In This Issue
Conservatism Is Threat * "Mormackite" Sinking
Foreign Transfers* Backed
Shooting the Sea Breeze
VOL. XVII OCTOBER, 1954 No. 10 An Important Lifeline
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~- ;'.. ', "_.' ~.' - . c:::::: . ~ .4t4 y .- '-"~~: .,'~,,_.-::-~ ~. ~q:--- ";"'$~~ . -0 u .. The Ma§ter~ Mate & Pilot om' I Journal of tho International Organization of Masters, Mates & Pilots, Inc. Published by the Organization on the 15th of each ICla month at 810-16 Rhode Island Ave., N. E., W
OCTOBER, 1954 No. 10 ONSERVATISM VIEWED GROWING THREAT HE most ominous fact in this country today is through a sound policy for the shipment of foreign 'the growing influence of conservatism on the economic and military aid cargoes in American on's economic and social needs. The country vessels, were only partially successful. t face up to this grim threat now, before it is Almost every program for the improvement of late. The abandonment of Tidelands Oil to job opportunities in the maritime industry was several states, the less-than-adequate public rejected by Congress and the Administration. lng and social security programs, and failures CAMU's report on the September meeting noted 'minate or properly amend the Taft-Hartley that: are but a few of the indicators of this grow "Our unsuccessful efforts are proof enough that reat. we nor any other organization have found the "riy next month American voters go to the method by which our legislators and administra to elect the 84th Congress. Their votes-the tors can be awakened to the dangers of permitting hey elect-will determine whether this dan the ships" of the American merchant fleet to be trend is to continue or whether the nation scuttled. ce again chart a course aimed at the better CAMU listed many issues which must be faced f all the people. again during the term of the 84th Congress. ii particularly important to the maritime The battle against free transfer of American .. and organized labor in general that the flag vessels .to foreign flags will continue with engress be a more farsighted and progres renewed emphasis in the 84th Congress. This islative body than the 83rd Congress. If practice is perhaps the greatest single threat to ; the American worker, and the American the U. S. merchant fleet today. Congress and the in particular, is going to see a a further Administration must be convinced that such a .ation of his job opportunities, his welfare policy is suicidal to the nation and its merchant a and his standard of living. marine. ahington last month the Conference of This fight, as CAMU noted in its report, "will n Maritime Unions met to study the fail require the full cooperation of all shoreside as e 83rd Congress and the vital issues it well as maritime" unions and "must reach the up with the 84th Congress. Its findings intensity that was reached by our fight to save rd to the 83rd Congress made two things the Marine Hospitals." ident: The Marine Hospital fight is expected to find its itime labor has a big job cut out for it way into the new CongJ;ess also. Despite the t two years if its membership is to im Administration's decision to continue the program economic and social standards. last year there are indications the 84th Congress 84th Congress must be greatly improved may be a battleground for this issue. rship if the maritime industry is to The program has already had a series of finan 'r consideration for its needs. cial blows struck in the .past and can in alllikeli yment during the 83rd Congress be hood expect more if the 84th Congress is not asingly prevalent within the maritime espite CAMU's efforts to interest Con- improved over t.he 83rd. :the Administration in measures that CAMU's report warned that "Our fight to save ove the employment situation, nothing the Marine Hospitals· is by no means over. Al though we do not expect .the Administration to t for a review of coastwise and inter again attempt to completely eliminate the Marine hant shipping apparently fell upon Hoapitals in one. stroke,.we do expect and shonld fforts to improve job opportunities, (Continued on page 6) AFL Takes Convention Action on Many Issue8 The 73rd convention of the American Federa tion of Labor, which came to a close in Los Angeles last month after six action-filled days, heard many national headliners, including Presi dent Dwight D. Eisenhower, and took constructive action on many issues of pressing national im portance. mo Delegates of the International Organization of mil Masters, Mates and Pilots to the convention were son President C. T. Atkins, Vice President C. F. May ere and Secretary John Bishop. President Atkins res served as a member of the Organization Com sea mittee. 48 The convention called for adoption of a lO-point 1 program to restore full employment and end the fro economic recession; for formulation of a foreign she policy aimed at strengthening the free world's Hl!' defenses; for labor unity; for proper investiga Captain C~ F. May, center, delegate to the AFL CORven" car tions of welfare funds. in Los Angeles, looks over an International Labor 0 ma< exhibit at the convention in company with, from left ha\ Ed Miller, Ed Miller, president of the Hotel and Rest;u President Eisenhower received a cordial recep ( tion from the delegates. He promised them that Employes; Ralph Wright, counselor to the ILO liar he would submit legislation to the 84th Congress George P. Delaney of the AFL, the worker's dele to the ILO. The AFL Convention adopted a 10·)Joint har which would eliminate union-busting clauses from gram aimed at restoring full employment and ending !bo the Taft-Hartley Act. economic recession. nev rus per had 8tr. G. HAVILAND, Associated Maritime Workers Vice President, York, N. Y. nin THE MASTER, MATE AND PILOT J. M. BISHOP, Secretary·Treasurer, Washington, D. C. raf the Vol. XVII OCTOBER, 1954 No. 10 COMMUNICATIONS AND REMITTANCES mny be nddr Published monthly. Main Northeast, Washington 18, checks made payable to the Internationnl Orf:'nnizntion Mates and Pilots, Inc., 810~16 Rhode Island A\,ctluc, N. E., tained by nnd in the inter District of Columbia, with ington 18, D. C., or 1420 New Yorl, Ave., Wnshington 5, est of the International General and Executive Organization of Masters, READING AND ADVERTISING MATTER MUST reach the Mates and Pilots, Inc., at Offices at 1420 New York later than the 10th of the month preceding Jlublicution. 810 Rhotle Island Avenue, Ave., Washington 5, D. C. CHANGE OF ADDRESS should be received prior to till! flnt month to affect the forthcominl; issue. The old as well at address must be given and the Local number shown. Published on the 15th of each month. Sworn detailed circulation statement on request. "~ Entered as second.class matter at the post office at Washington, D. C., under the Act of August 24, 1912. GENERAL CHAIRMEN REPRESENTING RAILROAD E~fPI.O OUR ORGANIZATION IN THE DIFFERE1\T PORfS SUBSCRIPTION: $1.00 PER YEAR FOREIGN, $2.00 PORT OF NEW YORK-Capt. C. DeMooy: Cllol)t. !II. f. Go I Marlin A. Pryga: Capt. Lawrence J. Saco; Thomas Mull_" C. T. ATKINS, New York, N. Y., Business Mallager. P. J. McMorrow; Capt. Edwin G. Jacobsen: It.. MaleY JOHN M. BISHOP, Washingtpn, D. C., Editor. O'Connell; Capt. H. Hasbrouck; Capt. A. StdlTohno; M. H. HICKS, Washington, D. C., Co~Editor. Steevels. PORT OF PHILADELPHIA-Capt. Clayton B. Dibble. PORT OF SEATTLE-Capt. M. Fox. INTERNATIONAL OFFICERS PORT OF NORFOLK-Capt. Harry Marsden, Cnpt. ~. ~ C. T. ATKINS, President, New York, N. Y. Capt. E. W. SnrJlt!r, Capt. W. E. Shawan, Capt. Eug C. F. M;AY, First Vice President, San Francisco, Calif. PORT OF DETROIT-Capt. Rolla Johnson. R. D. LURVEY, Vice President, Boston, Mass. PORT OF SAN FRANCISCO-Capt. J. A. GannOn. H. M. STEGALL, Vice Pl'esident, New Orleans, La. MORRIS WEINSTEIN, Vice President, Baltimore, Md. National Advertising Representatives-McAVOY REPRES ROLLA JOHNSON, Vice President, Great Lakes Region. 15 Whitehall St., New York 4, N. Y. Tel. Bowling G J. A. GANNON, Vice President, San Francisco, Calif. CAPT. THEODOR J. VANDER PLUIJM, Gencral_Ad~Cot THOMAS E. KENNY, Vice President, Pittsburgh, Pa. scntative in the Netherlands, Rochussenstr:,ut, 2.t. ., H. T. LONGMORE, Vice President, Balboa, C. Z.
