i,

IiI

, ., .I

,:

National Organization Masters, Mates and Pilots of America

LIST OF EXECUTIVES\Vith their Addresses-Connected with the

SECRETARIES OF LOCALS

National Organization Masters, Mates and Pilots of America

o

F

Vol

1

24. CAPT. H. VIGE144 W. 4.bt St_

Jncksonville 2, Fla.

25. W. H. GRIFFITH6-19 W~bll,;h Building, Pittsburgh 22. Pa.

27. CAPT. C. G. RICKARDSP. O. Box 25, Gamboa, Canal Zone.

28. CAPT. RALPH F. CLARK, Acting Secty.Room 33&, Cotton Belt Building,408 Pine Street, St. Louis 2, Mo.(Phone: CEntral 6f,03)

30. CAPT. C. S. TOWNSHENDP. O. Box 1424, Cri!~tobal, Canal Zone

36. EDWARD F. CETTI, JR.106 East Bay Street,Savannah, Ga.

40. CAPT. PATRICK KEARNEYRoom 21, Ferry Building". San Francisco 11, Cali(.

47. MR. LAWRENCE W. HUSTON9257 Bishop Road, Detroit 24, Mich.(Phone: TUxedo 1-3875)

74. CAPT. H. 'V. ERIKSENc/o Pilots' Office, 2 No. Adgers Wharf, Charleston, S. C.

88. CAPT. W. C. ASH90 West St., Room 213, New York 6, N. Y.(Cortland 7-247S)

89. CAPT. J AS. P. RASMUSSENc/o Pilots' Office, Bulkhead Pier No.7,San Frnncisco, Calif.

90. CAPT. C. F. MAY, President209 California St., San Fl'ancisco 11, Calif.(Phone Garfie-ld 81(7)

Apprentice Local, No.1CAPT. WM. J. VAN BUREN

15 Moore St., New York 4, N. Y.Apprentice Local, No.2

CAPT. B. T. HURSTRm. 601, Portlock BIng., 109 W. Tazewell St.,Norfolk 10, Va.

Apprentice Local, No. 3CAPT. GEORGE M. ANTHAINER

911 Cotton Belt llldg., 408 Pine St., St. Louis 2. Mo,Apprentice Local, No.5

MR. LAWRENCE W. HUSTON9257 Bishop Rd.Detroit 24, Mich.

Apprentice Local, No.6CAPT. L. L. DERRICKSON

240 South Third St., Philadelphia, Pa.Apprentice Local, No.7

SAMUEL DOWNEYHonolulu, Hawaii

CAPT. HORACE F. STROTHER (1929 to 1U30), .f!ied·mont, Calif.

CAPT. FnEo C. BOYER (1930 to 1936), Pbiladelphia,Pa.

CAPT. JAMES J. DELANEY (1936 to 1944), Jers('yCity, N. J.

CAPT. H. MAnTIN (1944 to 1946), New York, N. Y.

CAPT. B. T. HURSTN~tional Vice President,601 Portlock Bldg., 109 W. Tazewell St., Norfolk 10. Va.

CAPT. CLYDE R. SMITHNational Vice President,3833 East 120th St., Seattle 55, Wash.

CAPT. W. C. ASHNational Vice President,90 West St., New York 6, N. Y.

GEORGE HAVILANDApprentice Vice President.521 W;;lst 51st St., New York City

CAPT. WM. J. VAN BURENNational SecretarYMTreasurer.15 Moore St., New Yc>rk 4, N. Y.

CAPT. H. P. FORRESTDistrict Deputy of the Panama Canal.P. O. Box 223, Gamboa, Canal Zone.

CAPT. FRANK H. WARD (1887), New York.CAPT. GEOnaE S. TUTHILL (1888), Brooklyn, N. Y.CAPT. WM. S. VAN KunEN (1889-99), Albany, N. Y.CAPT. WM. S. DURKEE (1899 to 1901), Boston, Mass.CAPT. JOHN C. SILVA (1901 to 1908), Boston, Mass.CAPT. JOHN H. PnuETT (1908 to 1929), Brooklyn,

N. Y.

CAPT. EASTER C. DANIELSNationul Vice President.728 E. 51st St., Savanah, Ga.

PAST PRESIDENTS

National Organization Masters, Mates and Pilots of America

CAPT. E. W. HIGGINBOTHA'MNational Presid,mt,P. O. Box 540, Mobile 4, Ala.

CAPT. C. F. MAYNational Vice President.209 California St., San Francisco 11, Calif.

STANLEY BARRNational Vice President,1038 '£hird St., Detroit 26, Mich.

CAPT. C. H. HANSENNational ViCE President,605% Godchaux Bldg., New Orleans 16, La.

1. CAPT. JOS. L. McREA15 Moore St., New Yorlc 4, N. Y.(Phone: Bowling GI'een 9-4.766)

2. CAPT. L. L. DERRICKSON2<10 S. Third St., rllilndelphia 6, Pa.

3. CAPT. C. DEMOOYl:!2!'1 Pavon ill. Ave., Jersey City 6, N. J.

4. CAPT. E. W. HIGGINBOTHAMP. O. Box 540, Mobile 4, Ala.(Pnone 2_1294)

5. CAPT. H. M. ANGELL .24 Ninth St., East. Providence. R. 1.(Phone~ E. Providence 1695-W)

6. CAPT. JOHN M, Fox117 Canadian National Dock, Seattle 4, Wash.(Phone: Elliott 4927)

8. CAPT. WM. BRADLEY2304 Smith Towel', Seattle 1. Wash.(Puget Sound Pilots' Association)

9. CAPT. B. T. HURSTRrn. GOl. Portlock Bldg., 10~ W. Tazewell St..Norfolk 10, Vu.

11. CAPT. R. H. ROBERTS350 Atlantic Ave., Boston. Mass.(Phone HANcock 5561)

12. CAPT. E. V. HAVILAND247 "n" A,,"e., Coronndo, Calif.

14. CAPT. A. M. GOODRICH102D E. Baltimore St., Baltimore 2, Md.(Phone: Wolfe 6854)

15. CAPT. C. H. HANSEN605% Godchaux Bldg" New Orleans 16, La.(Phone: Raymond D266)

16. MR. F. W. SMITH221 East Burnside St.Portland 14, Oreg.

17. Mn. WM. O. FISCHER225 Governor Bldg., 2nd & Stark Sts., Portland 4, Oreg.(Phonc: BEacon 6572)

18. CAPT. R. E. COOK1111 West 14th St., San Pedro, Calif.

19. CAPT. NORMAN SMITHCoos River, Marshfield, Oreg.

20. CAPT. JOHN YORDT407 ~~ 21st St., Gah'eston, Tex.

21. LOUIS KAU .Moanalua Gardens, Honolulu, Hawaii.

22. CAPT. D. L. BEINERTc/o Sandy Hook Pilots, 2<\ State St., New York, N. Y.

23. CAPT. H. J. SCHROEDERColumbia River Bar Pilots, Foot of 11th St.Astoria, Or<!g.=

IIIIIIIIIIIIIIII(((IIII,,,,••sSSSSSSSSSSSSS

Official Journal of the National Organization of Masters, Mate!. and Pilots of America. Published by the Organization on the 15th of eachmonth at 810-16 Rhode Island Ave., N. E., Washington 18, D. C.

I

The Master~Mate and PilotVol. X AUGUST, 1947 :ijo. 8

WSA Employes Have Unemployment RightsSeamen on Vessels of the War Shipping Administration, Not Covered by Provisions of

State Unemployment, Are Eligible for Federal Reconversion Benefit Program

From 200,000 to 250,000 seamen who have workedon vessels operated by the War Shipping Adminis-.

.tration during the last two years are now coveredbY a Federal reconversion unemployment benefitrogram, it has been announced by Watson B. Miller,ederal Security Administrator.The temporary program, approved by Congress

~st August, became effective with the signing byresident Truman of the appropriation bill passed

Congress on July 2. It will continue throughne 30, 1949..Seamen on vessels of the War Shipping Admin­ration have been considered Federal employesd thus have not been subject to coverage by Stateemployment insurance systems, Mr. Miller said.:Onder the provisions of the act, the Federal Se­ity Administrator is authorized by Congress tor into agreements with the 48 States, Alaska,aii, and the District of Columbia, under which

. e unemployment insurance agencies will makeents for the United States to unemployed sea­

. All States but one have indicated that theyparticipate in the program.e Federal Security Administrator said thatabout 100,000 of the 500,000 seamen who

.ed on vessels of the War Shipping Adminis­n at various times' are still employed in mari­work. He estimated that a total of about 200,-

250,000 seamen may have rights under theversion unemployment benefit program te­.. of maritime service performed by them inst two years.y of these seamen are concentrated in coastal~eat Lakes States, but others may have scat­mland. If they are now unemployed, Mr.said, they may be eligible for benefits, eventhey have since worked on shore jobs.

ills for reconversion unemployment benefitsen will be received at any office of a State

!ment insurance agency; such offices are'm. the same building as the State employ­rVlce office.

eligible for benefits, a seaman must haveon ~ vessel operated by the War ShippingtratJon for a period during the last twoe must be unemployed, willing and able to

.cl he must not have refused a suitable job.

