East German Relief Ship Sails

NO.7

**

JULY, 1953

~]1 ~

.~

Radio Officers Urge Talks

Gains in Inland Agreements

Hospital Facilities Curtailed

In This Issue

VOL. XVI

.~.

\

Officers of the S. S. "American Inventor" watch cargo assigned to East Germany lowered to hold of the ship. Theyare (left to right) Ward W. Warren, junior 3rd officer; Floyd Gergler, 3rd officer; Captain H. J. Johnson, ship's master'J. M. Coady, chief officer; James McDermott, 2nd officer. At right, a slingload of milk products is hoisted ahoa '

rI

First Ship With Relief forEast Germany Sails

The United States Lines cargo vessel, theArner'ican Inventor, sailed from New York at5 :00 p, m., July 17, with the first part of theMutual Security Agency's $15,000,000 food reliefshipment,. destined for East Germany. In itsholds were 1,600 tons .of flour, dried milk and lard,a foretoken only of 50,000 tons that PresidentEisenhower had instructed the Agency to send toGermany to relieve the food shortage in theEastern Zone.

The remainder of the tonnage was loaded onthe American Flyer' on July 23 and on the Ameri­can Clipper' sailing July 25, from New York.

The officers of the American Inventor, all ofwhom are members of the National OrganizationMasters, Mates and Pilots, are as follows:

Captain H. J. Johnson, ship's master; J. M.Coady, chief officer; James McDermott, 2nd offi­eel'; Floyd Gergler, 3rd officer, and Ward W. War­ren, junior 3rd officer.

The American Inventor' is scheduled to arrivein Hamburg July 27, marked for delivery to theUnited States High Commissioner in Germany.The food will be distributed according to plans

worked out by him and the West Germanyernment.

The recent uprisings in East Germany bywho oppose Communism indicates that all iwell behind the Iron Curtain. Presidenthower's well-timed move of offering this shiof food should indicate to the citizens of theern Zone of Germany that they have the hafriendship extended to them from across th

Captain Johnson, of North Bergen, N. J.shipside interview called the shipment "awhile thing" and added that "we must bawith food people who stand up in the strethrow rocks at tanks."

The cargo was not identified by specialas being a relief shipment. On one of theopenings a sign had been posted with the"First Food Relief Shipment to East Ge.,by M. S. A. on United States Lines S. S. A.m~Invento1'."

The National Organization of Masters,and Pilots heartily endorses the actionPresident in his humanitarian gesturestarving peoples of East Germany.

Offici"J Journal of the National Organization of Ma5t~rs, Mates and Pilots of America. Published by the Organization on tho 15th of eachmonth at 810-16 Rhode Island Ave., N. E., Washington 18, D. C.

Revised Inland Agreements Reflect Gains lor Members

l'he·Master~ Mate & Pilot

10200

53

225

300

$2,5002,500

10200

.No.7

Fo?' EmployesLife Insurance .Accidental Death & Dismemberment Insurance .Hospital Room and Board-3! days .Miscellaneous Charges .

(Plus 75 per cent of next $1,000)Surgical Fees .Doctor's Calls:

Home .Elsewhere .

Maximum per Disability .First Call-AccidentThird Call-Sickness

Diagnostic X-Ray & Laboratory Examinations. . . . 25Additional Accident Expense. . . . . . . . . . . . . . . . . . . . 300Polio in addition to other benefits , . . . . . . 5,000F01' DependentsHospital Room and Board-31 days .Miscellaneous Charges .

(Plus 75 per cent of next $1,000)Surgical Fees 300Medical Care in Hospital 3Additional Accident Expense 150Maternity 50Polio in addition to other benefits... .. . 5,000

Benefits for dependents to be optional with theemploye, who shall pay the cost of same. Presentpractice with respect to the deduction of 1 per centof employes' gross earnings up to $3,000 shall con­tinue to be applied to the cost of the employes'disability benefits. .

A revised agreement has also been signed withthe Garvin Towboat and Barge Company, operat­

(Continued on page 16)

San Pedro AgreementLocal No, 18, San Pedro reports successful

negotiations with several companies in that area:A revised agreement covering captains and

mates on Pacific Towboat and Salvage Company'svessels and launches includes a 17c per hour in­crease for captains and mates and covers bothpay and outside work. The new rates are: Cap­tains $2.22 straight time and $3.06 overtime rate.Mates $2 per hour straight time and $2.74 forovertime.

The Welfare Plan, originally negotiated in1952 includes increased benefits for our membersand is reprinted as follows:

"The company agrees that effective April 1,1953, or as soon thereafter as is possible, to in­Crease the benefits of its Welfare Plan, now ineffect, to the amount of benefits set forth below:

$3.453.5553.663.2553.3453.45

1955-56$234.24

220.80

JULY, 1953

$2.302.372.442.172.232.30

Increased to:Straight

Time OV6'rtime

Vol. XVI

Columbia Basin Agreement

greement signed, effective April 30, 1953, to,nd to April 30, 1955, between Columbia Basiner Operators, empioyer association represent­most of the tug and bare line on the ColumbiaWilliamette Rivers, and MM&P Local No. 17,~land, Oreg.rother A. J. Carlton, secretary of the local re­ta. that wage boosts for skippers range from

cents (for Class "A" captains on single-crewIs) to 50 cents an hour (for Class "B" cap­"on double-crew boats). These increasespt to 10 per cent on the single-crew boats~, per cent on the double-crewed.

new pact reduces the work from 44 to 40. and maintains the same take home pay.urn pay for captains and pilots having a;oast Guard license is provided at the ratedditional 5c per hour.. 1950, Local No. 17 has negotiated wages for its members from $1.48 to $2.16 per,d has also won many other improvementsng conditions.

'\>Vacation pay for Captain increased from present ratef $168.96 to $220.80 for the period from 6/2/53 to 6/1/54nd to $227.52 from 6/2/54 to 6/1/55.'acation Pay Period from Jtme 2 to June 1 of

P1"CSentRate 1953-54 1954-55

~ptain $168.96 $220.80 $227.52land Mate and Pilot 159.36 208.32 214.08

Revised agreement signed June 8, 1953, to run:for a period of three years with a provision forreopening for modifications at the end of eachyear upon thirty days notice.

Astoria Navigation Co., operating three ferrieshei;WE,en Astoria, Oreg. and Megler, Wash. Wagein"re"se graduated as follows:

Old Rate

'Captains. , , . , .. " .... $1.92 6/2/53. 6/2/54

6/2/55,Inland Mate and Pilot 1.81 6/2/53

6/2/546/2/55

NATIONAL OFFICERS

THE MASHR, MATE AND P

:Frauds hy Maritime TradersHurt U. S. Defense Program

By WILLIAM L. CALDWELLLocal 90, Portland, Qreg.

All seafarers are aware that the lamentablefrauds and scandals that have been prevalent inthe United States maritime industry during thepost-war period have been gravely detrimental tothe nation's defense and security program. Thesefraudulent actions have voided the effectivenessof the Merchant Marine Act of 1936 and subse.quent legislation that was intended to strengthenour national defenses and economic well being.

Regardless of the convictions of PresidentEisenhower and other able military men that it isnecessary for our national defense and security tohave a capable merchant marine manned byAmerican seamen to serve as a naval and militaryauxiliary, many fraudulent and greedy indiVidualshave weakened our merchant fleet for personalmaterial gain.

Revelations and documental proof have shownthat the most flagrant violators have been thosewho directly and indirectly profited from the lOr,vessels owned by our allies who carried UniledStates financed cargoes and also traded with RedChina and other Communist countries in 1952.Many citizens will be surprised to learn that gov­ernment data shows that many of these ships werebuilt in American shipyards by American uniolabor and during World War II. Assistant Counsel Robert F. Kennedy of the Senate permaninvestigating subcommittee has recently revealthat three of these ships that were sold to IFrench as surplus United States ships traded wiRed China while the United States held mortgaon them.

These international pirates sprang from Iranks of allies who took advantage of the previadministration's State Department policy of bevolence toward our Western friends who weeconomically impoverished. These surplus vsels were sold at bargain prices to these counlr'so they could compete in world trade, replentheir store of American dollars and bolster Ieconomy. Also under the cloak of this policy finformation and a maze of legal tricks were eployed by other selfish individuals to place surU. S. vessels under foreign flags to evade paAmerican taxes, wages and conditions.