[2 ] 'Mormackite' Sinks in Atlantic With Loss of 37; Survivors Plucked from Sea 48 Hours Later
'"" NOTHER chapter in the age-long story of man their rescuers ended the ordeal on the open seas iJ"}. against the sea ended in tragedy on Thursday for them. .morning, October 7, with the sinking of the Mo,' Coast Guard to the Rescue '. wckite (Moore-McCormick Lines) in the Atlantic Borne 150 miles east of Cape Henry. Only 11 of the One of the most widespread sea rescues in the 'ctew of 48 were saved in the disaster. Those area since the sinking of the British steamer ~escued had the terrible experience of battling the Vestris, which sank in 1928 with a loss of 110 . ain lifejackets or clinging to debris for at least lives, was launched by the Coast Guard Search 8hours before they were picked up. and Rescue branch, headed by Capt. Edward E. Fahey. '/1'he ill-fated ship was en route to Baltimore 'oni Victoria, Brazil, with a cargo of ore when The search got under way at 4 p. m. on Friday when the company reported the Moimackite 26 Ii was caught in a typical autumn nor'easter. .avy seas resulting from the storm caused the hours overdue at Cape Henry. Its last reported position had been received at 8 p. m. Wednesday go to shift, capsizing the vessel. The M 0" kite sank so suddenly that crewmen didn't as 2.60 miles southeast of Cape Henry. Two planes were dispatched from the Coast time to send an S 0 S Or to lower lifeboats. ve Guard field in.Elizabeth City, N. C., but they re 'Oile of the men rescued, Seaman Charles Wil turned at 9 p. m. without sighting anything. s of Mobile, Ala., gave this account of what The search was continued throughout the night pened aboard the ship: "I was asleep and with Coast Guard aircraft, the Coast Guard cut ilt 9:15 in the morning we took a big roll and ters Chincoteague, Chg,'olcee and Marion dis er straightened out. I got out of bed and patched from Norfolk and all merchant and naval hed to ,the main deck to see the ship with a vessels in the area alerted. Meanwhile, a search anent list at about 45 degrees. The iron ore pattern was set up to be put into operation at shifted to the portside and she wouldn't dawn. Centering on the last known position of the ~ighten out. In 30 minutes the water was run in the stacks and she sank. We had no life 'aboard and were unable to get boats into ater." Deckman's Statement rvivor John A. Davis, utility deckman, re d that he was helping Chief Officer Harold ~rdson in a futile attempt to right the ship ~mping water into the deep tanks. "Another 't.her and jarred the rest of the ore over to ,She lay flat on her side and started going . by the stern. Everybody was on deck at ime. Then most of the crew was washed ard. Capt. McMahon and able-bodied sea onard Kelder, who was at the wheel, stayed I' posts until the ship heeled over and then ere trapped and went down with the
Fifty Hours in Water urvivors told gruesome tales of fighting battle for survival in the water. Since .d not been time to lower lifeboats and the ied no life rafts, only those men fortunate .• 'grab life jackets were able to stay afloat ~,1 •,ateI'. They fashioned flimsy rafts from IS and boards which were floating around. - .~ !pwed some 50 torturous hours of flghting A small boat .from the freighter "Maritime Trader" bear M •.~ and suffering exposure from wind, sun ing six victims of the capsized freighter "lHormackite" prepares to transfer the bodies to the Destroyer Escort .Water. The 11 haggard survivors told "U.S.S. Eaton." Twelve bodies had been recovered from Were considering suicide just before the ocean two days after the ship sank
[ 3 1 -
vessel, 11 planes took off at daybreak to cover an area 278 miles by 18 miles in a regular flight pat tern. The Greek freighter Makedonia, whose crew men had reported hearing voices in the water dur ing the night, was ordered to stand by with lifeboat lowered to pick up survivors spotted by the planes. Besides the S.S. Makedonia, the S.S. Maritime Trader, S.S. Mon,'oe Victo,'y, S.S. Diane, S.S. Dorothy L. and the S.S. Santa Rosa participated in the rescue operation. Planes )lid Search The search was augmented by six P5M planes from Patrol Squadron 44, Norfolk Naval Air Sta tion and two blimps from the Aid Ship Squadron 1 and 4, Elizabeth City, besides the Coast Guard planes. The survivors were transferred from the S.S. Makedonia and the S.S. Maritime Trader', which ships had taken them from the sea, to the Navy escort destroyers U.S.S. Bache, Beale and Eaton which were returning from a Far Eastern trip. The naval vessels brought the survivors, and those bodies which were recovered, to the Naval Base in Norfolk. All Officers Lost
AU of the officers of the ship were lost in the Survivors are carried ashore at Norfolk, Va., fr disaster. Destroyer Escort "U.S.S. Eaton." Capt. Patrick J. McMahon, 42-year-old skipper of the Mormackite, was a native of Ireland who came to the United States as a Into Mothballs child. His family settled in New Jersey, where he attended the Into mothbaUs this month go 15 of the 33 public schools. Brother McMa of the Waterman C-2 fleet. The compa" nounced that the Arizpa, Alawai Citrus 1>, hon had started working for the KYslc~, Lafaye~ company when he was a youth. City of Alma, Golden City, During the war he served as a salle, Maiden Creek, Mobilian, Moming' lieutenant in the United States Wacosta, Warhawlc, Warrio,' and the Wild Navy. He is survived by his wife shortly go into lay-up. Company officials Claire and their son William at cheap foreign flag competition for their i to keep the ships in operation and indica Capt. McMahon the family home in Val1ey Stream, Long Island, N. Y. only a sudden spurt in shipping as the Chief Mate Harold R. Richardson, 31, had fol an emergency would permit them to sail lowed a maritime career aU of his adult life. He again in the foreseeable future. graduated from the Maritime CoUege at Fort Also into the ghost fleet go eight gove Schuyler, the Bronx, and from Admiral Farragut owned vessels which have been operated School, Toms River, N. J. Brother Richardson was mercial American steamship compani a native New Yorker and is survived by his wife MSTS. The Sunflowe,' Ma"iner will be Jean, two daughters, Gail 7, and Barbara, 4. His the Beaumont Reserve Fleet and the P parents are Mr. and Mrs. Harold B. Richardson M,winer' will go into the Mobile Rese of Bellerose, L. I. Four Victory-type cargo ships, the Nia to,'y, the Seton Hall Victory to Mobile., Decorated in War Mon"oe Victo?'y and the S(('/1 Mateo V, Second Mate William R. Rudolph, 60, had spent Beaumont. most of his life at sea and had been decorated for Also included in the group are the t:, his work in the merchant marine in World War II. Avi type cargo ships, the Schuyler and;, He made his home with Mr. and Mrs. Otto Hol Knot, for layup in the Olympia reserve stein in New York. The Schuyler' Otis Bland was iaunchy Brothers Richael Grealish of Brooklyn, N. Y., as a prototype for possible fu ture and George F. Aldus, Jr., of East Boston, Mass., construction. Her cargo handling g third officers of the ill-fated ship, also lost their signed as a vastly refined versio? of lives in the disaster. tional kingpost-boom burtoning rIg.