Benefits will be paid according to the scale thatapplies under the unemployment insurance programof the State in which a seaman files his claim. Wagesearned by a seaman in other jobs covered by Stateunemployment insurance laws may ·be combined forcredit with the wages he earned in Federal maritimeemployment, and his benefit amount will be deter­mined on the basis of the combined wages. Howmuch a claimant receives each week will vary ac­cording to how much he has earned and accordingto the law of the State in which he files his claim.

To speed payment of benefits, an unemployed sea­man should present one or more of the followingdocuments when he files his claim': (1) U. S.Merchant Mariner's Document, Or Merchant Sea­man's Certificate of Identification; (2) ContinuousDischarge Book; (3) Certificate of Discharge; (4)Union Registration Card. Failure to have one ofthese documents should not keep an unemployedmerchant seaman from filing a claim, Mr. Millersaid, if the seaman held a Federal maritime joband believes he may be eligible for benefits.

When Congress passed the bill to provide tem­porary protection, it also amended the Federal Un­employment Tax Act to enable all States to providepermanent protection for workers in private mari­time employment. Maritime employment was ex­empted by Congress from taxation under the orig­inal Social Security Act.

Eighteen States had enacted legislation extend­ing coverage to maritime workers prior to the Fed­eral amendment of 1946. With the enactment ofthe Federal amendment, coverage was automaticallyextended in 25 additional States; nine of theseStates are in a position to pay benefits to seamennow, and the others will be able to pay benefits bythe end of 1947. In eight States maritime employ­ment is not yet covered by the State law, althoughemployers of maritime workers may elect coveragevoluntarily.

The temporary program of unemployment bene­fits for seamen serves as a protection until June30, 1949, when it is assumed that workers who werein the war-expanded maritime industry will havebeen absorbed into other jobs in commerce and in­dustry, where they will be able to build up unem­ployment insurance protection under State laws.

"!

[21 THE MASTER, MATE ~

NOMM&P Is Not Covered ByTaft-Hartley Labor Law

At a meeting in Washington, D. C., on JUIy 1attended by representatives of various lOcalmostly in the offshore group, the question ofTaft-Hartley law and how it would effect 0

present contracts and any future contracts Wathoroughly explored. .

Much can be said about it and voluminous statments will be forthcoming as the law continues tbe proven unworkable. The following facts, however, are self-evident:

(1) The law specifically excludes supervisory ernployes from the so-called benefj.ts of the act. Inasmuch as we are definitely supervisory employegand have been so designated by the courts we thefore, do not come within the provisions of the I

(2) We cannot utilize the services of the neexpanded NLRB to compel any company to renize us but must rely entirely on our own resoto maintain our standards of collective bargaiDil!&"

(3) Nor can the companies avail themselvea11o(the services of the Board in relation to our prob'"

(4) The NLRB cannot require us to file finstatements or demand that officers of the orgtion file any oath whatsoever.

We could go on ad infinitum but it woulddiscussing the entire bill and as the new lawvoluminous space herein does not permit. Isuffice to say we are "outside this law."

The policy established by this meeting therhas been one of "Business as Usual." The cobetween the organization and the companiecontinue until their natural expiration datewish to continue negotiations on a mutualbarrive at fair settlement of our problems fbest interests of the industry. In order to doness as a national organization we must be aunified group acting in concert. A chain is 0strong as its weakest link and therefore everbel' who has a card in the organization at thshould be a good union man and thus makeganization stronger than it has ever been bef

By doing this the organization can becoa national organization and not a mere fedof locals. Bring your problems to your natificers. Do not take independent action whictend to disrupt our present satisfactory r"with the steamship operators. We will conmake proposals to the operators in good fwill consider all counterproposals in the saner, not relinquishing however, by onegains we have made through sweat and blthese many years.

We, as an organization, will continue toraise the professional standards of the 0

the industry to the point of making a licensvalue that once obtained it will.command thof all within the industry.

We must cooperate with all other maritifor the purpose of raising the standards 0sonnel of the American Merchant Marine.

No. S

,,~

FOREIGN 12.00

Washin2'toD I!, District ofCoJpmbia. with General andExecutive Offices at Interna­tional Commerce Buildine.15 Moore Street. New York

4, N. Y.

AUGUST, 1947

SUBSCRIPTION: $1.00 PER YEAR

Published on the 16th of each month.Sworn detailed circulation sta.tement on request.Entered as second_class matter at the post office at Washins-ton, D. C.,

ander the Act of August 24. 1912.

Published monthl,.. lIain-;$tained by and in the interestof the National Organization ,.' .of Mnstera. Mates and Pilotsof America, at 810 Rhode 'Island Avenue, Northeast. ' •

NATIONAL OFFICERS

E. W. HIGGINBOTHAM, President. Mobile, Ala.

C. F. lIAY, Vice President, San Francisco (in chane of Ocean~going andCoastwise Craft on Pacific Coast).

STANLEY BARR, Vice President. Detroit.

&. C. DANIELS. Vice President, Savannah, Ga.

C. H. HANSEN, Vice l;'resident, New Orleans, La.

B. T. HURST, Vice President. Norfolk, Va.

CLYDE R. SMITH, Vice President, Seattle, Wash.

W. C. ASH, Vice President, New York City.

GEORGE HAVILAND, Apprentice Vice-President. New York City.

W. J. VAN BUREN. Secretary·Treasurer, New York City.

COMMUNICATIONS AND REMITTANCES may be addressed and cbecklmade payable to the National Organization Masters. Mates and Pilotsof America, 810~16 Rhode Island Avenue, N. E., Wallhing'ton. D. C.,or International Commerce Building. 15 Moore Street, New York 4, N. Y.

READING AND ADVERTISING MAITER MUST reach the office notlater than the lOth of the month preceding publication.

CHANGE OF ADDRESS should be received prior to the first of the monthto affect tbe forthcoming' issue, and the old as well as the new addressmuot be given.

GENERAL CHAIRMEN REPRESENTING RAILROAD EMPLOYES OFOUR ORGANIZATION IN THE DIFFERENT PORTS

National Advertising Representative-JOHN ARTHUR McAVOY.15 Whitehall St., New York 4, N. Y. Tel. BOwling Green 9-0919.

E. W. HIGGINBOTHAM, Mobile, Ala., Business Manac-erW. J. VAN BUREN. New York City, Editor.

THE MASTER, MATE AND PILOT

PORT OF NEW YORK-Capt. C. DeMooy, Supervising General Chair_man; Capt. M. F. Gorry; Capt. John J. Bill; Capt. Jos. L. McRea;JOll. Shields; Capt. Robt. Williamson; Capt. J. G. Kaufman; R. Maley;Wm. J. O'Connell; Capt. Howard Barton; Capt. C. E. Stapp; Capt.Wm. Cole.

PORT OF PHILADELPHIA-Capt. Clayton B. Dibble.

PORT OF SEATTLE-Capt. John M. Fox.

PORT OF NORFOLK-Capt. J. P. Edwarcs, Capt. J. Ira Hodges, Capt. Jas.H. K. Hudgins, Capt. E. A. Phelps, Capt. Eui:ene Treakle.

PORT OF NEW ORLEANS-Capt. C. H. Hansen.

PORT OF DETROIT-Capt. Stanley Barr.

PORT OF SAN FRANCISCO-Capt. Patrick Kearney.

Vol. X

By NA1'IONAL PRESIDENT HIGGINBOTHAM

Message to the Membership

IIII ;1[3]

out some effort and expense. Check up and seewhere the majority of the cost came from. There isonly one way to remedy the situation-let each indi­vidual member take a little more interest in theaffairs of the organization.

False economy has been practiced by both repre­sentatives and members. Representatives havefallen into this way of economizing from the daysof hard sledding and the members on getting by onas little as possible with just as little effort put forth-with the idea they are paying someone to do thejob-not realizing that the one doing the job is notgetting enough for what is expected of him. Let'sall get on the job. Visit your local and attend meet­ings whenever possible. In visiting the locals, re­quest the' latest information and reading material.There is always plenty at hand.

Let us all take stock of ourselves as well as theorganization. Let us ask these questions: What hasthe organization done for me and what have I donefor the organization? Give this thought and study.What is the organization doing for me? Am I giv­ing it any help? How does the organization func­tion? Am I contributing towards its administra­tion? What policy and rules has the organization?Am I abiding by their policy and rules?

A study of these questions by every member willcreate more interest and by this interest, tend tochange many things for the better within the organi­zation. We must all do some sacrificing in some wayor another and not take the stand that because wehave elevated ourselves a little and are paying afew cents dues, that we have no responsibility andgo on the attitude of "let George do it." These thingsare required of you more today than ever before.Be a real member and help others to be real mem­brs. Let's get the feeling in the organization thatonce existed so that we may live up to our motto,"Faith is Living Power." The organization needsyour help now more than ever. Remember it's yourorganization, so that you are doing no more thanhelping yourself when you are a good organizationmember. But remember too that merely by payingyour dues does not make you a good organizationmember. It helps, but we need your interest, co­operation and backing as well.