Senator Wayne Morse of Oregon has uncovematerial that shows that many of these surpvessels were sold for around $500,000. and.more than one half of the amount is still unpaIdthe United States. This is only part of the involoperations surrounding these ullwholestraders. Much effort has been expended 10 Isuade these individuals from their fraudu

(Continued on page lb')

. No.7

FOREIGN. $2.00

Northeast, Washington 18,

District of Columbia, with

General and Executive

Offices at 1420 New York

Ave., Washington 5, D. C.

JULY, 1953

Published monthly. Main~tained by and in the intel'.est of the National Organi_zation of Masters, Matesand Pilots of America. at810 Rhode Island Avenue.

Vol. XVI

GENERAL CHAIRMEN REPRESENTING RAILROAD EMPLOYES OFOUR ORGANIZATION IN THE DIFFERENT PORTS

PORT OF NEW YORK-Capt. C. DeMooy; Capt. M. F. Garry; Capt.Martin A. Pryga; Capt. Lawrence J. Saco; Thomas Mullally; Capt.P. J. McMorrow; Capt. Edwin G. Jacobsen; R. Maley; Wm. J.O'Connell; Capt. H. Hasbrouck; Capt. A. Striffolino; Capt. C. A.Steevels.

COMMUNICATIONS AND REMITTANCES may be addressed andchecks made payable to the National Organization Masters, Katesand Pilots of America, 810-16 Rhode bland Avenue, N. E., Wash­ington, D. C., or 1420 New York Ave., Washington 5, D. C.

PORT OF DETROIT-Capt. Rolla Johnson.

PORT OF SAN FRANCISCO-Capt. J. A. Gannon.

National Advertising Representatives-McAVOY REPRESENTATION,15 Whitehall St., New York 4, N. Y. Tel BOwling Green 9-0919.

CAPT. TREODOR J. VANDER PLUIJM, General Advertising Repre~

sentative in the Netherlands, Rochussenstruat, 27.1, Rottel·dam.

READING AND ADVERTISING MATTER MUST reach the office notlater than the 10th of the month preceding publication.

CHANGE OF ADDRESS should be received prior to the first of themonth to affect the forthcoming issue. The old as well as the newaddreos must be given and the Local number shown.

PORT OF PHILADELPHIA-Capt. Clayton B. Dibble.

PORT OF SEATTLE-Capt. John M. Fox.

PORT OF NORFOLK-Capt. Harry MarSden, Capt. J. IraHodges, Capt. E. W. Sadler, Capt. W. E. Shawan, Capt. EugeneTreakle.

C. T. ATKINS, President, New York, N. Y.

C. T. MAY, First Vice President, San Francisco, Calif.

R. D. LURVEY, National Vice President, Boston, Mass.

L. COHEN, National Vice President, Philadelphia, Pa.

H. M. STEGALL, National Vice President, New Orleans, La.

ROLLA JOHNSON, District Deputy, Great Lakes Region.

J. A. GANNON, National Vice President, San Francisco, Calif.

G. HAVILAND, Apprentice Vice President, New York, N. Y.

J. M. BISHOP, National Secretary~Treasurer,Washington, D. C.

H. T. LONGMORE, District Deputy of the Panama Canal, Balboa, C. Z.

F. T. GASKINS, Dish'ict Deputy, Norfolk Area, Norfolk, Va.

C. T. ATKINS, New York, N. Y., Business Manager.JOHN M. BISHOP. Washington, D. C., Editor.M. H. HICKS, Washington, D. C., Co-Editor.

SUBSCRIPTION: $1.00 PER YEAR

Published on the 15th of each month.Sworn detailed circulation statement on reQ,uest.Entered as second-dass matter at the post office at Washington. D. C.,

under the Act of August 24, 1912.

[ 2]

THE MASTER, MATE AND PILOT

Joint Committee to Study Marine Electronic Development Is Urged By Group

[ 3]

Radio Officers Union'I"[I

IiIIIi"I'

II!I

ilIIII\i'

!

Urges Talks

Case Is CitedFroln a practical point of view, how could any

kind of inter-union agreement supply men withskill they do not possess. Suppose we went to ourmembers employed by Tropical RadiotelegraphCompany and instructed them to no longer main­tain, adjust and repair radar equipment, and in­form them that the Deck Officers would henceforthperform such work! Is it a fact that the averageDeck Officer knows how to adjust, maintain, andrepair radar equipment? Many ROU 'membersare skilled radar men, and the companies havegiven'them the job of maintaining the radar equip­me.nt. What particular objective. would beachieved by telling these men that they should nolonger service this equipment. They were notgiven this work by their Union. They were givenit because they were the only ones on board whocould do the work. Many of these members havesucceeded in placing the radar equipment in work­ing order when shore technicians have dismallyfailed to do so.

Now let us take a look at the radiotelephonesituation. At this time there are three main radio­telephone systems being developed. (1) An effi­cient, high-powered ship to shore and ship to shipsystem, such as those being used on S.S. UnitedStates and S.S. Ame"ica. These installations arelocated in the .radio operating room and handledentirely by licensed Radio Officers. (2) An effi­cient comparatively low-powered radiotelephonesystem located in most cases on the bridge or in thechartroom. (3) A short range bridge to bridgeradiotelephone system. This system calls for anautomatic low-powered radiotelephone trans-re­ceiver which is to be used to talk to tug boats dock­ing the ship, to pilot boats, to light ships, to warn­ing and sea-air rescue aircraft flying overhead,

Communications Commission. Call letters havebeen assigned to it. Its operation is governed bythe same rules, laws, and treaties that govern allmaritime mobile radio stations. Under the law,there is no ,difference between a radiotelephonestation and a radar station. Where operation,maintenance, adj ustment, and repair of radio­telegraph, radiotelephone, or radar station equip­ment could affect the frequency stability or op­erating characteristics of any of these types ofstations, the work must be performed by a personholding a proper license issued by the FederalCommunications Commission. Nothing that wemay say or agree to, or decide upon, can alter thathard fact.

As a result of the Resolution concerning thejurisdiction of electronic communication de­

vices aboard ship which was approved by the Na­tional Executive Committee in its April session(See May-June issue, MASTER, MATE AND PILOT)giving the jurisdiction to the radio operators, thefollowing letter and suggestions have been re­ceived from Brother Fred M, Howe, General Sec­retary-Treasurer of the Radio Officers Union(AFL) :'''We have had no trouble of any kind with the

"Masters, Mates and Pilots over the radiotelephone:'01' anything else, and we believe that if the time

:>ever comes when jurisdictional difficulties arisef.,that we ought to be able to sit down together and

Irecognize the rights of each other in a brotherlyInanner, We know of no case thus far where yourorganization or any of the members thereof have

ken steps, or attempted to take steps, to deprive'embers of the Radio Officers' Union of theirghtful jurisdiction over any electronic equip­'ililt. We sincerely hope that no cases have beenought to your attention where the Radio Officers''ion, or any of its members, have taken steps, or

mpted to take steps, to deprive members of.. Masters, Mates and Pilots of their rightful.lsdiction over any navigational equipment. We

it hard to believe that anything of this kindl.ever happen.

Ready to Cooperate,e feel that it is not necessary for us to stress;the Radio Officers' Union is now, and always;been, ready, willing and even eager to coop­. on any matter which we believe promotes·relationship with our fellow Officers aboard

nd the organizations which represent them.ppears that we have been somewhat reluc­

j1 this matter, it is due entirely to the fact. e do not understand the purpose of the'. ent being proposed; what it would achieve.atter of fact, taking the proposed j urisdic­arrangement seriously, we can see in it. ,but a creator of friction and misunder­g since it so obviously ignores practical~tions and attempts to decide matters overIS Union, or anv other Union has little.trol. . ,

, for example, consider radar. Aboarddar,ipstallation is a licensed radio stationU~h as either a radiotelephone or a radio­

lllstallation. The radar equipment. "and receive a radio signal and conse-."has been duly licensed by the Federal

Ie

II

and finally to lifeboats. Its main use would bewithin line of sight, except in thick weather whereit would be used in conjunction with the operationof the radar equipment.

In the case of (2), many of these are alreadylocated in the radio operating room, particularlyon the small passenger vessels. There is obviouslyno question as to jurisdiction on this installation.

However, in all seriousness, is it proposed thatin the case of the bridge to bridge system its useis to be restricted until such time as the RadioOfficer comes on watch or until he can be got outof bed to throw a switch? Is it possible for theRadio Officer to operate radiotelephone equipmenttied in with the operation of radar equipment thatmight be used any hour of the day or night? Willthe Radio Officer always have to be aboard duringshifting ship operations in order that there maybe communication between the ship and the tug­boats?

