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British Merchant Navy Hits Snags

No.5

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MAY, 1947

In TI.is Iss..,e

Tribute Paid Andrew Furuseth

Capt. John Scully Taken hy Death

Vicious Anti·Lahor Bills Attacked

Vol. X

LIST OF EXECUTIVES'Vith their Addresses-Connected with the

National Organization Masters, Mates and Pilots of America

PAST PRESIDENTS

National Organization Masters, Mates and Pilots of America

SECRETARIES OF LOCALS

National Organization Masters, Mates and Pilots of America

CAPT. E. W. HIGGINBOTHAMNational President,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 '£hinl St., Detroit 26, Mich.

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

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

CAPT. FnANK H. WARD (1887), New York.

CAPT. GEORGE S. TUTHILL (1888L Brooklyn, N. Y.

CAPT. WM. S. VAN KUREN (1889-99), Albany, N. Y.CAPT. WM. S. DURKEE (1899 to 1901), Boston, Mass.

CAPT. JOHN C. SILVA (1901 to 1908L Boston, Mass.

CAPT. JOHN H. PRUETT (1908 to 1929), Brooklyn,N. Y.

1. CAPT. J OS. L. McREA15 Moore St.• New York 4, N. Y.(Phone: Bowling Gl'een 9-4766)

2. CAPT. L. L. DERRICKSON2,10 S. Third Sot., Philadelphia 6, Pa.

3. CAPT. C. DEMOOY829 Pavonia Ave., Jersey City 6, N. J.

4. CAPT. E. W. HIGGINBOTHAMP. O. Box 54.0. Mobile 4. Ala.(Phone 2·1294)

5. CAPT. H. M. ANGELL24 Ninth St., East Providence. R. 1.(Phone~ E. Proviclence 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. HURSTRm. G01, Portlock Bldg., 10!:' W. Tazewell St.•NorIolk 10. Va.

11. CAPT. R. H. ROBERTS, Acting Secty.No.5 Rowes Wharf, Boston 10. Mass.

12. CAPT. E. V. HAVILAND2·17 "B" A\·e.• Coronado, 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 9266)

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

17. MR. WM. O. FISCHER225 Governor Bldg., 2nd & Stark 8t5., Portland 4, Oreg.(Phone: BEacon 6572)

18. CAPT. R. E. COOK1111 West 40th St., San Pedro, Calif.

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

20. CAPT. JOHN YORDT407% 21st St., Galveston, Tex.

21. LOUIS KAUMoanalua Gardens, Honolulu, Hawaii.

22. CAPT. D. L. BEINERTc/o Sandy Hook Pilots, 24 State St., New York, N. Y.

23. CAPT. H. J. SCHROEDERColumbia River Bar Pilots. Foot of 11th St.Astoria. Oreg.

24. LEONARD C. ADAMS1844 Thacker Ave., South Jacksonville 7, Fla.

25. W. H. GRIFFITHIU!} W"h""h Rl1ilrlin,,"_ PHb:hllr,..h ??_ P,L

CAPT. B. T. HURSTN."ltionul 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~st 51st St., New York City

CAPT. WM. J. VAN BURENNational Secretary-Treasurer,15 Moore St., New YClrk 4, N. Y.

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

CAPT. HORACE F. STROTHER (1929 to 1930), Pied­mont, Calif.

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

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

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

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

28. CAPT. L. E. KEPLINGER, Acting Secty.Room 33:1;, Cotton Belt Building,408 Pine Street, St. Louis 2, Mo.(Phone: CEntral 6903)

30. CAPT. C. S. TOWNSHENDP. O. Box 1424. Cristobal, Canal Zone

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

40. CAPT. PATRICK KEARNEY .Room 21, Ferry Building, San Francisco 11. Calif.

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

50. CAPT. THOMAS FAGEN83 East Morris Ave.. Buffalo

51. MR. R. NEWMAN CLARKE739 North BroadwayMilwaukee. Wis.

74. CAPT. LEWIS BURKc/o Pilots' Office. Adgers Wharf. Charleston, S. C.

88. CAPT. W. C. ASH90 West St., Room 213, New York 6. N. Y.(Cortland 7_247:l)

89. CAPT. J AS. P. RASMUSSENclo Pilots' Office. Bulkhead Pier No.7.San Frnncisco. Calif.

90. CAPT. C. F. MAY) President209 California St., San Francisco 11, Calif.(Phone Garfield 8177)

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

15 Moore St., New York 4, N. Y.

Apprentice Local, No.2CAPT. B. T. HURSTRm. 601. Portlock Bldg., 109 W. Tazewell St.,Norfolk la, Va.