[4] , Ii :1 Weeks Backs Foreign Transfers
"'.1.'.N THE September issue of the MASTER, MATE their careers in the service of manning the United AND PILOT, we carried the letter sent by States merchant fleet. "ilL M. & P. International Secretary-Treasurer If this needed concern for the men whose liveli 'ohn M. Bishop, as chairman of the CAMU, to hood is involved does not appeal to the Admin lesident Eisenhower on September 7, 1954 in istration on the basis of plain fairness for all of hicb he protested the Maritime Administration's the citizens, a little logic applied to the future "w policy of encouraging American shipowners needs of the fleet would be in order. transfer their ships to Panamanian, Liberian We have been delighted to.observe the appro d Honduran flags. priation of large sums for the rehabilitation, 'I'he letter was referred to Secretm'y of Com modernization and increased number of merchant rce Sinclair Weeks for reply. His reply is ships in our fleet. One of the arguments which I ut what we might expect -from the Commerce appeared many times was that the "hard core of I artment which is over the Maritime Admin highly sldlled shipyard workers had to be per iltion and undoubtedly Secretary Weeks played served for future emergency needs." II arge part in formulating the 'policy which is With the vast majority of the new, larger and idly scuttling the American Merchant Marine. faster ships going into lay-up as fast as they I e states in his letter of reply to Captain come off the ways, where will we find a "hard hop that a "reasonable" number of Liberty core of highly skilled seamen to man these ships ''',cargo ships will be permitted to transfer in an emergency"? Even the third mates being "ign. The term "reasonable" is very discour- graduated each year from the maritime schools It as it leaves the number wide open. The need a few years of actual sailing experience to ific amount called reasonable has a wide make them skippers. depending on who is interpreting it. 1n This organization has had the bitter experience e twice in the past 15 years of frantically recruit i he states in his letter "that the policy pted contemplated no specific number of ships ing officers for the ships to carry supplies and materials of war to our troops overseas. This 'f) transferred." was accomplished when the men answered the e have seen before what happened when an call of their country and came from the farms, xof cheap foreign competition was turned the small towns and the big cities. After each ,. in the case of the tankers. In spite of the national .emergency the fleet suffered a quick ;that certain safeguards are supposed to be decline-more so than normal because of the ted to protect American shipping from the ability of the shipowners to transfer to a foreign it advantage of these foreign flag ships in flag for greater profits. tcompetition, we have seen our tanker fleet It is about time for some of this wave of patriot "sh until we have but a skeleton fleet in ism to envelop the shipowners and those men we e and that engaged in the coastwise and have entrusted in our government to provide Oastal trades, which are reserved by law for and protect "a merchant marine, owned and merican ships. operated under the United States flag by Citizens re'tary Weeks concludes his letter by assur of the United States"-- . that "no action is taken by this agency Following is the text of Secretary Weeks' letter: .espect thereto unless it can be justified . existing law and national maritime policy." THE SECRETARY OF COMMERCE existing maritime laws and maritime poli WASHINGTON 25 ~ to this time have been for the singular September 21, 1954 Mr. John M. Bishop e of providing for and protecting a "strong Conference of American Maritime Unions nt marine-owned and Opemted under the 132 3rd Street, S. E. States flag by citizens of the United Washington 3, D. C. , The current administration of the Mari DEAR MR. BISHOP: dministration is showing a callous dis The President has referred to me for reply your letter for the United States citizens who are an of September 7, 1954, setting forth your views with part in the operation of this United respect to the administration of certain existing statutes erchant fleet. All of the recent policy affecting the American merchant marine. I note that maritime labor endorses the enactment of S. 3233 which .n has been for the best interests of the requires that American merchant ships carry at least tates dollars and cents invested in these 50 per cent of foreign aid cargoes, but protests the ~,which we most certainly do not question transfer of U. S. flag ships to foreign registry, particulal' ~n integral part of the whole. ly the recent action of the Maritime Administrator of the Department of Commerce in approving the transfer .ncere contention is that there must be of flag of Liberty dry cargo ships. Jllance of equality in protection for the The problems' affecting the American merchant marine the United States who have staked and all of its related activities are diverse and involve 954 [ 5] many factors of a complex nature. Recently, those prob~ ing the transfe1' of a reasonable number of U. S, lems were the subject of Hearings before the Sub Liberty dry cargo ships to the flag of Panama, Libe Committee on Water Transportation of the Committee on or Honduras, with owne1·ship remaining directly or Interstate and Foreign Commerce of the United States directly in U. S. citi~ens. I have been inj01"med that' Senate and attention was also given to those matters by policy adopted contemplated no specific number oj 8 the Merchant Marine and Fisheries Committee of the to be t1·ansjerred. Tl House of Repres"entatives. The transfer of U. S. privately The interest of the Conference of American Mari coal owned ships to foreign ownership and registry was among Unions in making known to me its concern, not only Unit the problems under consideration. Certain data was then the subject of transfers to foreign ownership and regi" istra presented pertaining to the existing and contemplated but on all matters pertaining to the maintenance of policy of the Maritime Administration on the subject of adequate American Merchant Marine, is apPl'ecia" to IE "transfers foreign," including the one adopted on August You may rest assured that no action is taken by' W 16, 1954. On that date the Maritime Administrato'}' agency with respect thereto unless it can he justf tion adopted ((, policy and a formula to be used in connection within existing law and national maritime policy. coun therewith, whereby, subject to the usual security and Sincerely yours, the .! citizenship clearances and upon certain terms and con /s/ SINCLAIR WEEKS, ditions, favorable conside'ration would be given to app1·OV- SeC1'eta1'y of Comme1'ce. coun them their istration of existing laws rather than the need If Conservatism Viewed new laws for the current difficulties in the in A time industry. spur: As a Growing Threat fleet. ... If the 1936 (Merchant Marine) Act (Continued f1·om page 1) " Fe administered properly," he wrote, "our be alerted to the danger of eliminating the system Secu would be carrying at least 50 per cent of our chan by attrition." export and import cargoes instead of the 2 "50_:: Such attrition has taken the form of appropri cent we are now carrying. Too, we would h ation cuts and the elimination of program func much larger merchant fleet than at present.' tions until it is finally rendered meaningless. The Capt. Bishop made it plan that he conside most important of these has been the continuing fault largely that of the Executive Branch curtailment of the number of veteran patients "approves the maritime legislation passed b referred to Public Health Service Hospitals by the gress and then administers the laws in a m Un Veterans Administration. This alone, CAMU which tends to destroy the industry." 1948, points out, has meant the loss of over $3,000,000 in receipts. He pointed out that the State Departm "the outstanding opponent of the American; CAMU is also expecting a fight on the issue of Maritime training. In the 83rd Congress mari chant Marine" and the Maritime Administr.. time unions lost their scrap to eliminate the Mer the agency charged with developing the chant Marine Training Center at Kings Point, Merchant Marine, "has not and is not ful N. Y., and to end Federal aid to State Maritime its responsibilities." Academies. The leaders of maritime unions cannot Most important of all in this field, the unions handedly overcome all the problems blockint were unable to get appropriations pushed through and economic developments in this industry. for the upgrading program. can point out the trouble spots, they can dr. There is now a danger that Kings Point will be programs of correction, they can present made a permanent institution on the level with programs to Congress and the Adminis· Annapolis and West Point, a move which maritime But it is up to Congress and the Adminis labor has warned strongly against. to take the necessary corrective steps. The Military Sea Transport Service has been Thus, it is evident that the compositio~ making inroads which pose a serious threat to 84th Congress vitally concerns every merchant seamen and officers. While CAMU seaman. The party controlling Congress is membership was split on various special programs tant only insofar as the men making up th· relating to MSTS they were in full agreement that are important. The 83rd Congress obvious. "during the next Congress we must continue to to see or understand the problems of the exert every possible effort to curtail and eliminate industry. It is equally as obvious th the military merchant marine from the shipping industry. Only by so doing can we hope to main changes are needed in the ranks of that when the 84th convenes in January. tain a privately owned and operated U. S. Mer sio chant Marine manned by American citizens under The outcome of November's Congres bona fide collective bargaining agreements." tion holds the key to thousands of jo, Capt. John M. Bishop, MM&P representative on maritime industry and perhaps millions; CAMU, developed several interesting points with out the country. The American people, regard to maritime problems in a letter to Presi extreme care in how they vote this faIl'l dent Eisenhower. Capt. Bishop blame the admin- important of all they must vote.