Summing up, we must ask ourselves this ques­tion: How can this agreement on jurisdiction givemaintenance, adj ustment and repair of radarequipment to the Deck Officers? How can thisagreement which is sought on jurisdiction giveoperation of the bridge to bridge radiotelephonesystem to the Radio Officer?

The proposed jurisdictional agreement is ofvalue in that it points to the need for a close studyof the future of electronic equipment developmentaboard ship by the men most concerned.

We hold that there is no need for us to disagreeon the allocation of electronic equipment servicing,repairs or operation. But there is a real and directneed for us to sit down together and study whatis being planned for us by shipowners and themanufacturers of electronic equipment. Insteadof signing a highly impractical and obviouslydoubtful agreement, the Radio Officers' Union sug­gests that we really get together by setting up anROU-MM&P Electronics Committee that will meetregularly for the purpose of studying electronicdevelopment and the systems that one of the mostpowerful lobbies in Washington would foist uponus to our mutual disadvantage.

We appreciate the steps you have taken in thismatter and the interest you have shown to helpsolve a problem that has been brought to yourattention and ours, too. After reading the fore­going, we are sure that you understand our reluc­tance to enter hastily into a signed agreementcovering such a vast field so highly pregnant withuntold possibilities.

We hope that Captain Bishop and your Execu­tive Committee will consider this letter as beinga reply to their kind invitation of April 17, 1953.Copies are being made available for all concerned.

Sincerely and fraternally yours,FRED M. HOWE,

Genera! Sec,·etcwy-T,'easurer."

[ 4]

--- J

,.r

""""" ~ [,

--. c

" \I

(

PI:(

II(

0

JnE

~----

"It's from my Local-the ballots on the MMMEBA unity program have to be in by August 1

Remember fellows-if this is to be a democratic uit's up t? you members to set the. course. If you arlazy, indIfferent or just plain dumb to use your vote,can't blame your officials when the ship flounders a

Capt. Swinson Retires

Bro~her Everett O. Swinson, AssistantCaptam of Balboa, Canal Zone, retired recafter many years of service in varying capacin the Canal Zone. .

Brother Swinson's career covers a span of38 years-all of them intimately connectedthe Panama CanaL The year 1915 saw hiboard the Panama liner S.S. Ancon, right afte.ship's historic transit through the newly o.CanaL He served aboard other ships of thenama Line and in 1927 joined the Canal pilotf,He served as Canal Pilot until 1946 when he·appointed Assistant Port Captain in BalbO

The traditional farewell gift, a ship'Swas presented to him by his fellow pilots, meof MM&P Local No. 30, at the farewelliun..given him prior to his departure to the Po;Gloucester, Mass., where we hope for B"Swinson and Mrs. Swinson, many haPPY ve.

=. First of Million TOlls ofWheat for Pakistan Sails

The first ship load of wheat to alleviate the suf­fering from famine of the people of Pakistancaused by drought for the past two years, is on herway.

Skippered by Capt. Charles Miller, El Cerrito,Calif., and with a deck officer complement com­posed of Chief Mate Charles R. Chambers, Brook­lyn, N. Y., Second Mate Frank Ellis, Los Angeles,Calif., Third Mate John Russell, Boston, Mass.,and Jr. Third Mate Volney Abbott, New YorkCity, the S. S. Anchorage Victo,'y, Government­owned freighter operated for N. S. A. by theAmerican President Lines, put to sea from Balti­more amid appropriate ceremonies on June 26.Sh~ is expected to arrive at Karachi in 25 days.

~..

.;- .' ,"~.-"'~:~ '1. ... ····_"""""'····....c.:"

.. ," ,', ._1

.S. "Anchorage Victory" puts to sea from a Balti­dock with the first cargo of surplus U. S. wheat

cd for distant Pakistan and famine relief of thepeople there.

e'10,000 tons of wheat on the Anchomge Vic­is the first of a total shipment of 1,000,000'of grain authorized by Congress at the re­'. of President Eisenhower as a gift from theIe of the United States to the people of Paki-';' It is estimated that, if carried in full cargothe transportation of the million tons of

would require 110 voyages by Liberty ortype ships.

ast 50 Per Cent Goes in American Ships'legislation, as finally passed by the Con­nd signed by the President, provides that,half of this grain shall be shipped in Amer­,ttoms. These crumbs for American ship­anot come without the usual struggle, how-

\.ard to understand the reasoning of the~ of the House Agricultural Committeey argued that no American dollars should,for transportation of this grain. TheIllg shipped is surplus wheat for which:have been paid in full under the Govern­

.•,. program. Evidently their thinking in\Government price supports does not ex-

tend to the maritime phase of American industry.Inasmuch as Pakistan has no ships and no

money acceptable to maritime nations to pay forthe transportation of the grain, the United Statesas the donor country must foot the transportationbill. In the face of the current dwindling ofcargoes for OUr own merchant fleet, it is certainlylogical that at least half of this transportationcost be paid to American industry.

Even the Military Sea Transportation Serviceis alleged to have put in its oar against privateAmerican shipping by issuing a statement to theeffect that the use of American vessels to movethe grain would increase freight rates on othercargoes for which the Government would have top!'y. The National Federation of Shipping refutedthis statement by showing that the freight ratespaid by M. S. T. S. are actually on the decline.

The wheat is expected to be allocated to privateAmerican shipping at the ratio of about one tofour between liner or berth services and trampships. The liner companies are limited to thesame freight rates as their foreign competitorsby their steamship conference agreements. Ship­ping men estimate that the maximum spread be­tween foreign and American tramp ship rateswould be about $12 a ton.

.-- '--~C-;.··

~. ,~,;,,,,?

I - \/ r:'. ClJ .! \- ."'li/I") ,,:l:r~' . .&.'I·~. '\ ~, • .., \I I,I}~·>·:<l L\~ " It' "j'f~1iJ·~:.:.;~·'\·;.~ Ii"", ''(-1: :.~..~-"'?~"~' I . f~'~' '.(l6. '~\.\ ...,,' . \'. .. . l"1 jjL..L .. l rJ...Captain Charles Miller of the 8.S. "Anchorage Victory,"center, and his officers who took the first U. S. wheat toPakistan in a U. S. ship to lessen famine suffering._ there.

House Committee Favored Sharing

All members of the House Merchant Marine andFisheries Committee favored the inclusion of the50-50 clause in the legislation. Chairman Alvin H.Weichel spoke on the floor of the House in behalfof the provision.

Foreign Aid shipments are only a fraction ofthis country's foreign cargoes and the 50-50 clausecan in no way be considered as hampering thetrade of other legitimate maritime national. Thisstipulation is the law only provides a small shot inthe arm of our sickened merchant fleet but doesmaintain the provision as in all previous ForeignAid Bills that at least half of the cargoes be car­ried in our own ships.

[ 5]

-•_do.

. . th on~·;tThe Red Cross BloodmobIle rolls from e,c. of ~onto a landing ramp supplied by the Cit)

The converted LCM with Red Cross Bloodmobile aboabeaching on strand in Avalon Bay in front of the cit

verted LCM, Henules. The Hercules was used fthis operation because it beaches well due to iconstruction and there would be no difficulty ilanding the Bloodmobile on the island.

Capt. Bailey B. McCune, a veteran salvage atug master of the company and an old time meber of Masters, Mates and Pilots Local No. 18, \in charge of the beach landing at Avalon.

The Red Cross has tried since 1942 to get'Bloodmobile to Avalon, but never had any succbecause of the high cost of transportation. Tpeople of Avalon certainly came through nobOut of the 1,000 people, 320 were eligible to doIUlblood. The capacity of the Bloodmobile ispints and it is absolutely necessary that the Ureturn to its headquarters the very same daythat the blood may be processed. A total ofpints were taken that day and the Bloodmobilesafely returned to the mainland. There itlifted with sling and derrick to the dock and d .to the Los Angeles Regional Blood Center wthe blood was safely deposited in the speciallystructed refrigerators.When the Red Cross was ready to send one of

their Mobile Units over to the island, it ran into asnag. The expense of sending the Unit came to$450.00, but their allowance for each expedition isonly $100.00.

When they began to shop around they were re­ferred to the Pacific Towboat and Salvage Com­pany. When Mr. Ernest E. Judd, president of thecompany, heard their plea, he told them that thebare cost of operation to his company would be$300.00 but if they could find a donor for half ofthat amount he would do it for $150.00. He turnedthe proposition over to Mr. Charles P. Slocombe,the company's purchasing agent, who in turn con­tacted KBIG, the Avalon Radio Broadcasting sta­tion. The station agreed to donate the other$150.00 which made the trip possible.