Apprentice Local, No. 3CAPT. GEORGE IV1. ANTRAINER!Ill Cotton Belt Bldg.• 408 Pine St., 8t. Louis 2. Mo.

Apprentice Local, No.5MR. LAWRENCE 'vV. HUSTON

9257 Bishop Rd.Detroit 24, Mich.

Appl'entice Local, No. 6CAPT. L. L. DERRICKSON

240 South Third St.• Philadelphia, Pa.

Apprentice Local) No. '7SAMUEL DOWNEY

Honolulu. Hawaii

Official Journal of the National Organization of Masters, MAtes tmd Pilots of AmerIca. Published by the Organization on the 15th of eachmonth at 810·16 Rhode Island Ave., N. E., Washington 18. D. C.

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various jobs on coastwise vessels operating out ofNew York Harbor. However, his labor interestpersisting, he "joined the National Organization

Masters, Mates and Pilots;Harb",r No.6. From thefirst he became active as a"district captain," an officeentailing approach to irateand none too friendly em­ployers. To the districtcaptain fell the task of list­ing grievances and bar­gaining for better wages,job security and shorterhours. Since there wereno hour limits at that timeand low wages and insani­'tary working conditions therule rather than the excep"tion, this task was not easy.The men elected, to districtcaptaincies were regardedas agitators, often black-listed. '

During the century'sfirst decade Captain Scullyand his fellow officersurged amalgamation ofsmall local groups intostronger central bodies,with the result that fiveNew York Harbor groupsmerged into Harbor No. l.These strengthened groups

then began a nationwide drive for an eight-hourday, a three-watch bill, and other progressive legis­lation. In all this Captain Scully took a leadingand militant part, and considerable headway wasmade.

Captain Scully in 1910 was "district captain" forthe Lehigh Valley Railroad when, after much fruit­less negotiation, all the metropolitan marine per­sonnel voted to strike..This strike, after bitterfighting, was broken and district captains were

(Continued on page 16)

MAY, 1947

CAPTAIN JOHN J. SCULLY

Vol. X

Captain John J. Scully Taken by DeathNational Secretary-Treasurer Emeritus of Our Organization Passes Away at His Jersey

City Home; Pioneer Labor Leader Served NOMMP 55 Years

'" Capt. John J. Scully, National Secretary-Treasurer"!iEmeritus of the National Organization Masters,!1iMates & Pilots of America, died at his home in'"ersey City, N. J., on Sat­

rday, April 5, 1947, at thee of 80 years. A High

equiem Mass was held att.. Paul's Church, Jersey.,ity, and the Captain wasid to rest at South Am­y, N. J., on Wednesday,pril 9.Captain Scully, after 55ars continuous service ine Masters, Mates and

.'Iots, retired from activety in July, 1945, becauseill health and was elected. the position of Secre­.y-Treasurer Emeritus of

Organization at thee of his retirement,

.ich position he held untildeath. At the time ofdeath he was also Presi­t of the State of NewBey Board of Commis­ers of Pilotage.aptain Scully, whosei1y were coal shippers,born February 8, 1867,~uth Amboy, N. J. His

ts were Stephen andB. Scully. As a boy

rst attended Park Public School, in Southy, and later a private school. His first job

:with the Scully Towing Company, operatingSouth Amboy. At that time the first attemptsbeing made to organize labor, and a loosely.d group of all workers had formed them-

i.IUto "The Knights of Labor." To this organi­.John Scully was denied admission becauseily connections, yet when a general strike washe strUck with them. His family's displeasure

ese activities led him to work on a Pennsyl­ailroad tugboat, and following that he held

,The Master~ Mate and Pilot

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SUBSCRIPTION: $1.00 PER YEAR FOREIGN S2.00

NOMMP President HigginhothaRefutes Speakers' StatementMade at Safety Council Sessio

Taking exception to statements made by speakat the Annual Safety Convention and Expositionthe Greater New York Safety Council, andannual meeting of the Baltimore Propeller ClnbMarch 26, Capt. E. W. Higginbotham issuedfollowing statement to the nation's press:

It is most surprising at the statements madespeakers at the Annual Safety Convention andposition of the Greater New York Safety CouMarch 26, and the Baltimore Propeller Club anmeeting. There were possibly speakers that wmore favorable to the men of the U. S. MercMarine, but the powers that be, adverse to favopublicity, saw fit to see at this time that sucblicity did not reach the press. "A deliberate atto sabotage maritime organized labor, promotetraining program of the school ships and thetime Commission, political plums and a detrito the unemployed in the industry." It was aslap in the face of the men that were given socredit for "a job well done" due to their efficieven to the extent of their being responsible fsuccessful short conclusion of World War II, byhigh-ranking officers as the Commander-in.of all military forces, General Eisenhower, GeMacArthur, General Marshall, Admiral NimitzAdmiral Land, on the efficiency of the personnthe U. S. Merchant Marine. Mr. Fl'ank J. Tapresident of the American Merchant Marinetute, representing about 75 per cent of the steacompanies, only recently made the followingment (World-Telegram, New York, Febru1947), urging U. S. shippers to use their own"This fleet can provide efficient service, becauvessels comprising it are fast and modern amaintained by officers and men who provedmettle and seamanship during the trying dwar, when such qualities· were essentiasurvival."

The worst and most detrimental and falsements made were by Captain Conwell, opemanager of the American Trading & ProdCorp., before the Annual Safety ConventiExposition of the Greater New York Safety.and Mr. E. Arch Seidel, regional vice pres!the Propeller Club for the Baltimore Districannual meeting of the Baltimore Propeller

Captain Conwell stated, New YorkTr'ibune, March 26, 1947, SEAMEN ARE TIGNORANT OF SAFETY: "American ~.ships are manned by undertrained, irrepersonnel, ignorant of Or indifferent to saf rtices." Admiral Smith, Commande~ oft~e:Area of the Third Coast Guard D!strlc ,to say on the same day at the lunch?OPropeller Club in New York: "Cooperatio~

(Continuea. on page 15) ;'

THE MASTER, MATJ~

No.5

WllshinBton 18, District ofColumbia, with General andExecutive Offices at, Interna­tional Commerce Buildins.15 Moore Street, New York4.. N. Y.

MAY, 1947

Published monthly. lIain­tained by "and in the interestof the National Organizationof Masters, Mates and Pilotaof America, at 810 RhodeIsland Avenue. Northeast,

Vol. X.

THE MASTER, MATE AND PILOT

COMMUNICATIONS AND REMITTANCES may be addressed and checkllmade payable to the National Ore-anization of Masters, Mates and Pilotsof America, 810-16 Rhode Island Avenue, N. E., Washington, D. C.,or Internationo.l Commerce Building, 15 Moore Street, New York 4, N. Y.

NATIONAL OFFICERS

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

a. F. KAY. Vice Preoident, San Francisco (in charlote ot Ocean-goimt a.ndCoastwise Craft on Pacific Coast).

STANLEY BARR, Vice President, Detroit.

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

C. H. HANSEN, Vice President, New Orleans, La.

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

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 the monthto affect the forthcoming issue, and the old as well as the new addressmust be given.

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

E. W. HIGGINBOTHAM, Mobile, Ala., Busin'eas ManagerW. J. VAN BUREN, New York City, Editor.

Published on the 15th of each month. ~

Sworn detailed circulation statement on request.Entered as second-class matter at the POlt office at Washin&ton, D. C..

ander the Act of August 24. 1912.

GENERAL CHAIRMEN REPRESENTING RAILROAD EMPLOYES OFOUR Ol1.GANIZATION IN THE DIFFERENT PORTS

PORT OF NEW YORK-Capt. C. DeMooy, Supervising General Chair­man: Capt. M. F. Garry; Capt. John J. Bill; Capt. Jos. 1.. McRea;J08. Shields; Capt. Robt. Williamson; Capt. J. G. Kaufman; R. Maley:Wm. J. O'Connell; Capt. Howard Barton; Capt. C. E. Stapp; Capt.Wm. 901e.

PORT OF PHILADELPHIA-Capt. Clayton B. Dibble.

PORT OF SEATTLE-Capt. John M. Fox.

PORT OF NORFOLK-Capt. J. P. Edwards, Capt. J. Ira Hodges, Capt. Jail.H. K. Hudgins, Co.pt. E. A. Phelps, Capt. Eugene Trenkle.