Your executives have proven themselves in manyways; some by personal sacrifice and just at the timewhen they began to think things were shapingthemselves very nicely, and even thinking of accom­plishing some of the things they have dreamed offor years, along comes a law which gives them greatconcern-one which through a forceable representa­tive of the minority of management lead the maj 01'­

ity to revolt against the organization. From thisthought your executives are tirelessly working,studying, deliberating and planning day and nightas to how to overcome and combat the hurdles being

(Continued on page 16)

947

The passage of the Labor-Management RelationsA.ct of 1947 (Taft-Hartley Bill) may place our or­ganization in a very much different position in theranks of organized labor than it has been in the pastfew years and may call its members to the test ofwhether they are really organized or whether eachmember is an individualist.

Only recently I have been told by leaders of otherlabor organizations that at the present time we arethe strongest maritime group, organized. However,we are only as strong as our membership. The testmay be coming., We have demonstrated in the pastthat we were organized and we can still do it withthe cooperation and backing of our members.':, The organization's relationship with most of man­'llgement at this time is par excellent. There are a'Yew exceptions, however, who would spare no effort,

oney, time or lives to fight our organiation or anyher organization, with but one idea in view-twoasses: the Aristocrat and the Slave.

et us not forget that we operated in the daysen there were no written contracts and no lawsprotect labor, but we were organized. True, wee not large; but the records will show that those

o were organized accomplished things. We oper­on an organized basis, adhedng to all the rules

rganized labor on a fair and equitable basis andhe principle of "Knowing Your Job, Doing Yourand Giving a Day's Work for a Day's Pay." The

pIe who dealt with us recognized those things andare still dealing with some of those people:ers who have come into the fold, some by consent,e by economic action, recognize that the organi­n has been a benefit to them and through thiszation they will stick to the organization butnless we do certain things.rvice and cooperation by representatives of theization to its members is service to manage-

• What helps one, helps the other if it is doned faith. To do these things it is essential thated, competent men be your representativesat they use modern business methods. To don. the current revenue is an impossibility, espe­III giving the service and representation thers desire. Weare one of the highest-paidand yet our members pay less for the thingsaccomplished for them than members in 01'­

,ti.ons many times larger than ours.time has come which calls for different meth­,orne of us have changed with the times while,have not. Those who have not, possibly have

they will be able to continue doing things inhod economic way. They have practiced that<so long they can see no other way and con­a waste of money to spend a little to get re-hey do not stop to think they are riding on

of the others who are doing the spending.efits secured in the last few years did nota silver platter nor were they gained with-

Offshore Locals Hold Policy Meeting In Capi

At~antic, Gulf Officers Are Given 5% Wage Bo'ostThe NOMM&P obtained a wage increase for its

licensed deck officers on the Atlantic and GulfCoasts effective June 16, 1947. The wage raise wasrequested in a letter to the companies through Mr,Taylor, Chairman of the American Merchant MarineInstitute, which follows: .

"Confirming our conversation, we are hereby re­questing that your committee representing the sig­natories to our contract append to our contract thesame increase in wages, overtime, paid holidays atsea, etc., as was extended to the Marine Engineers'Beneficial Association in their recent negotiationswith you. This, of course, will maintain parity withthe engineer officers, which we have always agreedis a basic policy to which you wish to adhere.

In appending these terms to our contract bymemorandum agreement, it is not our intent thatthe present expiration date, namely September 3D,1947, in our contracts is to be' chan"ed. Nor is itthe intent of this communication to definitely stipu­late that we intend opening the contract for anypurpose on September 30, 1947. Such an action willbe determined 'by a joint meeting of various officialsof our organization which is to be held at a laterdate. Thanking you for an early reply to this com­munication and trusting that your decision will befavorable, I am

Very truly yours,WILLIAM C. ASH,

Nationa~ Vice President."

The shipowners made counterproposals offeringus exactly the same as the Engineers and also toextend our expiration date in the contract to June1948 with review of wage scale in December, 1947,Simultaneously with their counterproposals, theyreleased it to the press and various news agenciescontacted Vice President Ash for his opinion, Hestated unequivocally that the offer was not made ingood faith; that it was "with tongue in the cheek"because they knew it would be refused on the basisof our original request.

National President Higginbotham called a meet­ing to take place in Washington, D. C., July 14, 1947for the purpose of setting up policy and establishinga uniform proposal to submit to shipowners priorto the expiration of our present contract.

Realizing that our contract has many shortcom­ings and is lacking in many clarifications and alsorealizing there are many things needing review inaddition to the wage question, the National Presi­dent notified all offshore locals to send representa­tives to the meeting or to submit written proposals.The locals were represented as follows: President

[4]

The MM&P does not propose to make any "too" agreements. We will negotiate for ourselv'We would like to cooperate with the engineer officeon a joint program but cannot do so as long as thbring into it the whole CIO program now existein the maritime industry.

As a result of the unfavorable publicity given;the' shipowners by their offer with "stri'attached" and a refusal from Vice Presidentafter discussion with National President Higbotham and Vice President May, regrettingcould not accept their counterproposals, the sowners reconsidered and the following telegrsent to all offshore locals, is self-explanatory:

"The following has been approved by AMMIhas today been initialed by the undersignedFrank J. Taylor, AMMI. Quote the undersiparties hereby agree that the agreement bethe parties dated October 29, 1946, and expi.September 30, 1947, shall be amended to the foing effect: (1) A wage increase of 5 per cent ofwages shall be granted all licensed deck officers­eluding masters in those cases where the Nat!Labor Relations Board includes masters in'certification and in those cases where the comhas by voluntary agreement recognized the 0ization as the representative of masters) elfJune 16, 1947. There shall be no change intime rates. (2) Overtime pay shall be paid f.work performed by licensed deck officers 0

of the nine holidays described in the basic ament at sea or in port, but in case of holidays .'occuring on Sunday, the following Monday shbe deemed a holiday. No double overtime :paid for work performed on Holidays falliSundays."

Request for approval on the above was m,the Maritime Commission insofar asAgency operators were concerned and someas of July 8 with the understanding the amenare likewise to apply on privately operated

Higginbotham and Captain Kenopke ofof Mobile; Vice President C. F, May, LocaSan Francisco; Vice President W, C. AS~tain A. E. Oliver, Local No. 88, New,.;' ~President C. H. Hansen, Local No. 15, NeWCaptain Roberts, Local No. 11, Boston;dent B. T. Hurst, Local No.9, Norfolk;M. Goodrich, Local No. 14, Baltimore,Eriksen, Local No.74, Charleston; cagLocal No. 20, Galveston; Captain MeNo.2, Philadelphia and National SecrBuren.

THE MASTER, MAT.

In:Mits.one schaiJpatr,impr

ThsizednecefKilo,

Onthatpendtrans

T\1questknotful, ,

ThbeenTrantrans

I :r J:: 1

The conventional breeches~buoy method of transfer, shown inthis picture, is a difficult and time-consuming affair to get inand out of. Men with injuries to lower body or limbs find itpainful to enter and leave. To leave it hurriedly while in

transfer in an emergency is practically impossible.

the "chair" as depicted in the picture of AdmiralMitscher, the crew started with a bucket seat froma dismantled helicopter. It was already equippedwith a quick release safety belt. A padded kapokcushion made from a life jacket was added to in­crease comfort as well as give buoyancy. The sus­pension bars which run under the seat for further

protection are made from molybdenuni steel; thesame as that used in aircraft construction. The chairis swung from the same rigging as the breechesbuoy. Completely equipped it weighs 201/2 poundsor the exact weight of the standard breeches buoy.

The inventors of the Knoxville chair claim severaladvantages over the old type equipment. Injuredpersonnel can be strapped in with greater comfortand safety.

The originators of the chair recommend' that theperson being transferred wear an exposure suit anda life jacket to provide protection in case the shipsare tossed in heavy seas. If either ship pitchessharply, there is the possibility that slackened ropeswill give the rider a dip in the ocean. In this casethe kapok cushion will give the necessary buoyancyto keep him afloat.

The inventors make no claim that the chair issafer than the breeches buoy if the two ships involvedin the transfer are suddenly tossed close together inheavy seas; but they do claim that the passenger hasa far greater chance of getting free by simply un­snapping the quick release belt than he would ofridding himself of a breeches buoy.

The Knoxville crew plan to continue to improveand test it during their future patrol duty.

Coast Guardsmen Invent Transfer Ch~ir

re ~hows the KPTCwX Mod. I in aeti~n, the designawtgten to "Knoxville Personnel Transfer Chair­a) M~del 1." Designed by Coast Guardsmen~trol frigate, it is said to be more comfortable anda qUickwrelease belt of airplane type for speed in

donning and removal. .,

Inspired by a newspaper picture of Admiral MarcMitscher in the process of being transferred fromone ship to another while at sea in an elaborate slung'chair, officers and men of the U. S. Coast Guardpatrol frigate Knoxville developed what may be animprovement over the traditional breeches buoy.