The Red Cross Bloodmobile was transportedfrom Pier C, Berth 20, Long Beach Harbor, aboardthe Pacific Towboat and Salvage Company's con-

[ 6]

Red Cross Bloodmobile being picked up by derrick fromPier C, Berth 20, Long Beach, Calif., to be loaded onto theconverted LCM, "Hercules," for transport to Catalina.

Bloodmobile on LCM GetsCatalina Blood Donations

By CAPT. F. C. MEYER, SecretaryLocal 18, San Pedro, Calif.

As you perhaps know, Avalon on Santa CatalinaIsland, just off the coast of Southern California, isstrictly a resort town. It is very popular duringthe four summer months and the rest of the timeit maintains a population of around one thousand.The big steamer ceases to run during the off sea­son, leaving only small motor boats operating.

All supplies, including autos, are hauled over bybarges towed by the Catalina Island Company'stugs.

The people of Avalon wanted to help out the wareffort so they called for volunteers to donate bloodto the Red Cross and the response was unanimous.Everybody volunteered so the Red Cross was in­vited to come over and get it.

[7]

iI

, J

afterTh-;'t;'~'j~~;-""~';ph'~'~~ix" bur~s to the ,;;£er's edgethe crash.-All photos by Wide 'VorId.

,,'jl.~. ::;J;.~ ...~~ilt1..L_,.

Oil spattered crash survivors, includingJapachen, skipper of the "Phoenix," (lying on the

stretcher), shown on deck of one of rescue vessels.

All survivors expressed gratitude for the excel­lent rescue work. As the explosions jolted resi­'dents on both the Delaware and New Jerseyshores, they quickly put out in their small boatsand picked up all survivors except those few whoswam ashore. One witness estimated that at leastfifty boats took part in the rescue operation.Those on the scene said they believed the toll ofdead would have been considerably larger if thevolunteer rescue workers had not been available.

Both vessels were declared total losses and ex­act cause of the collision had not been determinedby the Coast Guard inquiry at press time. It ap­peared to be the result of a confusion of signalsalthough the testimony of witnesses differed.

Skipper Tells How Crash OccurredCapt. R. C. Gross, master of the Pan-Massa­

chusetts, testified that "he was on the bridge andsaw the Phoenix when they were about a mileapart. He said the Phoenix blew two blasts, heblew one, the Phoenix swung to the right to cleara buoy and a few minutes later, the Phoenix "forsome reason turned hard left across our bow.After that, there was no possible way for us toclear her. The pilot ordered a hard left rudder.We struck them."

Delaware Crash UnderscoresExtra Hazards of Tanker Men

i:.Joke and flame, Massachusetts"

the_ Delaware River following fatal crash.

The extra hazards of tanker men are sharplybrought home by the pictures of the recent col­lision in the Delaware River when the S. S.

- phoenix, (National Bulk Carriers) one of theiargest tankers afloat, was struck about ninetyfeet from her stern by another supertanker, theS; S. Pan-Massachusetts (Pan-American Petro­leum). All . deck officers escaped death in thecrash which claimed the lives of three and injuredeighteen, including Captain Gustav A. Japachen,skipper of the Phoenix, of Langhorne, Pa., whowas painfully burned.

he collision occurred near the entrance of thesapeake and Delaware Canal south of WiI­gton when the Pan-Massachusetts, inbound. the Gulf with 150,000 barrels of high-octaneline, crashed into the Phoenix, outboundty from Philadelphia during the early morn­~arkness on June 6.

Flames Shoot up 120 Feetseries of explosions from the gasoline fumesempty holds of the Phoenix were heard ten

,Ilway and only seconds later the gasolinethe Pan-Massachusetts was ignited, send­es shooting 120 feet into the air.

Marine Hospital FacilitiesCurtailed, Three Closed

Crippling cuts in funds for U. S. Public HealthService Hospitals and disease control programs isthe very poor way which the new Administrationis fulfilling its campaign promise to "preserve andexpand the welfare benefits of the last 20 years."

In what will eventually prove to be a false eco­nomy move, the Department of Health, Educationand Welfare has locked the doors on three moremarine hospitals-the T. B. Hospital at Fort Stan­ton, N. Mex., the one in Savannah and also inCleveland.

The closing of the Savannah hospital makes itnecessary for sick and injured seamen from theSoutheastern ports to go all the way to Norfolk orNew Orleans for treatment. The Cleveland hos­pital has been the closest facility for Great LakesSeamen. The closing of the Fort Stanton tuber­culosis hospital, which had been in operation forthe past 53 years, is by far the most unfortunatecut back since that was the only facility whichspecialized in the treatment of tuberculosis andwhich boasted the best natural as well as man­made advantages for the prolonged care of tuber­culosis patients.

The location of the Fort Stanton hospital af­forded the cool and dry climate so important tothese patients and because the recovery from TBinvolves such a long period of time, the individualcottage housing system had been developed, givingthe patients a feeling of "home" rather than thatof an institution. The men undergoing treatmentthere have been moved mostly to San Franciscoand New York in the face of urgent pleas from allfactions of the maritime industry to keep the FortStanton Hospital open.

Budget for Research Also Cut

Of even more serious proportions is the slashin the budget of funds which doctors attached tothe U. S. Public Health Service have used to fighttheir spectacular battle against venereal disease.The fight had reached the happy point where bothsyphilis and gonorrhea were about to be wiped outcompletely. Now the program is to be cut backsharply.

Congress, apparently taking the term "miracledrug" for tuberculosis literally, has also choppedmany dollars off of the appropriation for TB Re­search. Unfortunately, the "miracle drugs" belietheir name and while they offer great hope for thevictims, they have not as yet effected either a pre­ventative or a cure and leave much work to bedone.

The net result of this penny pinching move ofCongress and the newly organized Department ofHealth, Education and Welfare in a phoney effortto demonstrate a balanced budget to the voters,

[ 8]

will eventually backfire and cost the public manytimes more than the minute saving made possibleby this curtailment. If funds are not available forstudy and control of diseases, the funds will haveto be found later to care for the increased numberof patients and their dependents.

There are undoubtedly many places in Govern.,ment where cuts can be made in unnecessary:spending. The vital phases of the U. S. PUblicHealth Service program should not in our opinion:be the chief victim of the budget cuts. -

The Administration which is now baiting the'hook for 1954 votes would do well to realize thatto the vast maj ority of American citizens, thepledge of the Administration to maintain and expand the national welfare benefits is of vastly morimportance than these efforts toward a temporarilybalanced budget.

The follo~ving letter ~vas reoeived by Looal No.15, New Orleans, whose offioers and members hwaged an an·out fight to save the Fort StantHospital:

June 10, 1953.GENTLEMEN:

The United States Public Service has closed ttuberculosis hospital at Fort Stanton, N. MThe U.S.P.H.S. claims that it had to close dothis hospital, the only one available to tuberculaffiicted merchant seaman in a dry and coolmate, on account of "economy.",j

Because of this the General Welfare Commiof the U.S.P.R.S. Hospital, Fort Stanton, N. Mis also dissolved.

I wish to inform you of-this fact and hopeyou can let all the officers and crews of all veyou own, operate, or charter know this fact, t

It is the wish of the entire patient body texpress their deepest gratitude for the veryand generous cooperation you and all your sofficer's and crew's have shown through theyears to the tubercular merchant seaman hosized here.

Respectfully yours,M. R. LEE, Chairman,General Welfare CommitteeU.S.P.H.S. Hospital for Tubercular

men, Fort Stanton, N. Mex.

Parrot Talks Turkey

Sir Miles Thomas, chairman of theOverseas Airways Corporation, asked a .buy a parrot for him in Africa. The pIand gave the bird a little coaching, SO thaarrival in London it could say: "More paYcrews."

THE MASTER, MATE AM

,anylible, forlaveabel'

M. M. & P. Hall Now OpenFor Business in Tampa, Fla.

About two months ago, the membership of LocalNo. 4 in Mobile, Ala., voted by an overwhelmingmajority to sanction a branch in Tampa, Fla.

The offices, located in Rooms 301 and 302 of theGreyhound Bldg. in Tampa, are open for businessand welcome all of the Brothel"S who happen to bein the Port.

Capt. J. R. Holland was appointed Representa­tive of the Tampa Branch by Secretary P. L.Mitchell of Local No.4, Mobile. His name will goon the ballot this coming Fall for election alongwith the other elected officials of Local No.4.