[ 6] THE MASTER, MATE First F. O. A. Coal Shipment Destined for Spain
The first shipment of the 10 million tons of ities in World War II for any period of time sub coal to be purchased from depressed areas in the sequent to December 7, 1941, during which he 'JJnited states by the Foreign Operations Admin was held by either such government as a prisoner. 'stration and sold to needy countries is destined internee, hostage, or in any other capacity. Deten to leave during this month for Spain. tion benefits shall be paid under this section at , Whether or not the entire 10 million ton alloca the rates prescribed and in the manner provided ion is shipped depends on purchases by foreign in subsections (c) and (d) of section 5 of this untries. The move is designed primarily to aid Act. e America coal industry rather than the foreign " (c) Payment of any claim filed under this sec untries although it is expected that many of tion shall not be made to any merchant seaman, em will take advantage of the offer to supply or to any survivor Or survivors thereof, who. eir needs. voluntarily, knowingly, and without duress, gave If all of the coal is shipped, with half of it going aid to or collaborated with or in any manner ',American ships, it could develop into quite a served any government hostile to the United 'rt for what remains of the U. S. flag tramp States during World War II. t. "(d) Claims for benefits under this section OA, said Mr. Stassen, head of the Mutual must be filed within one year after the date of lUr urity Program, will pay additional freight enactment of this section. : our' 'i'ges in order to comply with the permanent " (e) Any claim allowed under the provisions he 2 ,50" law. of this section shall be certified to the Secretary tid h' of the Treasury for payment out of the War lent. Claims Fund established by section 13 of this ider ortant Amendment Made Act." lch Congress Must Vote Money ,d b he War Claims Act 'del' an amendment of the War Claims Act of Unfortunately, in the rush for adjournment, " enacted by the 83rd Congress, American Congress neglected to appropriate any money to ,en who were captured by either the Germans pay these claims. It is expected that this over .'.' anese during World War II are now eligible sight will be corrected in the early days of the aims. next Congress which convenes in January 1955. \; amendment to the Act corrects an error Applications must be filed before August 30, , had provided that seamen who were cap 1955. All officers and seamen who are eligible by the Japanese in certain areas were eligi should write to the Foreign Claims Settlement . collect claims but not those captured by Commission of the United States, Washington 25, 'rmans or by the Japanese outside of the D. C., for instructions about filing their claims. cally designated geographic areas. "amendment is contained in Public Law 744, M.A. Approves 25th Foreign nt sections of which follow: Ship Transfer Under New Policy .,16. (a) As used in this section, the term ,lmt seaman' means any individual who On September 28, 1954, permission was granted ,ployed as a seaman or crew member on for the sale and transfer of the SS Transame.·; sel registered under the laws of the United can, owned by American Union Transport Co., Or under the laws of any government Inc., of New York, by the Maritime Administra . to the United States during World War tion. who was a citizen of the United States on The new owners are a Liberian corporation or December 7, 1941, the date of his death and her registry will be under the flag of that date of filing claim under this section; country. This brings the total of ships trans ny such individual who is entitled to, or ferred under the recent M. A. ruling permitting received, benefits under section 5 of this one-half of a company's fleet to go foreign to 25. ,'civilian American citizen.' he Commission is authorized to receive rmine, according to law, the amount and Seatrain 'New Orleans' Goes and provide for the payment of any Under Libelian Flag : detention benefits filed by or on behalf Slipping out through the new "open door" ,rchant seaman who, being then a mer policy of the M.A. the rail-car vessel New Orleans man, was captured or interned or held recently sold by Seatrain Lines to West India vernment of Germany or the Imperial Fruit and Steamship Co. has been transferred Government, its agents or instrumental- to Liberian flag. 954 [7 I Ultra-modern Ferry Joins San Diego-Coronado Fleet
Seamen of Norfon on Septem of the shifl foreign reI Incorporating the latest in modern ferry design, were then lifted by a crane into a floating dry: Word fr the Crown City is the newest flagship in the San and permanently joined. The dock was , cates that Diego-Coronado ferry service. flooded and the vessel was floated for the first· transfer 0 Designed by Phil Spaulding, naval architect, Engines, equipment, deck and superstructure:. was paid, and built in Oakland, Calif., by Moore Drydock completed at the outfitting dock. came into Co., the vessel is unique in the shipbuilding indus The Crown City is of all-steel construction,;. Corp. As try in the manner of her construction. trically driven and capable of carrying 70 Ia flying fl The Crown City was prefabricated in eight mobiles. Purpose 50-ton sections. The eight sections were pre The deck personnel of the company is " n by thE assembled on a large slab on shore and placed sented by Local No. 12, Masters, Mates and P e plight together to check alignment and flt. The sections Below are shown captains of the fleet: be to for the Am uis R has h: lean orne t we, can wal til nd epl ou E. M. Wilson J. A. 'Wheaton rE R. H. Chellis L. R. Sowle. A. Jantz 8~ is .8
C. W.AIlen W.A.Lowe F. F. Koch V. E. Mardock
[8] THE MASTER. MATE! SHIP ~-. TRANSFER PROTESTED r • '"'Seamen from four maritime unions in the port 'f Norfolk marched up the Campostella Bridge 'j) September 29th, carrying placards in protest DONT FOOL f the shifting of the American ship S.S. u.s.a. to YOURSELF oreign registry. Tflh,N$~FR 5.5. U.S.O. ROTIISCIIlLD TODAY 'Word from the Maritime Administration indio. AND . les that the American ship was approved for KEEP OUR TOMORR.OW SHIPS ? nsfer on September 13. The American crew • B paid off the week previously when the ship me into the Norfolk Shipbuilding and Drydock , 'p, As she lays idle beside the bridge, no flag ying from her stern. urpose of the placards and orderly demonstra , by the seamen was to call public attention to .plight of the American seamen who lose their , to foreign seamen as a result of the shifting , e American ship to Liberian registry. , uis Rothschild, U. S. Maritime Administra .From left: Geo. Taylor, MEBA; E. L. Stinson, MEBA; has had little regard for the welfare of the E. W. Simmons, MM&P; Roland Carvalho, NMU; Cecil ican merchant seamen when he has author Saunders, SIU; Claude Simmons, MEBA. Bome 80 ships to be transferred foreign in t weeks. This move has resulted in 3,200 , ican seamen losing their jobs and $14,415, 'Ii wages annually. Nearly $3,000,000 annu in ,taxes will be lost to the government. ,ind the demonstration is the hope by the representatives that if enough public opin ,llroused, Mr. Rothschild might be prevailed to reverse his position and stop the Amer!o. " g ship transfers. ,this writing, almost two weeks since the tration in Norfolk, there is still no definite Bto When the u.s.a. will hoist her Liberian d sail. From the cagey replies of repre es, it may be assumed that they may not the transfer ticket just now. With the al shipments about to get under way from of Norfolk, in accordance with the provi.. Unions Protest Ship Transfer-Representatives of the four the 50-50 Law, it may be to her advantage major East Coast maritime unions line up outside the in under the American banner long enough Norfolk Shipbuilding and Drydock Corporation yard beside the freighter lOU.S.O.," bearing signs protesting the re ,p a few more of those good, quick Yankee ported transfer of the ship from American to- Liberian registry.