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

PORT OF DETROIT-Capt. Sttlnley Barr.

PORT OF SAN FRANCISCO-Capt. Patrick Kearney.

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fVicious Anti-Labor Bills Attacked by[Capt. May Before Congressional Groupsl .

Appearing before the Senate and House ofepresentatives Committee on Labor, Capt. C. F.ay, NOMMP Vice President and President ofDeal No. 90, testified in vigorous opposition to anti­

abor bills pending in Congress.The following in Captain May's testimony before

the Senate Committee on Labor and Public Welfare::, "I wish to discuss today some of the significant·e'atures of the various bills introduced by Senatorall, which, in effect, will create chaos in industrial

\\lations in this country. I refer specifically to55, S. 105, and S. 133.'So 133, which amends the National Labor Rela­DS Act and is supposedly designed to prevent the. of certain monopolistic practices in collective.gaining, will, in effect, disrupt collective bargain-

relations in the maritime industry ahd willtroy the pattern of cbllective bargaining whichbeen established in this industry over a periodany years-a pattern which results from theeconomics of labor relations in the maritime

stry.his bill deals with the 'labor market area' ofctive bargaining, and attempts to restrict it,rding to the definition in Section 4, to 'a singleopolitan or other geographical area withinh a majority of the employes who are regularlyoyed at such places reside; which area shallnclude any places of employment which are notated by a distance of more than 100 miles.'such a restriction enacted into law, practicallyone of our agreements would be invalidated.

twise agreements predominate in our industry;e have such agreements because the nature

industry calls for such agreements. Ourhip companies do not operate within one port,ere are relatively few steamship companiesrestrict their area of operation to within 100f any particular port.en we have coastwise agreements with identi­ditions for each port on the coast, it means

port can have any advantage in terms ofosts OVer any other port. Similarly, no em­,can have any advantage over any otherer on the coast with whom he competes, in so

irect or indirect labor costs are involved.t this means is that labor costs are elimi­,om competition, and that the shipowners

taIled from getting advantages over com­ecause of lower labor costs, which can be

.only at the cost of human sweat.matter of fact, our success in achievingoastwise agreements has proved beneficial,to the members of our union but to the

entire industry. The uniformity of working con­ditions and wages has proved to be a stabilizingfactor. We hold that the area of collective bargain­ing should be co-equal to the market area of theindustry involved. Where industries are engagedin national competition, restrictions on the area ofcollective bargaining, which would make the areaof collective bargaining smaller than the marketingarea of the industry, would encourage the returnto sweatshop wages and sweatshop conditions, forit would induce certain employers to seek areas oflow labor costs at the expense of fair employerswho have agreed to pay decent wages and provideacceptable working conditions.

"In many cases, the enactment of such legislationwould place in the hands of employers the powerto destroy labor organizations. It would encourageemployers to move their industries from areas whichhave been organized, to unorganized areas; andsuch employers' would feel secure that no unioncould come down and even suggest the payment ofwages comparable to those which had previouslybeen paid.

"In summary, it must be stated that the patternof collective bargaining in our industry would bedestroyed by the passage of such legislation; andthat instead of stability, we would have continuedturmoil in the various ports, as each Local wouldattempt to secure conditions awarded to other Localsalong the coast. Chaos would be substituted forstability.

"S. 55 is an omnibus bill in whiclf many hin­drances to the proper functioning of labor organi­zations are proposed. This bill establishes a FederalMediation Board which is to assume all the media­tion and conciliation functions of the Secretary ofLabor and the United States Conciliation Service;but the basic philosophy under which the Concilia­tion Service now operates is destroyed. The Con­ciliation Service now functions on a basis ofvoluntarism; that is, it functions only when bothparties voluntarily agree to permit it to function.The Federal Mediation Board proposed by this billdoes not act on a basis of free and voluntary accept­ance by both parties. This board is empowered toinject itself into disputes, and in such cases whereit proffers its services, strikes are forbidden for aperiod of 60 days..

"This body should know that waiting periods arenot 'cooling-off' periods. The experience with theSmith-Connally Act should have convinced anylegislative body that a cooling-off period does notstop a strike. In many cases it serves merely toaggravate the dispute.