The Hall is equipped with facilities for the, brothers to spend leisure time while in Tampa.,'. Brother Holland has up-to-the-minute information

'about the Organization's affairs and will be happy'to help any brother straighten out a beef while in'$he Port of Tampa./' ----

terl1ational HydrographicBureau Meets in Monaco

.iSailormen's age-old dreams of one day setting-( on their voyages with fuII and accurate in­mation of the seas they must cross approachlity nowadays, thanks to the little-publicized• rnational Hydrographic Bureau in the tiny-cipality of Monaco.he Bureau, of which the United States and 27I' countries are members, recently met in its

conference. Founded in 1921, its highpse is "to render navigation easier and saferI the seas of the world."';does this in many ways. Among them, it

standardization of charts and other navi­al aids issued by the various maritime na­It serves as clearing house for information

omes to it from members, and it uses itsbftices in such important undertakings asrrent effort to coordinate the geodetic gridsthe high seas.

al cooperation between seafaring statesaratively new. Jealous of rivals for com-

and colonial empire, nations traditionalIy,cret the information picked up by their

t sailors and their navies.Pathfinder of the Seas," U. S. Navy Lieu­

atthew Fontaine Maury, was one of therealize that steam vessels would soon

he world areas, and that mariners would.f be able to go it alone. In 1853, he suc­

getting representatives of 16 nationsn Brussels to evolve a common plan for

and recording ocean winds and cur-

Let's Build A ShipBy BERNARD CHERRY

Oh, let's go out and build a shipto ride on the rolling sea,To ply its trade where man has madeA home for you and me.Let's build it well to ride each swell,Through monsoon and through rain,Make it withstand the wintry handof ice and hurricane.

'Let's take our lives our hopes, our dreams,And put them in this craftTo give it life to meet the strifeThat may strike from fore or aft.We put a heart within its hullTo throb and push it on,And paint its face and give it graceTo ride into the dawn.

The meeting produced results and paved theway for future ones. One of the most importantwas the gathering of 1912 in St. Petersburg, nowLeningrad, where it was agreed that Greenwichtime would be the world standard. The Inter­national Congress of Navigation held numerousconferences between 1899 and 1912.

Navies in World War I had so much troubleunderstanding each other's hydrographic publica­tions that the British and French called a con­ference in 1919 to straighten things out. Fromthis 24-nation session, held in London, came theInternational Hydrographic Bureau, given ahome in Monaco by the late Prince Albert 1.

Work of the Bureau today is particularly fas­cinating where it deals with the latest navigation­al inventions. Among these are radar, loran, anddepth finding by echo.

Like so many other international institutions,however, the Bureau is frustrated by the cleavagebetween East and West. Only one Iron Curtaincountry-Poland-is a member. It did not senddelegates to the recent conference.

[91

Ii

!"i,I,"nif"1~

IIII,III

NMU Raids as Barge Lines

Merge; MM&P Asks Injunction

On July 1, 1953, the Central Barge Company ofChicago was merged into the Mississippi ValleyBarge Line Company of St. Louis, producing onelarge inland waterway transportation system ex­tending from Pittsburgh to New Orleans, northto the Twin Cities and, by way of the Illinois River,to the Chicago area. The new concern will carrythe name of the Mississippi Valley Barge Line Co.and the combined facilities, totalling about 30 tow­boats and about 415 barges, including tank, drycargo and open hopper carriers, will have operat­ing rights of 4,300 miles.

The companies gave as chief reasons for themerger, the necessity to provide for easier ex­change of equipment and diversification of opera­tions. Also the fact that equipment used by Cen­tral Barge on the Upper Mississippi will be ableto operate in other areas in the four months whenwater transportation on the Upper Mississippi isclosed down by winter.

In the Interstate Commerce Commission's ap­proval of the merger, the stipulation was madethat such merger would not affect the employesinsofar as any labor representation in effect atthat time.

Since the completion of the merger, making theCentral a part of the operating company under thename of the Mississippi Valley Barge Line, themates of the Central Barge· Line who have his­torically been Masters, Mates and Pilots, have beenconfronted by the N. M. U. officers and told torelinquish their membership in the M. M. & P.and join the N. M. U. in accordance with the con­tract held between the Mississippi Valley BargeLine and the N. M. U.

The existing contract under which the Masters,Mates and Pilot's members were working had anexpiration date of July 1, 1953, and until that timethe company honored that contract in accordancewith the decision of the 1. C. C.

Several letters were sent out from the N. M. U.office to our M. M. & P. members by the NMUofficials threatening to exercise the 30-day clauseregarding union membership which is containedin their NMU contract. After several meetingswith the Mississippi Valley Barge Line officials, atwhich time the N. M. U. officials were invited tosit down and work out a satisfactory solution tothis problem, it was decided that in order to pro­tect the interests of the M. M. & P. members in­volved, Local No. 28 in St. Louis would take stepsto endeavor to seek an injunction against theN. M. U., looking forward to direct action whichwould solve the problem once and for all.

Since cases of a parallel nature handled in thecourts indicate that our case is well-founded on the

[ 10 1

basis of the requirement o~ a. supervisor being;forced to belong to an orgamzatlOn not of h'S OWn!choosing, coupled with the fact that a supervisor i

automatically loses his status, morally and other.wise, when required to belong to an organizationcomposed of a majority of non-supervisory em.ployes.

At this writing, legal action is being institutedin behalf of the Masters, Mates and Pilots by thefirm of Milton Goldstein, Proctor in Admiralty inst. Louis, Mo.

Berths for Ship's Officers on Great Lakes

CAPT. JOHN BISHOP, Secret"ry-Tre"s'!I1'e1'National Organization Masters,

Mates and Pilots of America1420 New York Avenue, N. W.Washington 5, D. C.

Dear Sir and Brother:

The employment situation On the Great Lakesas far as licensed officers are concerned, is gettingpretty drastic. There are just not enough officersto fill the jobs that are open.

Names and addresses of any unemployed officersthat you know of that have a Great Lakes licemeor even a Lake Michigan license, would be great!appreciated.

The condition has never been as pronouncedas it is now and I think it will be a great factin increasing OUr membership.

Hoping to find you in the best of health, I remain,

Fraternally yours,CAPT. ROLLA R. JOHNSON,

Vice President,Great Lakes District,N. O. M. M. &P. of A.

Japan Overtakes United States AsWorld's 2nd Largest Shipbuild

Japan ousted the United States as the worlsecond largest shipbuilder in the third quarter1952, L10yds Shipping Register has announced.

Britain-building more than one third o~world's shipping-held first place, the reg1

said. But Japan's 602,500 tons unclel' consttion pushed the United States down to third pIa

Japan's total was an increase of 146,867 torepresenting 82 ships or 10.29 per cent of WO

construction. .Britain and the United States, both were bU

ing a smaller tonnage in September than tmonths previously.

Britain's 2,062,482 tons, representing 343 swas 35.17 per cent of world construction. It cpared with 2,072,241 tons in the previous qua

THE MASTER, MATE AND pi

For A Better America

For All of Us!

[ I I 1

Vote!

to join L. L. P. E.The other half is

1954-possibly in

Register!

Give your dollar for

LABOR~S LEAGUE FOR POLITICAL EDUCATION~A. F. of L.

through any M. M. & P. local office.

Contribute!

Lahor's League for Political Education was formed by theAmerican Federation of Labor to carry out the non-partisan

political progl'um of the A. F. of L.L. L. P. E. conducts a year-round educational program '.1:0

acquaint AFL members and the public with political issuesand records of public holders.

L. L. P. E. supports candidates on the basis of their records-not their party labels.

L. L.' P. E. membership is voluntary and open to all AFLmembers upon whose individual contributions all of 'lite

L. L. P. E. election' activities depend.Public schools, fair labor laws, social security for widows

and old people don't just happen. Good laws are enactedby good lawmakers.

We have nobody but ourselves to blame if selfish interestsfinance the elections of men opposed to the welfare of the

ordinary citizens of this country. As strong as our collec­tive bargaining contracts are, they can be nuI!ificd over-

night by legislation now being considered in Congress.L. L. P. E. believes that if the people have the facts they

will vote to keep our country free, prosperous and strong.One hundred million dollars were spent iu the 1952 elec­

tions. But, AFL members contributed through L. L. P. E.only 250 thousand dollars, or ;4 of one per cent of the

lolal. No wonder an anti-labor Congress was elected.To win, any candidate needs money for TV, radio and

pos!age•. Labor's friends can't expect reactionary support.But lhey have earned our support.

• One-half of the dollar you contributeIS sent back to your state L. L. P. E.

reserved for the most critical elections in;-)'our slale.

year from now is too late. Election campaigning startsrly next Jear. To elcct your friends your dollar isded NOW!