1954 [ 9] At mo as wh wn He' When a fellow puts into Sailors Snug Harbm' Harbor can take even a mere canal and make on Staten Island he's a retired seafarer who has ocean of it. earned a permanent berth at the privately en We heard the best of them in action, and in dowed 153-year'-0Id institution, Unlike old soldier.. heard the mutineers, too, and both intrigued of who never die but simply fade away, an old salt Here are their stories. Which were true, has a tradition to carryon, Tallest of all tales have which were not, we leave you to decide. It always risen from the sea-your favorite fish vo, story, for example-and Snug Harbm' at times To Sea at 13 vel seems like a perpetual liars' convention. But, no The first ex-mariner to spin away was Ca we matter how many fathoms tall the tales may be, Charles E. Chase, a lean man of 87 with a hu go they're always interesting, so the New York Sun ous eye. Said Capt. Chase: day News sent reporter Ke1'mit Jaediker and "My family thought they'd make something photographer David McLane over f01' a session sh< of me, but I fooled them. I went to sea. I w BEl with the old windjammers. McLane's lens stayed then. I have sailed all classes of sailing ve in focus but Jaediker's ears got bent. I did very little steamboating. I don't like st . W, By KERMIT JAEDIKER, Reporter "My greatest adventure was 1897. I was m De New York Sunday News of a bark called the Liberia. A bark is a t IIv masted vessel with square yards on two of ml We went around the other day to Sailors Snug' masts. The Liberia was American, but we :w Harbor, a home for retired seamen, and stumbled carrying 120 British soldiers. We were ta th, into a mutiny. Some of the Harbor's yarn-spinners them to Africa from Kingston, Jamaica. . were actually telling the TRUTH! "We were 400 miles off the southeast en This plot to shatter the ancient and dishonorable Nova Scotia, when a wave struck us, just tradition of nautical bull-throwing was hatched, eight bells. It was a tidal wave, 50 feet taller as was to be expected, by the younger element, our hull, and the Liberia was 15 feet out 0 impetuous hotheads in their 60s and 70s. How water. I was up forward at the time. I look ever, the older boys gallantly resisted the rebels. and there was this wave. It picked up tha with a barrage of sea-going baloney the like of vessel and threw her down on her bea which has not been dished out in years. The issue That's on her side. She stayed on her side. was still in doubt when we left, but there was no "We fell on our starboard side and, of doubt as to the state of our ears. They were bent, our ballast, 100 tons of rocks in the ?old'd beyond recall. to starboard. I had to get that shIp l'1ghte The Harbor is a 153-year-old, privately endowed how. Finally, I figured out a way. I order institution perched on a tree-shaded knoll on the strongest soldiers to go down in the M Staten Island in New York Bay, a 5-cent ferry ride start throwing rocks to port, to the other away from Manhattan. At the Harbor's front the ship. doorstep, or bow, so to speak, lies the Kill Van "They did. Little by little, as the rOC Kull, a parody of the sea, a mere canal. The up on the port side that ship righted! . younger men barely give it a tumble. But the "We were still i~ trouble. The shiftI~g oldsters gaze at it fascinated. The old men of the had smashed the West Indies molasses
[ 10] THE MASTER, MATE A 'tsea 63 years, Capt. Matthew Little's ,Capt. Joseph Meagher stuck with his This mariner sailed on the most nerv~ 'ost fearsome adventure came in '86 ship, kept her afloat in raging seas .aus ship in the U. S. fleet during the a seaman aboard Scottish ship around Sumners Strait. off Alaska. Spanish-American War. Vessel was a ich was trapped in mountainous former liner equipped with four guns ves for three weel{s off Cape Horn. and was sent in search of enemy fleet. 's nOW 93. His pals report he has His name is Capt. Fred McMurray, a sharp eye for the ladies. and he has quite a history.
which we carried our drinking water, a supply else, asked him if he could spare some cigarets and two and a half months. cake. He said, in perfect English, that he'd see ."But we got a helping hand from the weather. what he could do. [ U-boat stood by throughout the night. a~n came up, we saw that the U-boat skip III the conning tower, watching us. We ngside and, mOre for a joke than anything [ II 1 "Her name was the U.S.S. Harvard. She was H actually a transatlantic liner but on April 24, "I h 1898, when we arrived in New York, the Govern ment commandeered her, provisioned her and A ordt placed us all under naval orders. I was a quar Litt termaster, 2nd class. cheE "They fitted the vessel with four six-pounders pith and told us to go out and find the Spanish fleet. out We found it, off Martinique. Or rather, the Span Act iards found us. old. "One of their destroyers sneaked up on us. ". However, we spotted her, trimmed our guns and maj turned a light on her. We were all very nervous, sail considering OUr light armament. But that de you stroyer was even more nervous. Before either of wat us could fire a shot, she turned tail and fled. thr, "We made no effort to chase her. '" was Hot Chase OU1, "The following noon, another destroyer sighted ~tl"Ol1mg along a walk at Snug Harbor to get their Iun sail us, but she didn't turn tail. We did. We couldn't well filled with the stuff of which sea stories are Spun toPI do much with those six-pounders. The destroyer Joseph Moore and one of his cronies, Albert De Gomm .. chased us for four hours, but we showed her our 8ea~ heels handsomely. The Harva1'd was built to do casually. It was a horrible story and his casu ing, 21 knots but that day we did 22.7 knots. I was ness heightened the horror of it. Rwn steersman then. The speed at which we were "I was captain of the Enterprise, a schoon we traveling made the ·bridge vibrate so much the barge, 500 tons dead weight. We came into Po " compass became illegible. We got away. land, Me., from Norfolk, Va., with a cargo of c was "After that chase, we became nervous in earn It was 4 a. m., December 20, 1929. A strong w' of 1 est. Next morning we sighted a cruiser we took was roaring and the temperature dropped Litt for the Viscaya. We promptly ran, of course. We below zero. .. managed to escape, but later in the day she hove "My deckhands were green. As we were d atol into sight again. And we ran again. She caught ing, I saw one heave a line toward the cleat on .. up with us, however. And then we saw her flag. pier and miss. He missed the cleat three tim She wasn't the Viscaya, after all. She was the a row. I got mad. I lashed the wheel and went American cruiser Minneapolis. Were we relieved! deck and picked up a four-inch line and mak Had Kaiser's W. C. swipe at that cleat. I hooked her at the first swi But I also hooked my right foot. "During World War I, I became a lieutenant "You see, there was a kink in the line and commander and was assigned to the Powhata.n. I caught the cleat, the kink caught me 'round She was the former German liner Hamburg and instep and nailed me to the bit. The line che. the Kaiser had often sailed her. Indeed, I was into my foot. assigned to his quarters. I had the Kaiser's own water closet," McMurray added, proudly, "and his Wields Knife bathtub. You could put a horse in that bathtub." "I yelled to my hands to cut the rope, but John Hennessey was a quiet, smiling man. He were scared. They were scared of the bl?od.. was 68, but slim and youthful. He told his story took out my knife and gave that line a clIp WI, and it went and I rolled over on the de~k. M : was practically off, but I was conscIOUS a·U time. "The hands ran off to fetch an ambulance.. couldn't get an ambulance, but they did m~? summon a police wagon. While I was