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"Section 202 of this bill amends the NationalLabor Relations Act by eliminating supervisorsfrom the protection of the National Labor RelationsAct. It forbids the National Labor Relations Boardto compel employers to recognize unions whosemembers are supervisors.

"Our organization has a fundamental interest inthis provision, since it threatens our very' existence.The licensed deck officers, who make up the member­ship of our union, have many supervisory functions.The master is the direct representative of the own­ers of the ship. While at sea and out of immediatecontact with the owners, he must assume full re­sponsibility for the operation of the vessel, the careof its passengers and cargo, and must issue ordersgoverning the work of every member of the crewaboard the vessel. Such a man is a supervisor underpractically any definition which has so far beenestablished for such employes. This bill would denythe right of self-organization to the masters bydenying them the protection of the National LaborRelations Act.

"It must be understood that there are good rea­sons why the licensed deck officers have bandedthemselves together into a labor organization. Theirrelationship to the owners and operators of a shipis purely an employer-employe relationship, and isidentical to the relationship that the unlicensedpersonnel bears to the owners and operators ofthe ship.

"One of the reasons which proponents of this typeof legislation offer as an excuse for its enactmentis that these so-called supervisors are representa­tives of management and must have management'sinterests at heart, and that if they are members ofa labor organization they will tend to think in termsof employes' interests rather than management'sinterests. The fallacy of this type of reasoning isbest seen by the history of our organization, whichhas been in existence for many years. In the courseof that entire history no one can show a singleinstance in which the licensed deck personnel havefailed in their duty to the owners and operators ofthe vessels because of their membership in a labororganization; nor can it be shown that the licenseddeck officers' membership in a labor organizationhas at any time caused them to favor the unlicensedpersonnel at the expense of the interests of theowners and operators of the vessels.

"In addition, the licensed personnel on UnitedStates merchant marine vessels are issued a licensein accordance with their qualification by the UnitedStates Government, at present under the supervisionof the United States Coast Guard. Any infraction,inefficiency, etc., is dealt with by the proper govern­mental department, and the licensed man is disci­plined, after trial, to the extent that his license canbe revoked completely.

"It is therefore obvious that not only is this typeof legislation totally unnecessary but that it is, ineffect, a threat to the economic well-being of a groupof American workmen who are in as much need ofthe protection of trade unions as any other groupof American workmen.

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"Section 205 of this bill deals witq. the registion of labor organizations and requires, in orthat they be eligible for certification by the NatioLabor Relations Board, that they register and suppcertain information to the Secretary of Labor.supplying of the type of information required wo'have no adverse effect upon our organizationcause that information is already available t~public and has been available for many years.we do object to the singling out of labor orga .tions as a group which is required to file this iutmation with the Department of Labor. Ifinformation were required of every voluntaryganization, such as chambers of commerceassociations, medical associations, and simil;rfganizations, we would not raise this objection.,~

"It should also be added that the bill is vagudescribing the type of information to be supand empowers the Secretary of Labor to detethe details which may be required. It thus pin the hands of the Labor Department the 'to require unions to submit information which'help an employer to determine whether or nshould bargain with a trade union, or whethnot he prefers the union to go out on strike.reports, if submitted and made public in m'detail, would enable employers to determine wha union could afford to go out on strike. Empwho saw a slim union treasury would be moto refuse to bargain and would encourage ain the hope that such industrial warfarefinancially embarrass the union. Such a protherefore, unless very carefully worded, wOeffect promote strikes.

"This section is very loosely drawn, and pwith malice aforethought. Part (b) of Sectiomakes ineligible for certification by the NaLabor Relations Board any labor organization'has not filed with the Secretary of Labor ashowing resources and disbursements for the·year which ended. most recently prior to suchand which. has not furnished this informaall of its membership. No provision is manew labor organizations which have been ience for so short a time that they may nlived through a fiscal year and may not haveopportunity to file such information. Suchzations would be denied the protection'National Labor Relations Act. The NationRelations Board has been confronted manwith requests for certification by newly °trade unions, and as is frequently theorganizations have arisen in the midst °turmoil which was settled only through ceby the National Labor Relations Board. Einto law of such a provision will furtherto industrial discord. .

