigation Co. ential Steamship Corp. Detroit & Cleveland Navigation Co. The Oceanic Steamship Co. almar Steamship Corp. Marine Sand Company Oceanic & Oriental Navigation Co. e Union Sulphur Co. Lake Sand Corp. (Australia-New Zealaud Service) gonaut Line, Inc. Fitz Simons & Connell Dredge & Dock Co. Matson Steamship Co. furnian Steamship Lines Illinois Ship & Dredge Co. Los Angeles Steamship Co. ooremack Gulf Lines Great Lakes Dredge & Dock Co. California Steamship Co. srd Steamship Co. Mackinac Transportation Co. Grace Line yde Mallory Lines Cleveland & Buffalo Transit Co. (Panama Mail Steamship Co.) ew York & Porto Rico Steamship Co. (Pacific Coast Panama Line Service) ewtex Steamship Corp. (Direct Pacific Coast~South American meriean Sugar Co. elll! Service) lair Navigation Co. Commercial Molasses Corp. Sudden & Christensen les Coal Co. Freeport Sulphur Co. Arrow Line twise Trans. Co. Watermau Steamship Corp. (Intercoastal Service) hern Steamship Co. Kellogg Steamship Corp. States Line England & Southern Steamship Co. Lykes Bros. Steamship Co. Pacific-Atlantic Steamship Co. nd Steamship Co. Standard Fruit & Steamship Corp. Weyerhaeuser Steamship Co. artwelson Steamship Co. Peninsular & Occidental Steamship Co. Luckenbach Steamship Co., Inc. ystie Steamship Co. Luckenbach Gulf Steamship Co., Inc. oeahontas Steamship Co. Bulk Carriers Corp. ellhart Steamship Co. West Coast Alaska Steamship Co. .& J. Tracy River Lines Northland Transportation Co. ntie Transport Co. San Pedro Towboat Co. Alaska Transportation Co. Baker Whiteley Conl Co. Ship Owners & Merchants Tug Co. Santa Ana Steamship Co. sapeake Lighterage Co.• Inc. Ship Owners Assn. of the Pacific Coast Southern Pacific Golden Gate Ferries. Ltd. Cottman Co. Libby, McNeill & Libby Mart.inez-Benicia Ferry & Transportation tis Bay Towing Co. Alaska Salmon Co. Co. J. Harper Red Salmon Canning Co. Richmond-San Rafael Ferry & Transpor~ nsylvania Railroad Co. The Alaska Railroad tat.ion Co. altimorE' & Ohio Railroad Co. San Diego & Coronado Ferry Co. Petaluma and Santa Rosa Railroad Co. ew York Central Railroad Co. Wilmington Transportation Co. (Steam- San Francisco Towing Co. ships) J. C. Freese Company. hhdl Valley Railroad Wilmington Transportation Co. (Tow- Paramount Pictures. Inc. ew York. New Haven & Hartford Rail­ boats) The Alaska Packers Association. road Sacramento Northern Railway elaware. Lackawanna & Western Rail­ Northwest Towboat Assn. The national organization is ne­ road WashinR"ton Navigation Co. gotiating for agreements with the ntral Railroad Co. of N. J. Key System ie Railroad Ranta Cruz Portland Cement Co. following steamship companies: iladelphia & Reading Railroad H. Rato & Launch No. 29U202 U. S. Lines nama R~i1ro:ld Rt(>am~hin ('0. Louis Knutson Munson Line meriean Foreign Steamship Co. Coos Day Dredging Co. Sword Steamship Co.

General Chairman Representing R.ailroad Employes of Our Organization in the Different Ports

PORT OF NEW YORK-Capt. Wm. J. VanBuren, Super­ PORT OF NORFOLK-Capt. E. J. Williams, Capt. L. L. 'sing General Chairman; Capt. C. DeMooy, Capt. G. E. Sawyer, Capt. J. A. Turner, Capt. J. Ira Hodges, Capt. E. A. Maxwell, Capt. John Keating. Capt. Arthur B. Wager. John Phelps, Capt. E. W. Sadler. Sexton, Robert Williamson, Capt. John J. Scully, Capt. R. PORT OF NEW ORLEANS-Capt. G. L. Forrest. Kolb, Capt. C. E. Stapp. PORT OF DETROIT-Capt. J. C. Craig. PORT OF PHILADELPHIA-Capt. Clayton B. Dibble. PORT OF MILWAUKEE-William J. McCauley. PORT OF SEATTLE-Capt. John M. Fox. PORT OF SAN FRANCISCO-Capt. George M. Fouratt.

'l....."DI:LL IfIIC•• rRINTl";'lS_rUULISHI!'lS. W"'S"'NGTON. O.C. LIST OF EXECUTIVES With their AddrC5ses-Connected with the Nalional Organizalion Maslers, Males and Pilols of Ameri(a