Only Two Reminders Left of Yukon's Glory

Years ago, as many as fifty river boats used to ply Alaska's Yukon and Tanana Rivers. Now only two operate on'"the rivers, both operated by the Alaska Railroad. They serve villages and defense installations along the inland water."courses from May until late September. Shown here is the "Nenana," which runs from the railroad port of Nenana as's

far as Marshall, 800 miles away. on the lower Yukon River.__t,

Amendment to MerchantMarine Act Is Endorsed

Congressman Jack Shelley of California has in­troduced H. R. 4731 into the House of Repre­sentatives which proposed to amend Section 901of the Merchant Marine Act of 1936 as amended(U.S.C. title 46, sec. 1241) amended by addinga paragraph as follows:

"Waterborne cargo of passengers under thecontrol of the United States Government shall betransported in privately-owned and/or operatedvessels documented under the laws of the UnitedStates to the extent of the capacity and abilityof such vessels to perform and services requiredand at fair and reasonable American rates andcharges.

"Any shipping services performed by govern­ment-owned or operated vessels shall be auxiliaryand supplementary to such services as are beingor can be supplied by privately-owned and oper­ated American vessels. Nothing herein containedshall impair or threaten the national security ofthe United States."

The bill has been referred to the House Commit­tee on Merchant Marine and Fisheries.

Senator Warren Magnuson, Washington, haspreviously introduced a similar bill, S. 1439, de­signed to protect privately owned American ship­ping by cutting down the competition by theMSTS. His bill would require that where privatelyowned U. S. vessels are being maintained on es­tablished routes with regular and frequent sailingthe armed services, with certain exceptions, shall

[ 12]

use them for the transportation of commoditiet,and civilian personnel.

The Masters, Mates and Pilots Organization ex!pressed concern for this development almost fromthe inception of the Military Sea TransportationService. From the beginning it was obvious thathe federal government was fostering the gro\of a large merchant fleet which operates in dircompetition with the privately-owned fleet. Evein times of emergency, the civilian merchant flhas been able to supply the needs and in slaetimes of shipping such as now the aggressive eo .petition for both cargo and passengers is a seriothreat to the privately-owned fleet.

At the present time, with more and more shibeing laid up for lack of cargo, the MSTS is opeating 200 vessels themselves and another 100 shiare being operated by the National Shipping A;thority for MSTS account. .

We heartily endorse this proposed legislati

"The Use of Radar at Sea"

Published under the authority of the Instit.of Navigation, this book has been written bydifferent authors, all acknowledged authoritiesthe subject. The book was produced to meetneed for a comprehensive treatment of the i

of radar at sea. Intended to help the seago,user and as a manual of instruction, it will begreat value to anyone who is concernedmarine radar.

Well illustrated, the book is available at D'OlNostrand Company, Inc., New York at $6.5 ;

rHE MASTER, MATE AND pI

Oldest Known Cargo Ship Now Being RaisedA National Geographic Society expedition in

the Mediterranean Sea off the southern coast ofFrance has discovered and is now raising the old­est known cargo ship in the world, a Greco-Romanvessel sunk in the third century before the birthof Christ.

Already, Aqualung-equipped divers of the Na­tional Geographic-Calypso Marine ArchaeologicalExpedition headed by Capt. Jacques-Yves Cou­steau have brought to the surface one of therarest finds of archaeological treasure in recentyears.

'Almost 1,000 large amphoras-pottery vessels.used to carry the liquid cargoes of the ancients­. !lave been recovered. Some, still corked, contained

... wine more than 2,100 years old.From the sea the expedition has also taken 1,400

:, ·pieces of fine export dinnerware, probably fromthe Greek province of Latium, now Campania,taly..Professor Fernand Benoit and archaeologistsssigned to the undersea explorers by the French. inistry of Education have dated the sinkingf the nO-foot, 600-ton ship as around 230 B. C.. ode letters on the amphoras told them the boat.d cargo were owned by one Marcus Sestius.Much already is known of this merchant. Rec-

JATONCANVAS

DECKSNo Painting

TARPAULINSNo Re-waterproo/ing

BOAT COVERSNo Holes

AWNINGSNo Bltrning

<;UARANTEED-REPAlRS FREE..,rme Canvas Supply Corporation,700-6 Court Street, BROOKLYN

} ,New Orleans, Boston and Sun Francisco

T. A. O'NEIll, President

ords survive to show that he was a Roman whowas naturalized a Greek citizen in the year 240,and who made his headquarters on the GreekIsland of Delos. Pitus Livus wrote of him as a"powerful pqlitician" sent to prepare Greece forRoman conquest.

The ship was scheduled to be cleared of cargoand mud by this summer.

"Then we will raise her," Captain Cousteausaid. "We plan to duplicate her exactly and ac­tually sail her on her last course-Delos to Latiumto the scene of her foundering-using only rep­licas of her' original fittings, rigging, and naviga­tional instruments."

Captain Cousteau conferred in Washington re­cently with the Research Committee of the Na­tional Geographic Society.

The Research Committee agreed that the Cou­steau group will finish its work on the ancientship before starting on an extensive around-the­world oceanographic expedition, of which theSociety some months ago announced its support.

The Marine Archaeological Expedition also hasthe support of the French Navy, Education Na­tional and the City of Marseille.

Telephone BOwling Green 9·6274

PRUDENTIALSTEAMSHIP

CORP.

17 State Street

NEW YORK

[ 13]

THE MASTER, MATE AND ~_

Case of Vessels ConvergingIs Cited by the Coast Guard

There recently was a rare case of near collisionbetween two United States vessels approximately100 miles off the eastern seaboard which presents apointed lesson to be borne in mind by every watchofficer entrusted with a vessel.

The case referred to occurred when the mate onwatch aboard a large passenger ship negligentlyfailed to act with prudence to safeguard his vesselits cargo, and the lives of trusting passengers o~board. For that matter, he failed to take thestandard precautions expected of watch officerson vessels underway when he found himself in acrossing situation where his vessel was the bur.dened vessel and the other vessel was a UnitedStates naval vessel privileged under the Interna.tional Rules of the Road.

Shortly after midnight on a dark, clear, nightwhen the passenger ship was proceeding througthe calm, ocean waters on an easterly course at aspeed of 22 knots, its radar picked up a targetbearing 1760 True at a distance of 30,000 yardswhich later proved to be the privileged naval vesel heading in a northeasterly direction at a speeof 27 knots. This was at 0047. Just about thsame time, the naval vessel made radar contawith the burdened vessel and found her to34,200 yards distant on a true bearing of 356'.

Subsequent bearing taken by the respectiwatch officers showed the two ships were on coverging courses approaching each other on a costant bearing at a closing range rate of 18 knoThat this was a crossing situation withinInternational Rules of the Road and that the naYvessel was privileged must have been apparentthe watch officers on the crossing vessels as tpassenger ship had the other vessel on her sboard hand and the two were steering convergicourses which were closing them on a constabearing.

Investigation showed visual contact was eslished when the vessels were approximately .miles apart and that, at this time, the navigatiosituation with respect to "burdened" and "PI'leged" was fixed. If the passenger vessel'sperchance assumed the man-of-war would "sthem" and then shear off, it was an Ul1l'easonassumption under the circumstances. The vdid exchange routine greetings by blinker IV

they were about five miles apart but ceased cled°so when the distance between them had clos:about 3.5 miles. In closing this exchangewatch officer on the naval ship had replied, "Ntive~ We have you on a collision course," topassenger vessel's inquiry as to whether orher course and speed were satisfactory.

It was some five minutes after this, at O.when there were but two or three minutes re .ing.to act, the range having closed to a mere;

[ 14 ]

HEARING?

COURT OR

Telephones:

San Francisco--YUkon 2-4040Alameda-LAKehurst 2-1076

IN CASE OF

Capt. ROY E. NEILL, Agt.220 Montgomery StreetSan Pr-ancisco 4, Calif.

Please send me details of policy.

Name Age .5.S Capacity Pay .Steamship Co. . .License No Grade Port of Issue .Permanent Home Address .

1tI~ there is a casualty, regardless of who isat fault, you officers must take the blame.And this frequently results in your license being sus­pended, if not revoked.A tested type of insurance ... issued only to Americanmerchant officers . . . offers these benefits in event 01such a shipping casualty:

1. Legal assistance at the investigation or trial.2. Protection against loss of wages, should your

license be REVOKED or SUSPENDED.3. Protection against loss of the difference in

wages should your license be reduced to alower grade.