walt! the wagon, I took out a cigaret paper and to" and rolled a cigaret. I rolled one after ana I lay there on the deck. "They put me in the police wagon. I was" new. I remember. It was the first one I .evet·I" They took me to Maine General HOSPlta surgeon trimmed my foot. He had to take I~< of my rightleg. Yessir, one shot with that I, I made the cleat-and my right leg." [ 12 J He looked down, smiling, at his wooden leg. "I haven't been to sea ever since." The greatest feat At this point a dash of comedy relief was in of this seafarer order and we got it from Capt. Matthew Little. was righting his Little was a short, stocky Britisher. He had ruddy bark after an At cheeks and a clipped English accent and wore a lantic tidal wave smacked her on pith helmet and he made us think of a colonel, just her beam. He or 'out of the India service. He looked to be about 60. dered 20 men to ,,ActuallY, he assured us, he was 93 years, 7 months hold to hurl 100 ·'old. tons of rocli:: bal last to opposite .', "I was at sea 63 years," said Capt. Little, "the side and up came rnajority of the time in square riggers. I prefer the vessel. He's 'sMI to steam. It's much more comfortable. Steam, Capt. Charles e aU ImoW, is a force that shoves a ship through the Chase, 87. water, but a sailing ship has a wind to lift her 'through the sea. , '''The most exciting adventure I ever had at sea . as in '86. I was an able seaman aboard the Glen earshot of us confided, 'He tells everyone he's 93, .gle. Scottish, she was. A storm came up as were but don't believe him. He can't be." 'ailing off Cape Horn, and we lost our main "Why not?" .prnast. "He's got a sharp eye for the ladies. No man "Even in good weather, off Cape Horn, you get with an eye like that can possibly be 93." eas rolling 40 feet high, but with the storm blow 'ng, they were all of 60 feet in height. We Were wamped continually. It was touch and go whether , 'e would come through it alive or not. "Have you ever ridden a roller coaster? That as what we were riding-a scenic railway made water. We 'rode it for three weeks straight!" Ie added solemnly. /"You mean to say you couldn't get out of the ,rm area sooner?" ~Precisely. That broken main-top was a hin nce to our other masts. We had to stay on that ler coaster until the storm died." When Capt. Little left the lounge, where we did 'Interviewing, an old man who had been in w W Eisenhower Signs H. R. 2453 President Eisenhower, on August 13, 1954, approved and signed the bill (H. R. 2453), de signed to amend the Communications Act of 1934: with a view to implementing the International With his foot Convention for the Safety of Life at Sea relating dangling, almost to radio operators on board ship. ripped from his The Act is designated as Public Law 584 leg, Capt. John 83rd Congress-2d Session. Hennessy had to R. save his own life Final Congressional action on H. 2453 was when his green covered in our Letter No. 1-545, of August 3, 1954. crew was too The primary objective of the Act is to further frightened to promote safety of 'life and property at sea by come to his aid. extending the latest and more comprehensive He rolled ciga rettes while wait international requirements (Safety Convention, ing for medical London, 1948) for shipboard radio installations, help to arrive. qualified operators, and radio direction finders to ocean-going vessels sailing from United States ports. At the present time, these al'e exempt from requirements solely because they do not engage in international voyages or because they belong to a foreign country which is not a party to the Safety Convention, [ 13 J b e Is s I' I Radar to g h o Blame? c o By CAPTAIN GIRVIN B. WAIT \' Master, S.S. "Contest," Pacific Far East Lines e a Membe,', Local No. 90 t It's been said that the Rules of the Road should be changed now to dictate safe action by na.viga t tors of radar-equipped ships. "Desirable, but at , the present time not practical," says Capt. Wait, t who offers here his own constructive suggestions 8 fo,' safety within the framework of existing law. C HE idea of including vessels, equipped with C T radar, in the Rules of the Road, is desirable g but at the present time not practical. The pre The "Hawaiian Pilot" after her collision with the "Ja c vious rules which have recently been modified, Luckenbach," which sank. t were put into effect in the late 1800's, and it , took approximately 70 years to have them collision between two vessels in fog, and pra • changed. I do not think the rules now in effect tically all of the vessels involved were equip I would or could be changed for some time. There with radar. fore, to take full advantage of radar, something Reenacting the action taken aboard the vess should be done immediately to prevent further involved in one of the accidents near San Fra accidents which are now occurring too frequently cisco, one could easily believe that the accide with radar-equipped vessels. would not have occurred if the vessels had As to the speed of radar-equipped vessels in been using radar. Does this give us the right· the fog, this must come under the heading of call radar the "cause" of these accidents? good seamanship, having "careful regard for ex Lives Up to Billing isting circumstances and conditions." I am sure the present law would not be changed to allow To be fair, we must take notice of the fact t for maximum speed under any conditions, as it radar has lived up to its billing, as the grea has taken many decisions of the courts to deter boon to navigators developed in recent years, mine what the present moderate speed of a vessel practically eliminating strandings. It is in shall be. collision type of accident that the equipment see I believe the present laws should and will be to serve, in some cases, as a contributing ea changed, but until such time as this takes place instead of a help. the suggestions in this article are offered. Let's see what can be done to avoid coIlisi in a fog with the help of radar: Not Infallible We might start with a review of the Re Unquestionably radar is the greatest boon to tions for the Prevention of Collision at Sea. II navigation developed in recent years and must be we become aware at once that the intent of considered for what it is-an aid to navigation, Steering and Sailing Rules is that they s but under no circumstances to be taken for apply when the vessels are actually in sight ( granted. The proper interpretation of what is sight) of each other. We would be going a. observed on the screen is most important, then way out on a limb if we were to say that "in Sl good seamanship must be applied to take full ad is the same thing as the vessels' having vantage of the radar. other's pips visible on their radar screens, In recent years there have been three serious assuming that both vessels have radar and marine accidents near the Golden Gate, entrance each able in some manner to know that the to San Francisco Bay, beginning with the sinking has radar. of the hospital ship Benevolence in 1950. There Bear in mind that with present equip has also been a proportional number of accidents knowing whether or not the other ship ha.s in other areas. Most of these accidents involved using radar is entirely a matter of estllna" [ 14] based on her behavior plus occ~sional unreliable pears out of 'a fog bank into full view you may quickly evidence from her signals appearmg on your radar "interpret" her bow wave to estimate her speed. All this "interpreting" goes on automatically in an instant screen. when you are actually looking at the vessel with your With this difference between visual sighting and eyes, but it does go on all the same. At night, when radar sighting in mind, let's take a look at RUle 16. all you can see is her lights, the "interpreting" may