The need for such an improvement was empha­sized to the originators on two occasions when it wasnecessary to transfer the medical officer aboard theKnoxville to ships at sea.

On December 18 the. Paiute· radioed the Knoxvillethat a crew member was suffering from acute ap­pendicitis. The two ships rendezvoused but thetransfer of personnel took several hours.. Two days later the 8.8. Frederick Victory re­

'quested the services of a qualified surgeon. A 20-30:knot wind and a night transfer, although success­

.f)11, again involved several precious hours.'i:. The two incidents sparked the idea for what has';Heen affectionately dubbed the Knoxville Personnel';{.!'l'ansfer Chair, in an attempt to make open sea'u. nsfer both safer and speedier. Using the idea of

"Big Ditch" Marks First Third Of A Centrlry

.')1

I­nph,isg'T

'Irnallineinll1.bl('hollineStwl>eellhls'illte<Xttalrll

Capt. J. A. Garrett DiesCapt. J. A. Garrett, a native of New York

and a member of the Masters, Mates & Pilotsciation for over thirty years, who ha~l beenplayed by the Panama Canal for the last tw~nyears, was retired on account of physical dlSllin April of this year. On Monday, June 23,he died at the Gargan Hospital, Canal Zone.

Capt. Garrett was well known in NeWharbor before going to the Panama Canal.very active in organizational activities unhealth would not allow it. Capt. Jack wiIldbelby his fellow members in Local No. 27 an awho knew him.

Capt. Jack was 61 at the time of his desfather, who is still living, owns ancl 0

tugboat company in New York

THE MASTER, MArE A,

deck types and the C3-S-DB3 will conform topractice.

The scantling and structural design, however,permit utilization as a full scantling-type vThis will permit minimum free-board and maxidraft under load lines requirements ancl a cO

quent increase in cargo deadweight of about Itons over the 10,400 deadweight tonnage of the

[ 6]

C·3 Ships Will Be RedesignedFor Increased Speed, Economy

Plans to redesign its standard C-3 type cargoships to promote increased speed, greater carryingcapacity and more economical operation have beenannounced by the Maritime Commission.

The move was described as a part of the plan toimprove the American Merchant Marine's competi­tive position in post-war international trade,

Plans and specifications for the modifications hadbeen completed, the Commission said, and invitationsfor bids for the work will be issued on receipt ofapplications from shipping lines,

To be designated the C3-S-DB3, the new designwill have increased horsepower and a speed of IS%,knots compared to the 16'112 knots of the C-3. It willalso feature rearrangement of the hull structure andcargo gear.

Alteration plans provide for six holds instead offive as in the present design. The mid-ship holdswill have twin hatches, side by side,

Basically, the Commission said, the new designallows for the ultimate in cargo capacity and storage.The standard C-3 ships were all designed as shelter-

The Panama Canal, completed in 1914, marl\:s its first 33 years of existence on August 15. The half-billion-dollar transnental seaway has more than repaid its cost. It is a familiar sight to mariners, most of whom have viewed the scenemany times but would not recognize it from this construction picture taken in ]910. The scene is Culebra Cut understrllction, with the ~isplaced river running alongside railroad tra·cks laid to carry away excavated earth. Plans Hrc IlllWconsidered to expand the canal, either by additional locks at a distance from the present two or by another canal. The

hility of construction of a sea~level route is also being studied.

Nanti~al Notes

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A lack of suitable transportationfacilities, including ocean transpor­tation, is giving serious concern toBrazil. Primary trouble is a. too­rapid post-war development,. ex­perts say.

*Waterman Steamship Companyhas asked the Maritime Commis­sion to curb the operations of acharter company operating in com­petition to its ships. The objectionwas that the owning companiesmust maintain their ships duringlull periods while the charteringcompanies can return the charteredships to the Maritime Commissionon two weeks' notice.

*The Senate Committee on Ap-propriations has recommended thatfour and a half million dollars bemade available to the MaritimeCommission for converting war­time cargo ships to commercialtrade.

*The Clan Line, a British concern,has reported that its motQrshipClan McDougall has established arecord for the passage from Dar­es-Salaam and Mombassa. TheDar-es-Salaam pilot was droppedat 6 :36 a. m. and the Mombassapilot picked up at 4 p. m.. Thiswould have the ship covering 200miles in 9 hours and 24 minutes foran average speed of 19 knots. Anyother cargo carriers have any rec­ords they want to hang?

*The Argentinians are using Vic-tory ships for immigrant carriers.One recently brought 461 Italiansto this hemisphere, the first of aproposed 31,000 to be settled beforethe end of the year in Argentina.

*The new Cunard White Starcargo liner ATabia, designed forNorth Atlantic freight service, waslilUnched recently. Featuring mod­ern developments in hull and ma­chinery construction, the ATabiahas a gross tonnage of 8,750, alength of 480 feet and a loadeddraft of 27 feet 9 inches. The shipwill have a deadweight capacityfor about 11,000 tons of cargo.Speed is 15 knots.

adviser, Paul Rosenberg, presidentof Paul Rosenberg Associates ofNew York; executive secretary,Samuel Herrick, professor of as­tronomy, University of Californiaat Los Angeles; eastern regionalvice president, C. Towner French,Fairchild Camera & InstrumentCorp.; western regional vice presi­dent, Captain Malcolm E. Cross­man, USMS, U. S. Maritime Serv­ice Officers' School, Alameda, Calif.

*American occupation authori-ties in Germany have pegged theprices of German cameras from 12to 25 per cent higher because Swed­ish and Swiss photographic.dealerswere offering higher prices thanwere being allowed. The goingprice of a Rollei with a Zeiss lensis now $375. A Leica with a 3.5Elmar lens costs $332.50; up 12per cent.

*Shipping information of no par-ticular value: the prices of LSTs,LSMs, LCIs and LCTs have beendrastically reduced by the Mari­time Commission. Business hasn'tbeen too good. Nobody seems towant any.

*Latest information on the pro-posed transfer of American shipsto the former Nazis is that theState Department has assured theNational Federation of AmericanShipping that no such action willbe taken. (Story elsewhere in thisissue.) Some ships have beenturned over to Italy, wartime ac­complice of the Nazis.

*Publication of the 85th annualCustom House Guide has been an­nounced. The 1,620-page volumewill give extensive information ofvalue to shippers and others. Aquarterly supplement will be pub­lished.

*Norwegian officials estimate thattheir country will export $10,000,­000 worth of frozen fish during1947. Meat-hungry England hascontracted for the entire export­able whale-meat surplus of 1947.Italy, also, has "gone for" whale.

•

1947

•The passenger liner John Erics-

. son, partially destroyed by fire at aNorth River pier early in March,may be returned to service, butprobably under a foreign flag. Ithas been reported that the Swed­ish-American Line has opened ne­gotiations looking to the purchase.The John Ericsson, a 16,552-tonmotorship built at Hamburg, Ger­many, in 1928, was known formany years as the Swedish-Amer­ican liner Kungsholm. After war­time service as a transport, she

,was operated by the United StatesLines to the United Kingdom until'her postwar career was cut short. yfire.

, *';F. A. Bates, chairman of Cunard, ite Star Lines, has reported

t the shipping company made aprofit of $4,146,424 in the cal­ar year 1946 compared with02,640 in the previous year. A

'dend of 10 per cent, the samefor 1945, was declared. It to­d $1,100,000.

*he Maritime Commission hasroved the application of Coast­e Line to charter four strength-d Liberty ships for operation inegular coastwise service. This

be the first time a companytried to operate the heavy Lib­ship in the coastwise service.

*e drive to simplify passenger'fests required of shipping

is gaining ground in Wash­n. The legislation would en­shipping lines to adopt the

.:form manifest used by air­, The Peninsular & Occidental

ship Company of Florida hasarticularly active in seeking

. gislation. Its officials claimnsome paper work makes it

ely difficult to compete withs between Florida and Cuba.

*Institute of Navigation has.the following national offi­l' the year 1947-48: Presi­mmodore G. G. McLintock,Special assistant to thedant, U. S. Maritime Serv­president, Captain P. V.

fs, USN (ret.); technical

SWORN CIRCULATION - Statement Detailed in Monthly

"STANDARD RATE &DATA SERVIC

IN THE HOUSE OF REPRESENTATIVE8June 25, 1947

Mr. Walter introduced the following bill, which was refto the Committee on Expenditures in the

Executive Departments.

H. R. 397280th CONGRESS-1st Session

This bill is highly endorsed and sponsored bMaritime Labor Organizations. Needless toall members, especially masters, should writheir Congressmen and Senators and insist 'taking civilian functions out of the U. S.Guard and transferring them to their formerin the Department of Commerce so that e ,enced ship-masters and engineers who knoW:;problems of the seamen will act to the best inleof all in regard to safety measures on U. S. memarine vessels.

A BILLTo tra,ns!m' ce1·tain functions and pe1'sonnel to the Secrq,·,

of Commerce, and for other purposes. ,1Be it enacted by the Senate and House of Representa

of the United States of America in Congress assemThat the functions transferred to the United StatesGuard by subsection (a) of section 101 of ReorganiPlan Numbered 3, effective July 16, 1946, are herebyferred to the Secretary of Commerce.