"s. 105 is supposedly designed to make 1._

closed shop, but its true purpose is .to "compulsory open shop upon American InthdAmerican labor. The union shop and o.of union security are necessary for weJl-findustrial relations. A union shop is necjob security and protection against em~

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r,'crimination. More than that, it is essential to;stabilized industrial relations. When a union signsii collective bargaining agreement, it agrees to as­(sume responsibility in carrying out certain pro­ivisions of the agreement. This responsibility itIcannot accept and carry out unless it can controlIthe employes through their membership in theunion. Outlawing of all forms of union securityiII make valueless every collective bargaining

ilgreement in the land, and will again promote chaosin industrial relations.

"In summary, I should like to point out that thebures proposed by these various bills will not cureny of the troubles that we have had in labor rela­

ions; instead, they are very likely to kill the'-: tient.":Captain May's testimony before the House Com­'ittee on Labor follows:,"I want to talk' about several bills. H. R. 75,. R. 34, H. R. 68, H. R. 76, and H. R. 17 are similar!ls, which prohibit strikes in essential industries.'e are opposed to the provisions of these bills,ich would foster compulsory arbitration insteadcollective bargaining. We believe compulsoryitration is a violation of the Thirteenth Amend-nd to the Constitution of the United States, be­se in effect it would impose involuntary servitudeforcing employes to work for terms upon whichy did not agree.

he definition of public emergency in these billsgue. Section 3 of these bills declares a publicgency to exist when 'supplies of articles or, odities essential to the public health or safety

been suspended or substantially curtailed asult of a labor dispute affecting interstate orgn commerce (whether or not a labor disputehich persons furnishing or employed in fur-

g such services, articles, or commodities ares) .'is definition is one which, in our integratedrial society, may include almost every indus­the country. The manufacture of safety pins, horns may be declared to be essential to the, health or safety, and workers engaged in the,acture of such products will become subject"provisions of this law and forced to settle

through compulsory arbitration.,ve already stated our belief in the unconsti­lity of compulsory arbitration. Further, wethat wages and working conditions must behed by collective bargaining between the

They must be established by a meeting ofds of the parties concerned, and must not bent upon an award by some so-called disin­party. We do not want outsiders to tell us

wages and working conditions are to be.~ wages and working conditions to be deter­y the employer and the emplQye.her feature in these bills to which we object;oyision for the use of injunctions despiteSlOns of the Norris-LaGuardia Act. Prior

age of this Act there was frequent refer-overnment by injunction,' .in which theaspirations of the working people were

denied through the use of such iniunctions. OnlYafter long' years of struggle did Congress pass theNorris-LaGuardia Act, duriIig' the Republican ad­ministration of President Hoover. These bills wouldinvalidate the protections granted by the Norris­LaGuardia Act.

"The next bill I want to discuss is H. R. 725,introduced by Representative Case. This is anomnibus bill, dealing with many matters. Title 1.would revise the National Labor Relations Act.This Act was designed as protective legislation simi­lar to minimum wage laws, workmen's compensationlaws, etc. It was designed to protect the right ofemployes to organize into unions of their own choos­ing. This was the basic philosophy of the Act. Therevisions proposed in this bill are contrary to thebasic intent which motivated Congress to pass theAct. These revisions do not deal with the protectionof the right of workers to organize into unions oftheir own choosing ; they deal with rights of em­ployers and unfair labor' pl~actices on' the part ofunions. These amendments are contrary to thefundamentals of the National Labor Relations Act.

"Section 101 of Title I excludes from the protec­tion of the National Labor Relations Act organiza­tions which have members who work in supervisorycapacities. Our organization has a fundamentalinterest in this provision, since it threatens our veryexistence. The licensed deck officers, who make upthe membership of our union, have many super­visory functions. The master of a ship is the directrepresentative of the owners of the ship. While atsea and out of immediate contact with the owners,he must assume full responsibility for the operationof the vessel, the care of its passengers and cargo,and must issue orders governing the 'work of everymember of the crew aboard the vessel. Such a manis a supervisor under practically any definitionwhich has so far been established for such employes.This bill would deny the right of self-organizationto the masters by denying them the protection ofthe National Labor Relations Act..

"It must be understood that there are good rea­sons why the licensed deck officers have bandedthemselves together into a labor organization. Theirrelationship to the owners and operators of a shipis purely an employer-employe relationship, and isidentical to the relationship that the unlicensed per­sonnel bears to the owners and operators of the ship.