4. Protection against loss of personal effects andinstruments from shipwreck.

These special policies are underwrittenby a group formed by four of America'soldest and most prominent insurancecompanies: JEtna Insurance Co., Auto­mobile Insurance Co., Hartford FireInsurance Co., and Home Insurance Co.World-wide protection against such cas- if;

ualties that can bappen to all who follow the sea.

147 FULTON STREET(Near Broadway)

A.ltemtions completed in.3 hours when necessary.

of the SEAMEN'S CHURCH INSTITUTE ef NEW YORK25 South Street, New York 4, N. Y•

BOwling Green 9-2710

Founded 1916

Licensed by the State of New York

COURSES FOR ALL GRADE LICENSES-Dock and Engine

NEW YORK HARBOR PILOTAGE

this case there was continued inaction on themate's part for a period of about 45 minutes whichwas followed by a desperate maneuver to avoidcollision some three minutes in time from thecalculated intersection of the course lines whendanger of collision was imminent.

But for the timely action on the part of the navalofficer aboard the privileged vessel, there mightwell have been a disastrous collision. In correctlyand prudently evaluating the situation as onewhose resolution required action on the part ofthe privileged vessel in order to insure success,the naval officer displayed a fine example of sea­manship, for which he is to be' commended. Byaltering his course to starboard when danger ofcollision became imminent he executed a'perfectmaneuver: No other maneuver could have beenmore appropriate, since no move, or failure tomove, on the part of the privileged vessel couldnegate its effect of opening the range. Needless tosay, his was an unenviable position. Bound by theRules to hold course and speed until danger of col­lision became imminent, having warned the othervessel her course and speed were unsatisfactory,there was little left for him to do but helplesslyhope that the other watch officer would awaken tohis responsibilities in time. Quite possible he vis­ualized the gasping, burning hulks of the no longerspeeding vessels sliding to the ocean depths amidthe tortured cries of desperate people leaping intothe hungry waters to thrash out their finalmoments.

Though there may be a tendency toward laxityon the part of watch officers having sailed numer­ous uneventful trips, it cannot be overemphasizedthat when on duty a watch office is in effect the"eyes of the ship" and, as such, is responsible tothe captain for the safe operation of the vessel.Moreover, it must be just as apparent that in orderto live up to this responsibility there is a specificduty to carry out standing orders, to faithfullyobserve the Rules of the Road, and to keep thecaptain informed at all times of situations whichmay lead to a disastrous casualty. - Me,-chantil/la,-ine Council, U. S, Coast Guard.

[ 15 J

SEMI·PRIVATE TUTORING

MERCHANT MARINE SCHOOL

Instructions to unlicensed personnel (Deck and Engine) for

endorsements to their certificates.COrtland 7-3323

HILT

•

•

Uniforms Inc.MARITIME SERVICE

STEAMSHIPOFFICERS' UNIFORMS

CIVILIAN CLOTHES

mplete line of Blue, White, Slate,nnd Khaki ~nits, Caps, Devices,

e Stripes, and Insignias are avail·t nIl times for immediate delivery.

ALL

yards, that the passenger ship's watch officer hadhis helmsman put the wheel over to left, fullrudder, turning the ship in a complete circle to the'left, In the meantime, the watch officer aboard thenaval vessel, apparently conscious time to act wasgrowing short and in doubt as to whether theother vessel would act in time, or then act cor­rectly, when informed the range had closed to 900yards, prudently altered his course appreciably tostarboard in order to open the range between the

'two ships and to put the other vessel astern ofhim, Thus, the nearly concurrent action of bothwatch officers avoided a disastrous collision,.. It is difficult to understand the continued lackof action on the part of the mate on watch, espe­ciaily since the situation was clear cut, remainingsubstantially the same from 0047 to 0131, andthere being unlimited sea room to starboard and

:"to port. The mate should have realized that he"'vas duty-bound to act reasonably when the risk'{'of collision was determined to exist. Generally,,fisk of collision is deemed to exist when two ves­\'}ls are on converging courses and constant bear­'ng, while danger of collision is deemed to exist'hen, the vessels have approached so, near eachther and upon such courses that by departure'fom the rules of navigation, whether from want

ood seamanship, accident, mistake, misappre-sian, or otherwise, a collision might occur. In

mIy,a~h

Frauds by Maritime TradersHurt U. S. Defense Programs

(Continued from page :2)

deeds but they persist and some have even shownopen defiance to their own nation's laws. Greeceand Panama have put into effect laws and regula­tions prohibiting trading or calling at Red Chinaports. Panama, who invited registry of AmericanShips, is revoking registry of vessels dealing withRed China in violation of the United Nations' em­bargo policy.

There has been enough publicity leak out aboutthese unworthy individuals who have parlayed itfew rusty Liberty ships into fabulously large fleetson profits gained from the post-war boom and il­licit trading with America's enerMes to give the en­tire American maritime industry an unsavoryodor. This is exemplified by a speech in Congressby Senator Paul Douglas of Illinois who said thatthe government has spent $200,000,000 on shipsubsidies in recent years and "the whole thingreeks with fraud."

It has been proven to the American public in thelast two world wars that in time of war the mer­chant marine is the Fourth Arm of Defense andthat without a strong merchant fleet our countryis limited in its war effort. The present admin­istration has ordered, as a necessity, an economy­sized military budget. The maritime industry andinterested parties should be doubly cooperativeand vigilant in exposing any waste and fraud thatwould endanger or upset this objective.

Weak Merchant Marine Fleet

It is obvious that anyone who, through fraudor otherwise, weakens Or detracts from our Ameri­can merchant marine will have helped to knockout our military potential that is opposing the So­viet Union. They will have done the very thingwhich is the obvious military objective of Commu­nist Russia.

How does this bear upon our destined positionas a leader of aJl free nations? It simply meansthat if such frauds are aJlowed to continue ourpotency as a world leader nation will be neutral­ized and the Soviet Union rather than the UnitedStates might gain the upper hand. The UnitedStates cannot close her eyes to the fact that as aleader nation it is necessary to stop anything thatassists the Communists in their aggressions.

Therefore, from now on we must judge ourpartners, allies and citizens by their actions in fur­thering our cause in the death struggle with Com­munism. If these allies and individuals continueto bolster their economy and fatten their pursesthrough trade with Red countries they cannot beconsidered as friendly to our way of life and mustbe branded as coJlaborators and feJlow travelersof the United States' Red enemies.

[ 16]

Inland Agreements(Continued from page 1)

ing in the San Pedro and Long Beach Harbor arwhich grants an 18c per hour increase to the catains who are represented by Local No. 18.

The revised agreement between MM&P LacNo. 18 and the San Pedro Tugboat Company prvides wage increases as foJlows:

M'Old Rate ll1in. Str. Time Hourly Rates 0

Eff· 411/58 4/1/54 411/55 R.Captains . . . .. $2.05 $2.22 $2.35 $2.46 $3 .Mates 1.83 2.00 2.09 2.19 2'

The new agreement also provides for a grad;decrease in the work-week from the 48 hours"the 1952 agreement to 44 hours per week co'mencing April 1, 1953-42 hours per weekApril 1, 1954, and 40 hours per week effective'April 1, 1955.

The agreement contains an escalator clause pviding a 5 per cent wage increase or 5 per .,decrease with each 5 per cent fluctuation in:U. S. BLS report starting with the March 15,1index. Wage reviews are provided onceyear upon thirty days notice.

Membel's who are employed with this comare covered with provisions of a Welfarealmost identical to the Pacific Towboat and'vage Co.'s plan.

Local No. 40, San Francisco, reports substar.

gains in wages for members employed biGolden Gate Scenic Steamship Lines, Inc.,;also with the Shipowners & Merchants ToCompany.

The Golden Gate Scenic SIS Lines agreeme.eludes the foJlowing wage increases: .

Old Rates NC1V RaCaptains ..... $438.50 per month $460.43 per;

19.93 per day 20.92 per2.49 per hour 2.62 per::3.73 oft rate 3.93 olt

Pilots. . . . . . .. 320.91 pel' month 336.96 per;14.58 per day 15.32 per'

1.82 per hour 1.92 per:?2.73 oft rate 2.88 oltl

The new agreement with the ShipownMerchants Towboat Co., Ltd., provides inas foJlows:

Master from $625.00 to $642.50 pel' month.1st Mate from $462.00 to $477.00 per month.2nd Mate from $412.00 to $427.50 per month.

The new Sunday and Holiday and Penis $11.17 and the increase also includs ain the overtime rate to $2.60 per hour.