There are hereby transferred to the Secretary ofmerce to be used, employed, and expended in connwith such functions, (1) the records and property nowused or held in connection with such functions, (2) thesonnel employed in connection with such functions, anthe unexpended balances of appropriations, allocationother funds available or to be made available for use inection with such functions.

ment the excess income from this, transportaljdollar should we wish to pursue this policy of savimoney for the people to whom we are giving feUand frankly, I don't think we will get any of it barIf we do get some of it in transportation costwill be that much ahead of the game. Why ShOllldn'we allow the foreign coal miners to come over hand mine coal? It would be even cheaper. 01"'you please, let the foreign farmer, come over herand grow their own wheat, it would representsubstantial saving to them. Or is our State Depament crazy? All Brothers are urged to watch t'legislation and to do what they can to offset it,

House bill 3972 is a bill to transfer all the futions of the Bureau of Marine Inspection and Nangation now presently administered by the D,Coast Guard to the Department of Commerce.bill follows:

Business Papers Section

THE MASTER, MATE AN.

Available at any Advertising AgencyPublished Monthly

Guaranteed Circulation

By VICE PRESIDENT W. C. ASH

In this day and time, with Congress runninghither and yon like a flock of hawk-hysterical hens,it is certainly a good idea for the entire member­ship to keep a weather eye on the actions of thataugust body.

The question of determining what legislators aregoing to do may be difficult. Apparently most ofthem do not know themselves. However, we shouldlike to call your attention to at least two pendingmeasures.

Our Secretary of War has asked Senator Gurney,Chairman of the Military Affairs Committee, tointroduce a bill, one of the most vicious heard ofto date, which we feel the whole industry, bothmanagement and labor, will align themselves to­gether to fight. This bill sounds very innocuous butis loaded with dynamite. It merely states that theMaritime Commission would be granted authorityto charter American vessels to foreign interests foroperation. This is the so-called "Hoover plan,"wherein ex-President Hoover has recommended thatwe allow the Germans to operate 75 liberty ships tocarry the relief cal'goes etc., and thereby save theAmerican taxpayer about fourteen million dollarsa year. It would also allow other foreign intereststo charter the ships and operate them for Americaninterests with foreign crews and wages and reallydo a job on the American Merchant Marine.

Captain Ash, as a member of the legislative com­mittee, in cooperation with President Higginbothamand Vice President May, has been spearheading thedrive to kill this bill before it reaches the floor butit looks like an almost hopeless task. The StateDepartment is behind this entire matter and we allknow how little they think of the American MerchantMarine. Even Undersecretary of State Will Clay­ton has stated we do not need an American MerchantMarine.

Of course these arguments on savings to the tax­payers are fallacious and have been proven so.They are using the argument that such a large per­centage of the relief dollar comes back to us intransportation costs that it would be a saving toreduce these costs by letting the foreigners operatetheir own ships. The writer's suggestion would bethat if this were true and it is not, it would be asimple matter then to re-lend the foreign govern-

[8 ]

Ancient Story of Rope Is ToldIn "40 Centuries of Service'.'

'''Forty Centuries of Service" is an industrial andeducational motion picture telling the story of rope.rt is a 16 mm, black and white, sound motion picture,having a running time of about 33 minutes. It wasproduced by American Manufacturing Company,Brooklyn, N. Y., cordage manufacturer, one of theworld's largest mills, and makers of the most com-

. plete line of cordage products-rope, twine, oakumand packing. .

"Forty Centuries of Service" briefly traces the his­torical background of rope through early Egyptian

. dynasties going back nearly 5,000 years. Actual

man stands beside a hugh rope·laying machine. Film,es interesting history and technical information

ens of rope at this age are shown. Threees date back to the 11th Dynasty-about 2134

91 B. C. Another is from the 3rd or 4th Dy­2780 to 2560 B. C.-making the age of this

etween 4,500 and 4,700 years.. teresting fact is that these old ropes are of

constructions. One is two-strand. Another,entional three-strand, generally identical to

..ade today. A third specimen consists ofght-lay ropes put together with a left lay,

(Continued on page 10)

BRAMBLE NAVIGATION & MARINE I

ENGINEERING SCHOOL• • •

"The School That Teaches"

PREPARATORY COURSES for all GRADESOF LICENSE

Approved Under G. I. Bill of Rights

•CAPT. HUGH T. ELLISON, Director

3 Commerce St. Telephone:BALTIMORE 2, MD. LEx. 3529

AMSALINEAmerican Flag

Freight • Passenger • Mail Serviee

SOUTH AFRICA and EAST AFRICAWeekly Sailings

WEST AFRICASailings Every Three Weeks

Loading berth: Pier foot of 33rd Street, Brooklyn, New York

AMERICAN SOUTH AFRICAN LINE, INC.26 BEAVER ST., N.Y. WHitehall 4-7460

SMITH-JOHNSONSTEAMSHIP CORP.

.-.STEAMSHIP OPERATORS

AND

BROKERS

._.60 BEAVER STREET

NEW YORK 4, N. Y.

TELEPHONES: WHITEHALL 3-0603

[9 ]

i!

HOLMES NAVIGATION SCHOOLORIGINAL LICENSES-RAISE OF GRADE

PILOTAGE ANY WATERS

COMPASSES ADJUSTED-INSTRUMENTS REPAIRED

CAPT. W. S. HOLMES, PrincipalMaster illariner

108 Lowenstein Bldg. Mobile n, Ala.Phones: Office 2~7003-Home 6~5489

ROBIN LINE(SEAS SHIPPING CO., INC.)

39 CORTLANDT STREETNEW YORK CITY

•NEW YORK and BALTIMORE

TOSOUTH and EAST AFRICA

JATONCANVAS

DECKSNo Painting

TARPAULINSNo Re-waterproofinfl

BOAT COVERSNo Hoies

AWNINGSNo Burning

GUARANTEED-REPAIRS FREE

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Branche.. NEW ORLEANS, BOSTON, SAN FRANCISCOT. A. O'NEILL. Preaident

[ 10 1

Federal Barge Lines' MeJ1lTaken from Civil Service

Status Due to MM&P ActionThe NOMM&P for some time has been negotiat.

ing with the U. S. Civil Service Commission to haveits members, employes of the Federal Barge Lines(Inland Waterways Corporation), withdrawn frollJCivil Service status and were finally successful inbringing this about.

A communication signed by President Mitchell ofthe U. S. Civil Service Commission dated June 191947 advises: '

"With further reference to your letter of No­vember 14, 1946, relative to the status of positionsin the Inland Waterways Corporation, I have toadvise you that by joint agreement of the Civil Serv­ice Commission and the Department of CommercealI positions in the Inland Waterways Corporatio~will be withdrawn from the competitive civil servoice except the following:

"'AlI employes of general offices at St. LouisMo.; New Orleans, Louisiana; Chicago, Ill.; Bir:mingham, Ala.; New York, N. Y.; Washington,D. C.; but not including the President, Vice Presi.dents, Secretary-Treasurer, Division Managers, Dis­trict Managers, District Superintendents, Supedn.tendents of Maintenance and their staffs.' "

Ancient Story of Rope Is ToldIn "40 Centuries of Service"(Continued h'om page 9)

making what now is known as "cable construction,"This, plus the surprising perfection of the sampleswould indicate that the manufacture of rope datesback more than 5,000 years.

From the historical opening the picture uses ananimated map to show the sections of the world,from which the cordage industry obtains its rawfibres. A considerable portion of this sequence tskesthe audience through the Philippines to see 'growing, harvesting and preparation of Manila fibrefor rope-making.

The transition to manufacturing shots is made brfollowing a shipment of Manila fibre to the Amel'l­can Manufacturing Company docks on New York'East River.

From unloading, the camera takes you througthe complete manufacturing operation. First, yOUsee jute fibre being made into soft twines-theother soft fibres being converted into oakumpacking.

"Forty Centuries of Service" will be shOwnexhibits, conventions and at jobber and dealer mings throughout the country. Information l:e¥ascheduled showings may be had by Wl'1tIng~American Manufacturing Company, Noble andStreets, Brooklyn 22, N. Y, or to the Westernsion, St. Louis Cordage Mills, 11th and LafaStreets, St. Louis 4, Mo.

THE MASTER, MATE AND'

1

osta((

\'

bIcn

c1s·tig1u~f,

t1eafiabFc

"';,'\V'(

u. S. Court Orders Company to Recognize MM&P!lijII,Due mainly to the militant stand taken by the

officers of Local No. 47, MM&P, and members whosailed on the ships of the Wyandotte 'rransporta­tion Company (a Great Lakes self unloader fleet),a favorable decision was handed down by the U. S.Circuit Court of Appeals for the Sixth Region atCincinnati, Ohio on June 4, 1947. This decisionwas that the Wyandotte Transportation Companybargain with the MM&P on behalf of the LicensedDeck Officers employed aboard their ships, andclimaxed the fight carried on by Wyandotte MM&Pmembers since March of 1945.