not be quite so instantaneous and you may be more aware It states that, "In restricted visibility vessels shall that you are using a mental process to convert what your go at a modenife speed," and continue~" "~ vessel eyes see into information about the other ship's course. hearing forward of her beam the fog-SIgnal of an The interpretation that must be done to bring meaning other vessel ... shall stop her engines, and pro to a mere pip on. a radar screen is somewhat similar to ceed with caution until the danger of collision is the thought process that you apply when you see directly with your eyes, but instead of being instantaneous it over." Navigators are all thoroughly acquainted takes knowledge of the radar inst'rument's behavior, and With Rule 16, and apply it if their vessels are not it takes more time. equipped with radar. It works; the application First of all, correct interpretation requires understand_ of Rule 16 has helped avoid many accidents in ing qf the general principles of radar. This can be ob 'the past. tained in a number of ways: manufacturers maintain schools on radar interpretation in a number of port cities . Now suppose, just for the sake of argument, in addition to the printed material which they supply on ~that we were to make an addition to Rule 16. the subject. , here it says"... hearing forward of her beam Once one is familiar with the principles and behavior he fog-signal of a vessel," let's write in "... or of a radar device, he is able to use it as an uaid to navi eeing in the radar screen the pip of a vessel, the gation." But good seamanship is still required on the part of the navigator to take advantage of what is seen urse and speed of which has not yet been as- . on the radar screen to avoid accidents. rtained." , It is too easy to jump to conclusions and assume that ':Under these conditions, would it not be logical, and the target observed on the screen is the target one has "tid seamanship, to stop the engines and navigate with anticipated picking up, such as the recent collision off " tiou until danger of collision is over? Just as it would San Francis·co entrance between the Ha.waiian Pilot and if only a fog-signal had been heard? It does seem to the Jacob Luckenbach, where the latter was sunk. The ke sense, because although a radar pip even at first radar observer on the Pilot anticipated picking up the ting is usually a better indication of bearing than a Light Ship and was maneuvering to pass it on its port -sig.uaI, and is probably a longer-range warD;ing, it is side, not realizing until too late that it was not the Light . not a visual sighting. It becomes somethmg much Ship but another vessel underway. elike a visual sighting once the course and speed of For example, let us suppose you are on the bridge and ther ship have been determined, but one must remem- a pip is picked up in a fog about 10 miles ahead. You that it may he only one-way "vision," because the know your own position with sufficient accuracy to be fellow may not have radar. Even if your screen Sure the pip cannot be a shore target, island, etc., and 'e suggests that the other fellow has radar and is determine therefore that it is almost certainly a ship. -it, you have no certain way of knowing that he is You follo"W: it in until it is fOUl' miles ahead. By applying ~lly tracking you. Until his behavior definitely makes your speed you realize you are meeting a vessel. You oint clear it can be extremely risky to assume it as so. now have a decision to make to keep clear. Blamed for Wrong Decisions One line of thought to consider: has the other vessel radar? If the other vessel is not equipped with radar, dar gets blamed for unfortunate results when some there is no particular problem, as he does not know of ciqes that the other fellow does (or does not) have your proximity, and you can maneuver to keep clear. . and the decision later turns out to have been wrong. If the other vessel has radar, and is using itJ he knows by blame radar? Everyone knows that it is un of your presence, and will begin taldng action. o assume that simply because you can hear the '·fellow's fog signal, he can hear yours. And every If there is a shore line or other vessels inside of you ~ ows that fog can distort the apparent bearing of it will be the natural tendency for both vessels to haul urce of a fog sig'Ilal. Thus, the navigator treats fog out. If this takes place the bearing will not change, and s with the considerable caution called for by the you know the other vessel has radar. ions and by common sense. Even when the fog' This, therefore, is the time to stop and navigate with cau have taken on the pattern of "answering back," tion until the danger of collision is over. says in effect "I can hear you but I cannot see In meeting or overtaking vessels during restricted visi t," the navigator does not say: "Good. He's heard bility, positive action, such as a change of COUI'se to the ~ knows where we al'e so the need for caution is right of 60 degrees, should be taken in ample time to Far from it. avoid collision. At the same time the master should bear in mind the question as to whether or not the other vessel therefore, should we blame radar, 'any more than is equipped with radar, and at least have at his command, ld blame fog signals, on those occasions when two possible maneuvers formulated in his mind to meet Dclusions drawn from insufficient evidence lead to the conditions as they materialize. As a target is observed on the screen and it is deter yes tell us that a patch of .ground is solid earth, mined that the vessels are on a collision course, positive alk into quicksand, we blame our own inexpel'i action should be taken before the vessels are closer than ,aulty interpretation, not our eyes. four miles. 'Vhat About "Interpretation"? If the vessel has radar and intends to pass astern of you while your intention is to pass astern of her, some ord "interpretation" eventually appears in any further action must be taken before the vessels close within of radar and seamanship. However, let us two miles, such as 'further turns to the right or stop of that even when you can see another vessel engines and then maneuvering with caution until all danger own two eyes, you "interpret." You try to is passed. ' .the pattern of her upper works masts etc In the overtaldng situation I do not believe that the ,~ which way she's headed. If she'suddenly ap'~ vessel being overtaken should maneuver in any way until 1954 [ 15] it is e~tablished that the overtaking vessel is not equipped can be very helpful, good seamanship must still co with radar. This should be determined before the vessels first. The preliminary of part HC" of Regulations for ( are within two miles of each other, as it is definitely the Preventing of Collisions at Sea states: "In obeying' responsibility of the overtaking vessel to keep clear of the construing these Rules, any action taken should be PI) vessel being overtaken. If it is felt that the overtaking tive, in ample time, and with due regard to the obse vessel is not equipped with radar~ then positive action ance of good seamanship." This Rule as written app' should be taken to keep clear. to vessels in sight of one another~ but is just as applic~ In maneuvering the engines in fog, I have always felt to vessels showing up on each other's radar screens. ,( that the three-bell blast signal should be given when the As a final point, consider the language of the Re 1 engines are going astern~ but the law states this signal tions where, in Rules 27 and 29, it is made incumbent u'" shall not be given unless the vessels are in sight of one the navigator to use good seamanship in the case ( F another. In the above cases, when the vessel is stopped, "special circumstances." Radar