CAPT. JAMES J. DELANEY CAPT. CHAS R. KERTELL National President Natillnal Eighth Vice President 1li Moore St., New York, N. Y. !)l2 Avenue "K," Galveaton, TC!Jl:. CAPT. GEORGE M. FOURATT MR. NORMAN DEAKIN National Fint Vice Prc$ideot Apprentice Vice President Room 21, Ferry Bldg., Slln Francisco, Calif. 502 W. 50th St., New York City CAPT. Wn.LIAM T. DANIELS CAPT. JOHN J. SCULLY National S~of1d Vice President National Secret.:l.ry-Treasurer 1116 E. 51st St.. Savannah, Ga- 15 Moore St., New York City CAPT. DENIS MCCARTHY CAPT. GEORGE W. MCVAY NatiOnal Third Vice President National 'rru~tec 156 St;.al.c St., DostO'll. Mass. 302 New Yoxk Ave., Providence, R. T. CAPT. E. S. SMITH CAPT. EDWARD T. PINCHIN National Fourth Vice President National T:rustee 2133 Stillman Rd., C1l.!vcland Heightn. Ohio 15 Moore St., New York City CAPT. G. L. FORREST CAPT. GEORGE B. DOWNING NaLional Fifth Vice President National Trustee 604 Godehaux Bldg., New Od~nll. La.. 1001 Rowland Ave., Berkley Station. Norfolk, Va. CAPT. O. E. ROLSTAD CAPT. H. P. FORREST Nal.ion:al Sixth Vice President District Deputy of the Panama Canal 3009 Mission St., San Francisco, Calif. P. O. Box 25, Gamhou, Canal Zone CAPT. HOYT S. MORRIS CAPT. WILLIAM J. VAN BUREN National Seventh Vice President Supervisinlt General Chairmnn, Railroad Deck Peroonnel 240 S. 'Third St., Philadelphia. Pa. 848 Devon St.. Arlington, N. J. PAST PRESIDENTS Nalional Organizalion Maslers, Males and Pilols of Ameri(a

CAPT. JOHN PRUETT (1908-20) CAPT. HORACE F. STROTHER (1920· .... ) "'CAPT. FRED C. BoYER Kittery Point, ?tte. 2022 Oakland Ave., Piedmont, CaliC. 5116 IWgent St., Went Philadelvhia. Pa. *CAPT. FRANK H. WAnD "'CAPT. WM. S. VAN KUnEN "'CAPT. JOHN C. SILVIA New York. Albany, N. Y. nflllwn. Masl!. • Der.elUleri. SECRETARIES OF LOCALS National Organizalion Maslers, Males and Pilols of Ameri(a

1. CAPT. JOHN J. SCULLY 27. CAPT. W. C. HEARON 15 Moore St., New York, N. Y. f. O. Box 43. Gamboa, Canal Zone. 2. CAPT. L. L. DERRICKSON 30. CAPT. S. J. MILLIKEN ?-to S. Third St., Philadelphia, Pa. P. 0, Flax 10116. Bulbon. Canal Zone 33. CAPT. H. J. DELATRE 3. CAPT. C. DEMOOY 159 W. 'Hth St.. Chicago. 829 Pavonia Ave., JeO$ey City. N. J. 36. CAPT. J. S. THOMPSON 4. CAPT. A. BASCH 226 E. Uny St.. Savannah, Ga. 1". O. Box MO, Mobile. Ala. 40. CAPT. GEORGE M. FOURATT 6. CAPT. H. M. ANGELL Room 21. Ferry Bldg., San Francisco. Calif. 24 Ninth St.. Ea3t l'rovidence, R. l. 42. CAPT. E. S. SMITH 2133 Stillman Rd•• Cleveland Heighta. Ohio 6. CAPT. JOHN M. Fox 117 Canadian National Duck, Seattle, Waah. .17. CAPT. J. C. CRAIG Box 11110. Route 3, Hazel Park, Mich. 7. CAPT. H. DEDERICK 70 Clermont St., SauJ.!:t'I,til'!i. N. 'i. 49. CAPT. EDWARD P. PARKER 3 Forl.\lna St., Newark. N. J. 8. MR. MICHAEL E. KATONA 60. CAPT. THOMAS FAGEN 2304 Smith Tow(!r, Seattle, Wa!'!h. 8IG Michip.:nn Av(!.• Buffalo. N. Y. (Puc:et' Souno pi\otl!' Association) 9. CAPT. B. T. HUltS1' 51. MR. WM. J. MCCAULEY Bld~ 1434 Bankcl'3' Bldg., 208 E. Wiscon!lin Ave.. Room 601. Portlock .. Norfolk, Va. Milwaukee, Will. 11. CAPT. DENIS MCCARTHY 74. CAPT. JAMES E. SWAN No. Ii ROWe:! Wharf. c/o Pilots' Office. Adll:l'l'3 Wh:.trf. Charleston. S. C. 12. CAPT. E. V. HAVILAND 88. CAPT. EDWARD T. PINCHIN, 24.7 "B" Av(!•• CU'·O'UlrlO. Calif. 15 Moore St.• New York City 14. CAPT. H. J. FREBURGER 89. CAPT. M. TYSON !>OG E. BlLltimorl' St•• Baltimore, Md. c/o Pilow' Office, Bulkhead Pier No.7. 15. CAPT. C. H. HANSEN San Frllnei!\co. Calif. 60' Godchnux Bldg.• New Orleans. La 90. *CAPT. O. E. ROLSTAD 17. MR. W. FISHER !I Mnin St.• S:m Francisco. Cnlif. 305 HenTY Bldll:•• Portla.nd. Or(!g. .. Resigned (No Successor Named). 18. CAPT. R. W. RUBELLI 617 PalOtl Verde!'! St., San Pedro, Calif. 19. CAPT. SAM V. SMITH 90!> N. Eill':hth St.. Mnr!\hfield. Oreg. 1. 20. CAPT. A. M. HEMPHILL Apprentice Local ot07¥.: 218t St.. GalvC!lton. Tex. CAPT. JOHN J. SCULLY 15 'M<>OTC St.. New York City 22. CAPT. C. J. MADIGAN c/n Snnrly Rnok Pilotll. 24 St.:I.te St.• New York. N. Y 2. Apprentice Local 24. CAP'}'. J. J. MICKLER CAPT. B. T. HURST St. John Bar Pi!ol'l' Association. 1702 Lynch Bldg. Room 601, Portlock Bldg., Jacksonville, FIn.. Norfolk, Va.