Vice President Stanley Barr filed a petition for,certification to the Detroit NLRB on March 26,1945, and after numerous hearings and over the

; strenuous objections of the Wyandotte Transporta­';, tion Company an election was ordered held on Au­';gust 17, 1945. The election held on September 12,

'14, and 15 was won 100 per cent by: the MM&P,without one dissenting vote. The NLRB certified the

M&P on October 8, 1945, as the bargaining unit91' the Licensed Deck Officers.The Company refused to accept this decision one basis that the Licensed Deck Officers were ex­utives of the Company and a part of managementong with the fact that they were Coast Guard Of­ers. The MM&P filed unfair labor practicesainst the Company with the NLRB for refusal torgain in good faith on January 23, 1946. NLRB

ional Trial Examiner held hearings on these, ges and handed down a decision in March, 1946,.t the MM&P were the bargaining unit.his decision was appealed by the Company tofull NLRB in Washington, D. C. Hearings'were

'pleted on the appeal in April, 1946, with thehington NLRB upholding the decision of the'onal Board. The Company stilI refused toain.

the result of the Company's refusal to complythe National Boards decision, the MM&P wasd to take further action before the U. S. Cir-Court of Appeals in Cincinnati, and a decision

CONSOLRemoves Rust and Scale

Prevents Fm·ther Corrosion

CONSOLIN PLAIN AND COLORS

at all Major Ports

INTER-COASTAL PAINT CORP.~t. Louis, 111. Baltitnore, Md.

San Leandro, Calif.

'1947

favoring the MM&P was rendered by that court onJune 4, 1947.

MM&P members aboard these ships have foughthard to secUre an agreement covering the Wyan­dotte fleet. Now that the Federal Court has re­affirmed the NLRB decision it should be only It shortwhile before negotiations are opened leading to anagreement satisfactory to all Wyandotte l'iIM&Pmembers. Once again, the solidarity of the MM&Pmembers has paid of!' and members of Local No. 47can be justly proud of this clear cut victory.

BALTIMORE NAVIGATIONand

MARINE ENGINEERING SCHOOLCOUl'ses fol' All Licenses-All Gl'ades

CONDUCTED BY

J. "KNUTE" AUMANMASTER MARINER

PrilldpalMEMBER MASTERS, MATES AND PILOTS

Approved by Maryland State Board 0/ EducationStudents Accepted Under G.I. Bill of Rights

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264 Tazewell St. Fayette & Holiday Sts.Norfolk 21134' Bahimore, Md.

Saratoga 2890

WHitehall 4-4880

Standard Fruit&

Steamship Co.

•11 Broadway

New York 4

[ I I 1

III

II, I! I

Decision Won for Irlnocent M,After Long Legal Fight by MM~

On August 10, 1945, some shoes were taken fl'a barge under charter of a railroad in the PortNew York and suspicion was directed toward'crew of a tug that was in and around the balduring the evening. They were placed under a1'l',and held out of service pending trial which laldeveloped in the exoneration by a judge and jurythe Captain, who was later on reinstated to dubut with loss of pay for the time held out of servi,

The MM&P has a contract with the companyquestion which contains a rule that if an emplais found innocent he shall be restored to duty alpaid for any loss of money while held out of servicSecretary Van Buren therefore carried his c~

before all the management members of the raiIl'olas required by the Railway Labor Act in an endeMto collect the loss sustained by the Captain wbeing held out of service, without any luck whsoever.

He then carried the case to the National RaiIl'dAdj ustment Board, Fourth Division, in Chi~where, on June 24 this year, a referee handed cl&the following decision: "That the Captain is treimbursed for all time lost on account of being"out of service between the 16th day of Oct1945, and the date of reinstatement, May 10,1

This, then, is just another reason why ~

censed deck personnel should be members ofN.O.M.M.&P.

THE MASTER, MATE

Capt. E. W. 'Higginbotham, President,N.O.M.M.&P.

DEAR CAPTAIN:

Negotiations have been completed and all contracfor the "Pittsburgh Pool." The very fine. work d?Dnegotiating committees bears out the confidence ofin the various lines, ill those who were selected byrepresent the Organization d'Llring the many meetiwere necessary to complete the negotiations. Th,have been most gratifying.

This Local was most fortunate in having a visit irW. J. Van Buren, National Secretary-Treasurer, durof the negotiations. His wise counsel and sound aqof particular benefit to us during some of the mtimes of the negotiations. We deeply appreciateto Pittsburgh and his' most helpful assistance.

If space can be made available in THE MASTER,_

PILOT magazine, we would appreciate the publishi'letter as a tribute to Capt. Van Buren.

Fraternally,W. H. GRIFFITH,

Letter in Tribute to Captaiu Van BurenIs Written by Pittsburgh Local N

A letter in tribute to the assistance givPittsburgh Local during negotiations has bceived in National Headquarters. In accowith the wishes of the Local, it is reproducewith:

•MEDITERRANEAN SERVICE

11 BROADWAY

NEW YORK CITY

.MARINE TRANSPORT LINES, INC.

NEW YORK

80 Broad Street

New York 4, N. Y.

OCEAN NAVIGATION SCHOOL

•T. J. STEVENSON & CO., INC.

•

•

WE HAVE NO FAILURES!!CAPT. D. BOWEN

PrincipalMember, M.M.&P. 130 WEST EIGHTH ST.

Local 90 Terminal 2~1268

SAN PEDRO, CALIFORNIA

STEVENSON LINE, INC., Agents

STEAMSHIP OPERATORS, BROKERS AND AGENTS

TANKER-STEAMSHIP OPERATORS

Genoa - Pil'Oeus - Istanbul - Alexandria

(Across Eighth Street from Custom House)

Individual Instruction for all Grades of LicensesBy a Licensed and Experienced

Mastel~ MarinerPilotage for any Port

•

[ 12 ]

I I

I II I

Iil

AN INTRODUCTION TO NAVIGATIONAND NAUTICAL ASTRONOMY by Hundreds of HelpfulShute, Shirk, Porter & Hemenw,ay Illustrationsis easy to understand and comp/cle. Every stCP ot the instruc.

[n it you can gain. by yourself, the knowl- tion in this book is pro­edge of navigation required for upgrad- fuscly illustratcd to makeing licenses. It clearly explains all the it easy for you to SEEnecessarv mathematics, all methods of JUSt what is meant. Mostcalculadon, all instruments and charts. of the illusrracions wereIt contains all the necessary tables and drawn especially for chismany samples of official harbor charts, book by an mist. Theytide tables, radiobeacon charts, etc. Italso includes many problems, with an- are' drawn in perspectiveswers for self-checking, that will give for greatest clarity.you ample practice in every phase of A FREE pratractor is ;11­navigation. "One of the most satisfyingbooks on the subject," says The Ensigtt. rlttded with each copy of"A complete course for those who WIsh the book.. The price ofto learn navigation at home." the book. ~s $4.50.

"EXAMINE THIS BOOK FREE. For on on.apploval (Opy to exomine for 10 dayswith the J)rivilege of return, write to Dept. P. of

The MClcmillan Co .. 60 Fifth Ave., New York II, N. Y.

I 13 ]

You can easily learn

all the navigation

you need for upgrading

examinations from

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HELP YOURSELF

GOOD BOOKS FOR THE DECK OFFICER'S

MERCHANT MARINE OFFICERS' HANDBOOKBy E. A. Turpin aui W. A. MacB1I1c,,,

An indispensable daily reference guide aboard ship. Coversdetails, duties, navigation, ship handling aod cargo, signals,rules of r.he rO:l.d, first aid, shipbuilding terms, Spanish 'terms.812 Pages Illustrated, Indexed $5.00

SHIP'S BUSINESSBy Capt. MyTon E. McFarland

Complete guide to the management of the ship, her cargo andpersonnel, covering the daily legal and business practices dealingwith the custom house, government officials, agents, duties inregard to seamen, contracts, bills of lading, etc.147 Pag.es Fully Indexed $2.00

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to their certificatos.

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of tho SEAMEN'S CHURCH INSTITUTE of N. Y.

,1947

We Can All HelpBy RUTH TAYLOR

What's the matter with the world? Why have allour dreams, our hopes, our beliefs in a better post­war existence turned into ephermeral will-of-the­wisps, forever luring us on toward the quagmires ofreality?

Haven't we been doing too much group thinkingagain? Trying to solve problems by groups, tryingto classify people as though they were fractionalparts of a whole? Cataloging them and putting theminto pigeon holes? Treating them as so many cases?Not as suffering human beings with the same desiresand prides that we have?

Isn't what is needed today a retul'n to a consider­ation of people as individuals, and an attempt to helpindividuals, not solve at one fell swoop the problem

\)of the ages?, We seem to forget that just as our own interest is

first in the things close to. us, so are the interests ofothers first to them. The veteran, plodding from

"office to office, getting a hearing, but also continually;:'having to listen to "You'll have no difficulty getting

job. Everyone is doing things for you veterans,"'t interested in "jobs for veterans." He wants afor himself in which to work and make a living.wants a chance to work, not a pat on the back.e family crowd~d into one room isn't interestedgreat future housing plans-when, as, and if­y want a place to live today.