M&MP members employed by the Algi.lic Service Co., on the New Orleans to Algiferriers were forced to strike before thewould come to any terms on an increasa tie-up of three days, the company cawith a flat 5 per cent increase.

THE MASUR, MAlE

SECRETARIES OF LOCALS

National Organization Masters, Mates and Pilots 'of America

PAST PRESIDENTS

National Organization Masfers, Mates and Pilots of America

LIST OF EXECUTIVESWith Their Addresses-Connected with the

National Organization Masters, Mates and Pilots of AmericaCAPT. J. A. GANNONNational Vice President,Room 14. Ferry Bldg., Sun Ft'uncisco. 11. Calif.

GEORGE HAVILANDApprentice Vice President,521 West 51st St., New York 19, N. Y.

CAPT. JOHN M. BISHOPNational Secretary-Treasurer, .1420 New York Ave., N. W., Washington 5, D. C.

CAPT. FRED C. BOYER (1930 to 1936), Philadelphia,Pa.

CAPT. JAMES J. DELANEY (1936 to 1944), Jersey City,N. J.

CAPT. H. MARTIN (1944 to 1946), New York, N. Y.CAPT. E. W. HIGGINBOTHAM (1946 to 1948), Mobile,

Ala.CAPT. .c. F. MAY (1948-1952), San Francisco, Calif.

CAPT. B. T. HURSTDistrict Deputy, Norfolk Area,600 Portlock Bldg., Norflok 10, Va.

CAPT. HAROLD T. LONGMOREDistrict Deputy of the Panama Canal,P. O. Box 493, Balboa, Canal Zone

Apprentice Local, No.1

RAYMOND MALEY105-7 'Washington St., New York 6, N. Y.

Apprentice Local, No. 2

CAPT. B. T. HURSTRm. 600, Portlock Bldg., 109 W. Tazewell St.,

Norfolk 10, Va,

Apprentice Local, No. 3

E. A. ADAMS725 Cotton Belt Bldg., 408 Pine St., St. Louis 2, Mo.

Apprentice Local, No.5

CAPT. PHILIP THORPE100 Seward Ave., Detroit 2, Mich.

23. CAPT. CURTIS B. MOSLEYColumbia River Bar Pilots, Foot of 11th St.,

Astoria, Oreg.

24. CAPT. JOHN CASCONERoom 5, 204 East Bay St., Jacksonville, Fla.

25. W. H. GRIFFITH601 Wabash Building, Pittsburgh 22, Po..

27. CAPT. J. W. WATSONP. O. Box 1422, Balboa, Canal Zone

28. E. A. ADAMSRoom 725, Cotton Belt Bldg., 408 Pine St., St, Louis 2,

Mo. (Phone; CEntral 1836)

30. CAPT. W. C. HBARONP. O. Box 601, Balboa, Canal Zone

36. CAPT. W. L. WALLS40 East Bay St., Savannah, Ga.

40. CAPT. J. A. GANNONRoom 14, Ferry Bid!::"., San Francisco 11, Calif.

47. CAPT. PHILIP THORPE100 Seward Ave., Dett'Oit 2, Mich.

74. CAPT. WM. SANTOSc/o Pilots' Office, 2 North Adgel's Wharf, Charleston, S. C.

88. CAPT. A. E. OLIVER105-107 Washington St., New York 6, N. Y.(Phone: Whitehall 3-0740)

89. CAPT. L. E. HAWKINSc/o Pilots' Office, Bulkhead Piel' No.7, San Francisco,

Calif.

90. CAPT. J. A. CROSS209 California St., San Francisco 11, Calif.(Phone: Garfield 1·8177)

1. CAPT. GEO. EISENHAUER105-7 Washinrrton St., New York 6, N. Y.(Phone: Bowlinrr Green 9-4766)

2. WILLIAM MISUNAS2,10 S. Third St., Philadelphia 6, Pa.

3. CAPT. C. DmMooy829 Pavonia Ave., Jersey City 6, N. J.(Phone: Henderson 5-6679)

4. CAPT. P. L. MITCHELLP. O. Box 540, Mobile 4, Ala.(Phone: 2~1294)

5. CAPT. EDWARD E. DAVIES86 Weybosset St., Providence, R. I.(Phone: UNion 1_4519)

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

8. MR. WM. BAILEY81<1 InS\lrance Bldg., Seattle 4, Wash.(Puget Sound Pilots' Association)

CAPT. FLOYD T. GASKINSRm. 600, Portlock Bldg., 109 W. Tazewell St.,

Nornok 10, Va.

CAPT. R. D. LURVEY330 Atlantic Ave., Boston, Mass.(Phone: HAncock 5561) .

CAPT. F. J. WHITE3764·36th St., San Diego 4, Calif.

CAPT. A. M. GOODRICH1029 E. Baltimore St., Baltimore 2, Md.(Phone: PEabody 6854_6853)

CAPT. C. H. HANSEN419.23 Grnvier St., New Orleans 12, La.(Phone: Raymond 9266)

CAPT. F. W. SMITH221 East Burnside St.Portland 14, Ot·eg.

CAPT. ALBERT J. CARLTON.10f Ldabor Temple, S. W. 4th and Jeffet·son Sts., Port-

an ,Oreg. (Phone: ATwater 0107; Ext. 303)',CAPT. F. C. MEYER

2G9 La Vel'ne Ave., Long Beach 3, Calif.CAPT: HAROLD WILSON

llox 103, Gardiner, Oreg.

>4AP'f. CHAS. R. KERTELL, .. 07 I.: 21st St., Galveston, Tex.

APT. J. RICHARD SMITH';t/o Sandy Hook Pilots, 24 State St., New Yorlt, N. Y.

CAPT. FRANK H. WARD (1887), New YorkCAPT. GEORGE S. TUTHILL (1888), Brooklyn, N. Y.CAPT. WM. S. VAN ](UREN (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. PRUETT (1908to1929), Brooklyn, N. Y.CAPT. HORACE F. STROTHER (1929 to 1930), Pied-

mont, Calif.

CAPT. C. T. ATKINSNational President,105-107 Washington St., New York G, N. Y.

CAPT. C. F. MAYFirst Vice President,20D California St., San Francisco 11. Calif.

CAPT. R. D. LURVEYNational Vice President,330 Atlantic Ave., Boston 10, Mass.

CAPT. LEON COHFJNNational Vice President,240 South Third St., Philadelphia 6, Pa.

CAPT. H. M. STEGALLNational Vice President,.I1D-23 Gravler St., New Odeans 12, La.

CAPT. PHILIP THORPENational Vice President,100 Seward Ave., Detroit 2, Mich.

Marine SISgL

Archie "Uln Winkle

Medal 0/Honor

..~

Now E Bonds pay 3 % ! Now, improved Series E Bonds :,-tart pay·ing interest after 6 months. And average 3% interest, compoundedsemiannually when held to maturity. Also, all maturing E Bondsautomatically go on earning-at the new rate-for 10 morc years.Start investing in Series E Bonds through the Payroll Savings Plan:you can sign up to save as little as $2.00 a payday if you wish.

* * *

ATTACKING IN DARKNESS, a superior Red force hadn smashed through B Company's defense line, nearSudong. Staff Sergeant (now Second Lieutenant) VanWinkle's platoon lay pinned under murderous fire. Theentire Company faced destruction.

Passing a command through his platoon, the sergeantleaped from cover, led a desperate rush against the enemy.A bullet shattered his left elbow, but he kept going. Theleft·f1ank squad got separated. Sergeant Van Winkle dashed40 yards through heavy fire to bring it in. An explodinggrenade seriously wounded his chest. Still, lying on theground, he continued to direct the fighting.

Finally he was evacuated, unconscious from loss ofblood; but the breakthrough had been plugged, the Com­pany saved.

"I found out firsthand," says Sergeant Van Winkle."that the Reds respect only one thing-strength. But Amer­ica has plenty, thanks to our armed forces who serve in thefield-and good citizens at home who invest in our country'sDefense Bonds! I believe in Bonds-as savings to protectmy family and as strength to protect my country. I ownthem-and I hope you do, too 1"

The Reds Broke Through

Peace is for the strong! For peace and prosperity save with U.S. Defense Bonds!

The v. ~'. GOl'H,,"l('Ut dO~S 1lot "I'll!! for t/lis mtllertfsemCut. It is ""mILCI by this publlclltloll ill coopm·otl011 Witl, tile ,tcillertising Council "'Id tile Mo.ga::fnc Publisher.. "f .1,,,,·ril<l.