makes known the p 2 it is most important that the two-blast signal (indicating ence of another vessel, which is an advantage, bu vessel is stopped and making no way through the water), ( certainly does create a "special circumstance," or a w v be given so that the oher vessel~ whether radar equipped class of them. So until radar develops into samet" or not, may maneuver around it. like a two-way television with a foolproof target-iden • Maneuvering in more congested areas with restricted cation system, its use will continue to call for good sea' ~ visibility offers additional problems. Altogether radar ship based on knowledge. V " c Lady (at party): Where is v passing out cocktails a while ago? • MERCHANT MARINE SCHOOL Hostess: Oh, are you looking for a drink'? Lady: No, I'm looking for my husband. of tho SEAMEN'S CHURCH INSTITUTE of NEW YORK zs South Street, New York t, N. Y. The painter was perched on a tall ladder paintint BOwlinz Green 9-2710 ceiling. His assistant came along and yelled up to;; c Founded 1916 "Hey, Harry, have you got a good grip on that b c uSure have," Harry yelled back. c Licensed by the State of New York HGood, I'm taking the ladder." c COURSES FOR ALL GRADE L1CENSES-D.ck end Engln. C C First City Driver: uYou don't C NEW YORK HARBOR PILOTAGE What's the trouble '?" Instructions to unlicensed personnel (Decle and Engine) for Second Ditto: "I got domestic trouble." endorsements to their certificates. First City Driver: UBut, Harry, you always wife was a pear!!" SEMI·PRlVATE TUTOIUNG Second Ditto: "Yeah, that she is. pearl that makes the trouble." 1'40< 1 &~:"?'i' STATEMENT REQUIRED BY THE Acr OF AUGUST U, 1912, AS Am:NDED Dr " OF MARCH 3, 1933, AND JULY 2. 1946 (Title 39. Unit~d S(at~" Cod•• s< 700·6 Court Streel, BROOKLYN S~..m to ond ,ubs...'brd brIo,. "'. this •• ./~•.••••••• d.y of ••.... Branches: New Orleans, Boston and San Francisco T. A. O'NEILL, President [ 16] LIST OF EXECUTIVES With Their Addresses-Connected with the International Organization of Masters, Mates and Pilots, Inc. CAPT. C. T. ATKINS CAPT. ROLLA R. JOHNSON President, Vice President, 105~l07 Washington St., New York 6, N. Y. 15 Cresswell Ave., Bedford, Ohio CAPT. J. A. GANNON CAPT. C. F. MAY Vice President, First Vice President, Room 14. Ferry Bldg., San Francisco 11, Calif. 209 California St., San Francisco 11, Calif. CAPT. THOMAS E. KENNY Vice President, CAPT. R. D. LURVEY l436 Beaver Road, Glen Osborne, Sewickley, Pa. Vice President, 330 Atlantic Ave., Boston 10, Mass. CAPT. HAROLD T. LONGMORE Vice President, P. O. Box 493, Balboa, Canal Zone MORRIS WEINSTEIN Vice President, GEORGE HAVILAND . 1029 E. Baltimore St., Baltimore 2, Md. Associated Maritime Workers Vice President, 521 West 51st St., New York 19, N. Y. CAPT. H. M. STEGALL CAPT. JOHN M. BISHOP Vice President, Secretary-Treasurer, 419~23 Gmvier St., New Orleans 12, La. 14.20 New York Ave., N. W., Washington 5, D. C. PAST PRESIDENTS International Organization of Masters, Mates and Pilots, Inc. CAPT. FRANK H. WARD (1887), New York CAPT. FRED C. BOYER (1930 to 1936), Philadelphia, CAPT. GEORGE S. TUTHILL (1888), Brooklyn, N. Y. Pa:, CAPT. WM. S. VAN KUREN (1889-99), Albany, N. Y. CAPT. JAMES J. DELANEY (1936 to 1944), Jersey City, CAPT. WM. S. DURKEE (1899 to 1901), Boston, Mass, N. J. CAPT. JOHN C. SILVA (1901 to 1908), Boston, Mass, CAPT. H. MARTIN (1944 to 1946), New York, N. Y. CAPT. JOHN H. PRUETT (1908to1929), Brooklyn, N.Y. CAPT. E. W. HIGGINBOTHAM (1946 to 1948), Mobile, CAPT. HORACE F. STROTHER (1929 to 1930), Pied- Ala. mont, Calif. CAPT. C. F, MAY (1948-1952), San Francisco, Calif. SECRETARIES OF LOCALS International Organization of Masters, Mates and Pilots, Inc. 1. CAPT. GEO. EISENHAUER 23. CAPT. CURTIS B. MOSLEY 105-7 Washington St., New York 6, N. Y. Columbia River Bar Pilots, Foot of 11th St., (Phone: Bowling Green 9-4766) Astoria, Oreg. 2. WILLIAM MISUNAS 24. CRAS. A. CLEVELAND 240 S. Third St., Philadelphia 6, Pa. Room 5, 204 Enst Bay St., Jaclcsonville, Fla. CAPT. C. DEMOOY 25. W. H. GRIFFITH 829 Pnvonia Ave., Jersey City 6, N. J. Stnndard Life Bldg., Room 1000, 4th Ave. &: Smithfield St., (Phone: Henderson 5_5679) Pittsburgh 22, Pa. 4, P. L. MITCHELL, President 27. CAPT. MAURICEl F. DUNN 105 North Jackson St., Mobile, Ala. P. O. Box 2233, Cristobal, Cnnal Zone (Phone: 2_1294) 28. E. A. ADAMS CAPT. EDWIN E. DAVIES, President Room 725, Cotton Belt Bldg., 408 Pinc St., St. Louis 2, 86 Weybossct St., Provitlcnce. R. I. Mo. (Phone: CEntral 1836) (Phone: UNion 1_4519) 30. CAPT. W. C. HEARON CAPT. JOHN M, FOx P. O. Box 601, Balboa, Canal Zone 117 Canadian National Dock, Seattle 4, Wash. 36. W. L. WALLS (Phone: Elliott 4927) 40 East Bay St., Savnnnah, Ga. 8. WM. BAILEY 40. CAPT. J. A. GANNON Puget Sound Pilots Room 14, Ferry Bldg., San Francisco 11, Calif. 2208 Exchange Bldg., Seattle, Wash. '~. 47. CAPT. ROLLA R. JOHNSON FLOYD T, GASKINS 75 Cresswell Ave., Bedford, Ohio . Rm. 600, POl·tlock Bldg.. lOll W. T:lI~ewell St., . Norfolk 10, Va. (Phone: Norfolk 2-4806) 74. CAPT. WM. SANTOS 1. CAPT. R. D. LURVEY c/o Pilots' Office, 2 North Adgers Wharf, Charleston, S. C. ,330 Atlantic Ave., Boston, Mass. 88. CAPT. A. E. OLIVER (Phone: HAncock 5561) 105-107 Wnshington St., New York G, N. Y. A. JANTZ (Phone: Whitehnll 3_0740) 204 H Stre('t, Chula Vista, Callf. 89. CAPT. L. E. HAWKINS A. M, GOODRICH c/o Pilots' Office, Bulkhead Pier No.7, San Francisco, I(Op29 E. naltimore St., Baltimore 2, Md. Calif. hone: PEnbody 1-6854) 90. CAPT. J. A. CROSS 209 California St., San Francisco 11, Calif. CAPT. C. H. HANSEN (Phone: Garfield 1-8177) '(~'h-23 Gravier St., New Orleans 12, La. , one: Raymond 9266) CAPT. F. W. SMITH Apprentice Local, No.1 221 Eust Burnside St. VINCENT M. HILLYER, Trustee POrtInnd 14, Oreg. 105-7 Washimrton St., New York 6, N. Y. fPT. ALBERT J. CARLTON Apprentice Local, No. 2 O~ Lll.bor Temple, S. W. 4th and Jefferson Sts., Port nd, Oreg. (Phone: ATwater 0107; Ext. 303) FLOYD T. GASKINS Rm. 600, Portlock Bldg., 109 W. Tnzewell St., tr.? F. C. MEYER Norfolk 10, Va. : . Ln Verne Ave., Long Beach 3, Calif. Apprentice Local, No.3 f?T. HAROLD WILSON : ox 103, Gardiner, Orea. E. A. ADAMS 725 Cotton Belt Bide., 408 Pine St., St. Louis 2, Mo. ~~I' L. JONES, President ,. 7.1 2lut St., GnlvCllton, Tex. Apprentice Local, No.5 APT. II. C. WOOD CAPT. ROLLA R. JOHNSON o Sandy Hook Pilots, 24 State St., New York, N. Y. 75 Cresswell Ave., Bedford, Ohio "Be sure of your wire rope" "WE'RE GETTING top performance from this type of rope. And it's the same with all the other ropes we use ... Roebling makes a construction and size that's absolutely right for our requirements. When we buy Roebling we get exactly what we want, when and where we want it." *** Roebling is one manufacturer who makes a com plete line of wire rope for the marine field. And no matter where you are, there's a convenient Roebling branch or distrihutor to give good and fast service. Call your nearest Roebling office or distributor for a Field Man. He'll recommend the best rope for your equipment, and you11.get it on time and right. • ROEBLING [OJ SutJsidiary of Tho Colorado Fuel and 'ron Corporafion JOHN A'. ROEBLING'S SONS CORPORATION, TRENTON 2, N. J. Drt"'NCHEll: ....,.1..,,1'1"1'..... ~:J"" ...VON Jo.\I£,. DOiliTDN, ~1 SLEEPER ST.• cHlc .... ao. !i!li~!li W. !'tOOi!iEVELT RD.• CINCINN"TI, 3:t5:;J TRECDNI ... "''''E•• CL.EVI:LANO, 1::1:1':1'5 I.. ... KE:WDCD H£\aHT5 aL.VD•• DENVER, -4001 ,J"'CKIION ST•• PETitO IT, 'illS "'lliHER DLDa .• HOUSTON, .... ::16 NAVIGATION BLVD.• LOS ANG£LCI;. 5:Jol.O E. HAPoDOR ST.• NEW '(0 Poll:, 19 PoECTOR ST.• OOESS .... TEX"'S. , ... 20 e. 2ND sT.' PHIL OELPHI .... 2:JDVINE ST.• l'lAN I'PoANCIIlCC.17"'0 17TH ST.• SE TTLE. 900 HIT ,t.VE.l'l.' TUL",t., :l:l1 N. CHE'(ENNI: ST.' EXPOMTlIALES OI'I'1CIt,TMENTON:1. 1'1 ....