Maybe we can't solve the problems of the world all'once. Maybe we can't remake our world, ouron, our community-but all of us can do some­g to help some one. It may be telephoning foran with whom every nickel counts. It may beding children so that the mother can go houseting. It may be giving of our experience, as oneI know is doing. He spends one evening a week

ng advice to veterans on how to get into foreigne, telling them of the problems they will meet,t they will have to know and how to go about)g ready for this kind of work. Are youing what'you know?e can each do some one thing. It may mean sac­" It may mean giving up what we want to doe moment. It may cost us in time or money.he only way the problems of the world can be

,d is for each and everyone of us to do onething each day to help one person.

,~ time to begin is now. The thing to be done.~ thing right at hand. Are you doing all you

lerican Flag Vessels Lose TonnageCensus Bureau ,has reported that the Amer­

, erchant fieet is carrying less of the cargo ex­f;'om U. S. ports.,~lcan fiag vessels carried 61 per cent of theJl clearing U. S. ports during the first quarter, compared to 71 per cent during the corre-,gperiod last year. ,

, f

Deck License Examination Preparation

[ 14]

Tel. WHitehall 4-1;464

THE MASTER, MATE

Medical Chief Pledgesl Aid inSolving Marine Hospital Ill~

I

The Legislative Committee of the National Orlganization of Masters, Mates and Pilots togethelwith other A. F. of L. representatives met with DrR. C. Williams, Assistant Surgeon General and Chieof the Bureau of Medical Service and the PUbl'Health Service at Washington, D: C., regarding tdisagreeable experiences of the merchant seamen j'obtaining admittance and treatment at the varia'marine hospitals.

In addition to the members of the LegislatiCommittee-consisting of Capt. Wm. C. Ash,' 'Iipresident, first district on the Atlantic; Capt. C,May, vice president of the Pacific District; and CJ. C. McKenzie-Nelson H. Cruikshank, direA. F. of L. social insurance activities; Harry Lfrberg, president of the Seafarers' Union; an'd MoWiseberger, New York representative of the S.'.participated in the meetings. %

Oppose LimitationThe A. F. of L. delegation contended that t

day limit on shore qualifications to enter thehospital constitutes a gross injustice. The uniargued that if an individual is a bona fide sdoes not take any shore employment, andelusively dependent on sailing for his livesuch a person should be eligible to hospit

New Orleans, La.238 Charlres St.

Phone Magnolia 3925San Francisco, Calif.

105 Front St.Phone YU. 6-0518

Tel. Kingston 662

KINGSTON, NEW YORK

17 BATTERY PLACE,NEW YORK 4, N. Y.

OWESEN & CO., INC.

Approved by Slale Board of EducationRhode Island ,

.. Originals and Upgrades

Individual Instruction to Each Student

ARDUIN NAVIGATION SCHOOL

New York, N. Y.125 Broad St.

Phone Bowling Green9-4097

San Pedro, Calif.116 W. 7th St.

Phone Ter. 2-0378

ISLAND DOCI( CO.

Attention CaptainsYou' cau depeud upou our prompt shipboarddelivery of all your electrical requirements.We carry the largest and most complete stockof marine electrical supplies and fittings.

86 WEYBOSSET ST. PROVIDENCE 3, R. I.Telephone: UNion 4519

5TH FLOOR BOARD OF TRADE BLDG.

II,

! 15]

Canal 0295

Signalling

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Individual Instruction All Grades of Deck Engine Licenses

MISSISSIPPI RIVER PILOTAGE

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W. A. Whitmore

1947

medical treatment at all times, regardless of the. length of his unemployment during the intervals

between sailing.Dr. Williams assured the committee that he is

extremely interested in the U. S. Merchant Marine,not only as a doctor in the Public Health Service,but as an American citizen, and that he has thegreatest consideration for the merchant seamen.lIe stated that he has received many complaintsfrom unions and individuals but that they were too,general. He insisted that in the future the com­plaints be. definite and concrete in their information.lIe promised he would, do his utmost to get themadjusted satisfactorily.

Insufficient MoneyIn the course of the conference, he explained that

the Public Health Service has experienced consider­able shortage of funds, as insufficient money hasbeen alloted by Congress. Due to this shortage, com­petent doctors are not attracted because of inade­quate remuneration, and many functions are not

,~;performed." Since it is up to Congress to remedy this situa­

tion, it is urged that all members of the merchant..arine petition their Congressmen and request that. ey introduce and support all legislation to providee necessary funds to care for all merchant seamen

need of hospitalization and medical care as asuit of injuries received during the wartimeBing.

Both Farmers and IndustryBenefit From Huge Imports

Everything from arsenic to zebras is arriVingthese days from foreign ports in a stream of importswhich bodes well for the future of world trade, theAmerican Merchant Marine Institute discloses.

Increased imports. are vital in two ways, the In.stitute stated. They fill 'our store counters With'goods which in most cases can't be produced in thislcountry. They provide foreign merchants with dol.1lars with which to buy much'needed American goods.

For American farmers, imports arriving daily onUnited States cargo ships are essential for largerand better crops. Eighteen varieties of seeds en.tered the country during one week in December.Vital nitrates, and fertilizers were also among thimport cargoes.

American industry profits in a thousand wafrom imports. Zinc, tungsten, tin, steel, chrocopper, iron, and cobalt are among the metals aores filling the holds of American merchant vessentering United States harbors. Acids, gumsoils also bulk large in import cargoes.

The Christmas season was substantially briened by foreign goods, the Institute noted. Picat random, one Chicago importer received 33of holly wreaths from Leghorn, Italy; 25 catinsel and toys from Liverpool, England; thouof cases of candies from Spain, via Havana, ancases of Christmas crackers from Hull, Engla

Odd cargoes are always arriving, such ascases of tombstones from Sweden; a lot of sehand overcoats from China; music boxesFrance; human skeletons and skulls from Indi.medical colleges and museums ; firecrackersChina; bones from Brazil; Qak moss for perfufrom Casablanca; and two Italian-made automofor a prominent American car manufacturer.

Message to Memhership(Continued i'forn page 8)

placed in your path. They cannot do it aloneneed your help. They have proven themselvehave not lead you wrong. So, regardless oftold you by outside interests subversive to .ganization and organized labor in general, tas an individual by individual initiative cantel' for yourself without organized labor, oris your own thought, discard it. You are beior leading yourself into a trap that will mak'slave to the days of wooden ships and iron me

Investigate and satisfy yourself as to theyour representatives and place your confidthem. Abide by their decisions, policies andmendations. If, on the other hand your reptives are unsatisfactory to you, exercise YOU

and if you do not know what your rights are,gate and find out and act accordingly. •your help, brothers. Give it to us noW ansame time by so doing, you will be helping

THE MASTER, MATE A.

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CHAPTERSCelestial Navigation-

Time and Nautical Almanac thoroughly ex­plained.

Star Identification.Meridian Altitude by Sun, Moon and Stars.Line of Position-

Easily understood through simple but thoroughexplanations.

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DeLaney~s Silllpliiied NavigationBy Captain L. E. DeLaney

CHAPTERSAbbreviations.Instruments used in Navigation.Compass errors.Mathematics used in Navigation, with complete

procedures for working problems by logarithmsand use of tables fully explained.

Piloting-giving complete coverage of buoys,lights and bearings.

Sailings-Seven different types with rules for pro­cedure of solution clearly stated and accom­paniedby worked problems-includes plane,parallel, middle latitude, mercator, composite,great circle and traverse.

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A 1%7 BOOK WITH SOLUTIONS OF CELESTIAL PROBLEMS ACCOMPLISHED BY THE USEOF THE 1947 NAUTICAL ALMANAC .

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

East CoastAgwilincs, Inc.~lcoa. Steamship Co.Ame-rican Foreign Steamship Co.Aou:rican l'clroleum Transport Corp.American Republics LinesAmerican Liberty Lines, Inc.Amt-l'ican~SouthAfrican LineAmerican Sugar Co.Argonaut Line, Inc.Atlantic Coast Line Railroad Co.Baltimore & Ohio Railroad Co.Chas. T. Banks Towing LineBlack Diamond Steamship Co.BUdberg Rothchild Co., Inc.Boland and CorneliusBoston Tow Boat Co.Brouklyn Eastern DistrictA. L. Burbank Co.Bush Terminal Co.Buxton LineCalmar Steamship Corp.Central Railroad Co. of N. J.Central Vermont Transportation Co.Chesapeake Ferry Co.Chesapeake & Ohio Railway Co.Coastwise Trans. Co.Colonial Navigation Co.Delaware, Lackawanna & Western R. R.Diamond Steamship Co.Dichmann, Wright & PughP. DoughertyEastern Gas & Fuel Co.

. Eastern Steamship LinesEastern Transportation Co.Eric RailroadErie & St. Lawrence CorporationFarr Spinning and Operating Co., Inc.First National Oil Corp.Fleischman Transportation Co.Gloucester-Yorktown FerriesHall Tug & Barge CorporationHartwelson Steamship Co.Hedger Steamship Corp.Illinois Atlantic Corporation

(FormerlyColabee S.S. Co.)International Freight Co., Inc.International Shipping Co.Interstate Oil Transport Co.Isthmian Steamship LinesIsbrandtsen Co., Inc.Jamestown and Newport Ferry Co.The Jay Street COT,"ecting RailroadKellogg Steamship ;<"rp.Lehigh Valley RailruadC. D. Mallory Corp.Clyde Mallury LinesP. F. Martin, Inr..Martin Marinc Transportation CompanyMarine Transport LineMoore-McCormack Lines(Merchant & Miners Transportation Co.-Appren-

tice membership on tug boats)Mexico Shipping & Trading Co., Inc.Moran Towing & Transportation Co.Mystic Steamship Co.National Bulk Carriers, Inc.New England & Southern Steamship Co.New York Central Railroad Co.New York & Cuba Mail Steamship Co.New York, New Haven & Hartford R. R.New York & Porto Rico Steamship Co.New York Dock RailwayR. A. Nieol & ,Co., Inc.Norfolk-Southern Railroad Co.Norfolk & Washington Steamboat Co.Norlh American Motorship Corp.North Atlantic nnd Gulf S.S. Co.Norton-Lilly Management Corp.Oldwood, Inc.Orbis Steamship CorporationOverlakes Freight Corp.Panama Railroad Steamship Co.pan American Petroleum & Transport Co.Parry Nnvigation Co., Inc.pennsylvania Railroad Co.Philadelphia & Reading RailroadPocahontas StenmshipCo.Polaris Steamship Co., Inc.Prudential Steamship Corp.Ros!! Tow Boat Co.Rountree, Wm. J. Co., Inc.Seaboard Air Line RailwaySeas Shipping Co.Seatrain Lines, Inc.Shephard Steamship Co.Sinclair Navigation Co.South Atlantic Steamship Co.Southern Pacific Co.Southern Railway Cornpam·Southern Trnnsportation Co.Spenr.er Kellogg- & SonsSprague S.S. Co.Staples Coal Co.Sbies Marine Corp.Stevenson, T. J. & Co., Inc.

Stockard Steamship CorporationSmith & JohnsonSound Transport CorporationSword Steamship Co.Tankers Oceanic CorporationM. & J. TracyTugboat Owners & Operators of Port of

PhiladelphiaUnion Sulphur Co.United States LinesU. S. Navigation Co.Virginia Ferry Corp.Wellhart Steamship Co.Wessel Duval & Co., Inc.West Indio. S.S. Co.Wilmore S.S. Co.Wood Towing Co.Worth Steamship CompanyWarner Company

Great. LakesAnn Arbor Railroad Co.Bob-La Excursion Co.Chicago-Duluth, Georgian Bay Transit Co.Chicngo & Milwaukee Steamship Co.Chicago Roosevelt Steamship Co.Cleveland & Buffalo Transit Co.Crystal Beach Transit Corp.Detroit & Cleveland Naviaation Co.Fitz Simons & Connell Dredge & Dock Co.Grand Trunk 'Vestern Railroad Co.Great Lakes Dredge & Dock Co.Great Lakes Transit Corp.Great Lakes Transport Co•Illinois Ship & Dredge Co.Island Transp. Co. of Mackinaw CityLake Sand Corp.Mackinac Transportation Co.Marine Sand CompanyMinnesota Atlantic Transit Co.National Transport Co.Nicholson_Universal Steamship Corp.Perc Marquette Railway Co.Standard Oil Co. (Indiana)Wabash Railway Co.Wisconsin-Michigan Steamship Co.

GulfBloomfield Shipping Co.Central Gulf (S.S. Co.)Commercial Molasses (.OlP.Gulf Shipbuilding Corp. (Towboat Div.)Lykes Bros. Steamship Co.Mississippi Shipping Co.Mobile Towing and Wrccking Co., Inc.Waterman Steamship CorporationStandard Fruit & Steamship Co.

West CoastAdmiral Oriental LineAlaska Packers AssociationAlaska RailroadAlaska Salmon Co.Alaska Steamship Co.Alaska Transportation Co.American Mail LineAmerican President Lines, Ltd.American Trading and Shipping CompanyD. J. ArquesArrow LineAtchison, Topeka & Santa Fe Railway Co.Atkinson & Pollock Co.

IGuy F. Atkinson Co.}George Pollock Co.

BaY and River Navigation Co.Bny Transport Co.Boat Operators of Columbia DistrictBoat Operators of Columbia River District_Tow_

boat DivisionBulk Carriers Corp.Burns Steamship CompanyCalifornia Ste:lmship Co.Carriso, Inc.Chamberlin, W. R. & Co.Chicago, Milwaukee, St. Paul and Pacilic RailroadCoastwise (Pacific Far East Line)Coastwise Steamship Co.Columbia Basin River Operators (Towboat Divi_

sion)Coos Bay Dredging Co.Coos Bay Logging Co.De La Rama Steamship Co.J. C. Freese CompanyGeneral Steamship CorporntionGrace Line

(Panama Mail Steamship Co.)(Pacific Coast Panama Line Service)(Direct Pacific Coast-South Americnn Service)

W. R. Grace & Co., as Agents for Grace Line, Inc.,Pacific Const, West Coast Mexican Central,American Panama Service of Grace Line. Inc.,and Pacific Coast South American Service ofGrace Line. Inc.

James Griffiths & Sons. Inc.Hammond Shipping Co., Ltd.Hart Wood Lumber Co.Interocean Steamship Corporation

Henry J. Kaiser Companies~.t'ermanente 1'fletals Corp.)(Kaiser Company, Inc.)(liaiser Carito, Inc.)

Key SystemKingdom of Thailand (Siam)Kitsap County Transportation Co.Louis KnutsonLibbY, McNeill & LibbyLos Angeles Steamship Co.Luckenbach Gulf Steamship Co., Inc.Luckenbach Steamship Co., Inc.Martin Siversten Steamship Co.Martinez-Benicia Ferry & Trans. Co.Matson Navigation Co.Matson Steamship Co.McCormack Steamship Co.

(East Coast-South American Service)(pacific Coast-Puerto Rico-West Indies Service(Intercoastal Service)

Moran Towing and Transportation Co., Inc.Northland Transportation Co.Northwest Towboat Assn.Northwestern Pacific Railroad Co.Ocean and Dominion Steamship Corp.Oceanic & Oriental Navigation Co.

(Australian~New Zealand Service)Oceanic Steamship Co.Oliver J. Olson & Co.Olympic Steamship Co., Inc.Pacific-Atlantic Steamship Co.Pacific-Atlantic Steamship Co.

(Quaker Line)Pacific Lighterage Corp.Pacific Mail S.S. Co.Pacific Republic Line

(Moore-McCormack Lines, Inc.)Pacific Steamship Lint'sPacific Tanlcers, Inc.Pacific Towboat & Salvage Co.Paramount Pictures, Inc.Petaluma and Santa Rosa Railroad Co.Petroleum Navigation Co.P. L. Transportation Co.Pope & Talbot, Inc.

(McCormack S.S. Co. Div., all senicnSteam Schooner Trade)

Port Orford Cedar Co.Puget Sound Navigation Co.Red Salmon Canning Co.Reedsport Towboat Co.Richmond-San Rafnel Ferry & Tr:ms. Co.River LinesSacramento Northern RailwaySan Diego & Coronado Ferry Co.San Francisco Towing Co.San Pedro Towboat Co.Santa Ana Steamship Co.Santa Catalina Island COmpanySanta Cru:.. Oil Corp.Santa Cruz Portland Cement Co.P. F. Sato CompanySeekonk Corp.Ship Owners Assn. of the Pacific CoastShiu Owners & Merchants Tug Co.Southern Pacific Co. (Pacific Lines)Southern Pacific Golden Gate Ferries, J.ld.States LineStates Steamship COmpllnySudden & Christensen

(Intercoastal Service)Tacoma Oriental LineUnion Sulphur Co., Ine.Washington Navigation Co.Western Pacific Railroad Co.Weyerhaeuser Steam5hip Co.Wilmington Trans. Co. (Steams!lips)Wilmington Trans. Co. (Towhoats)Wilmington Transportation Co. .

(San Francisco Bay Fcrry Service)E. K. Wood Lumber Co.R. C. Zuckerman CompanYWeyl-Zuckerman & Co.

West.ern and SouthernAmerican Barge Line Co.Carnegie~IIlinois Steel Corp.Central Barge LinesJ. K. Davidson & Bro.Dravo Corp. (Keystone Sand Division)Federal Barge LinesHaltiday Sand Co.John I. Hay Co.Iron City Sand nnd GrnveI Co.Lake Tankers Corp.McCrady Rodgers CompanYMisl"ouri~IIlinois R. R. Co. ferNntchez & Louisinna Railway TransNew Orleans. Texas and Mexico Rwy.Ohio Riv('r CompanyPittsburgh- Coal CompanyStenmer Service Co.Streckfus Steamers, Inc.Union Barge Line Corp.W'l.rrior & Gulf Navigation Co.Wheeling Steel Corporation