"One of the reasons why proponents of this typeof legislation offer as an excuse for its enactment isthat these so-called supervisors are representativesof management and must have management's inter­ests at heart, and that if they are members of alabor organization they will tend to think in termsof employes' interests rather than management'sinterests. The fallacy of this type of reasoning isbest seen by the history of our Organization, whichhas been in existence for many years. In the courseof that entire history no one can show a singleinstance in which the licensed deck personnel havefailed in their duty to the owners and operators ofthe vessels because of their membership in a labor

(Continued on page 12)

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British Merchant Navy Hits Many Snag'By GORDON SCHAFFER

British Political and Industrial Writer and Radio Commentato1'

The war-time regulations tying workers to essen­tial jobs are gradual!y being swept away in Britain.Most of these conditions were imposed by the essen­tial work orders, and their disappearance was in­evitable with the coming of peace. It is still truethat in certain industries such as mining and agri­culture, where Britain's whole national economywould be jeopardized if men flooded to other indus­tries, regulations are still in force holding the mineror farm worker in his industry, although permit­ting him to change to another job. But this is anexception which the trade unions have reluctantlyaccepted.

As far as the rest of British industry is con­cerned, the agreed policy is for the return to theright of every worker to choose his job withoutrestrictions. Both employers and trade unions,however, realized that in the operation of war-timecontrols there were advantages as weI! as disad­vantages.

For the worker particularly, they gave an assur­ance of continuity of employment under union con­ditions. Moreover, during the second World Warthere was an attack al! along the line on conditionsof casual employment which for decades had broughtinsecurity in those occupations particularly suscep­tible to periods of unemployment.

Britain's merchant navy, which has ceased to comeunder the scope of the essential work orders was aglaring example.

For many years, unions representing both officersand seamen fought for some scheme which would"guarantee an income to the men during a period ofidleness when they were waiting for a ship. It wasnot until 1941 they secured this objective, with thesetting up of the merchant navy reserve pool.Through this machinery the men were paid a guar­anteed wage while on shore, and became availablefor duty whenever a ship needed a crew. Bothunions and employers are anxious to preserve thiswar-time gain, and talks are now going on to find apeace-time substitute for the present system. In or­der to assist the settlement, Britain's governmenthas promised to finance a reserve pool until March31, on condition that the industry itself agrees onnew proposals before the end of January.

When this particular problem is out of the waythe British National Maritime Board, consisting ofseamen and officers, trade unions, and ship ownerswil! enter a discussion on peace-time wages and con­ditions. Both problems are urgent, for there isnow nothing to stop seamen walking out of theirjobs into employment on shore; and the British mer-

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chant navy cannot afford to lose its skilled persoAn official of the Navigators' and Engineer OfficUnion, which has organized most of the higher ra'"in Britain's merchant ships, put the situation toin these terms: "Our industry is fortunate inway. The traditions of sea are so deep-rooted inboys that unlike other key industries, we aresuffering from shortage of recruits. The trocomes later on, when youngsters who havethrough their training find that life at sea sill!does not offer them prospects equal to those obiable on shore. The grim fact is that thousandktrained and experienced officers and seamen haveready decided that service at sea is not sullieiattractive to hold them in the free emplomarket."

The seamen's trade unions are putting forplans for a charter of employment which the);lieve will enable the merchant navy to secure:and to carry out its responsibilities in the pas!'world. If agreement can be secured on the canance of the reserve pool, the men will have aanteed wage whether at sea or on shore, but onthis, the unions want conditions on the lines ofset out in the seamen's charter agreed by theSeamen's Unions through the Internationalport Workers' Federation, and given more""crete form at the International Labor Office sMaritime Conference at Seattle last year.Seattle Charter provides for an international"mum wage of not less than $64 a month, wimore than 120 hours of work in the normal fotogether with a measure dealing with pensionlliidays with pay training, and promotion, facatering. In the view of British trade union Ithese conditions are an" "irreduceable miwhich even the most backward countries canAs far as Britain is concerned, they expect awage level.

It is significant that the employers' groUPSeattle conference voted with the workers' don a large number of recommendations. Thare high hopes that Britain's merchant naVYpect a square deal in the near future, and thathe men of the merchant navy, who bore thof the two wars, will be assured their proin the national economy.

JERSEY PIER IMPROVEMENTS

Two Deepwater piers in Hoboken, N. J.,between the New Jersey exits of the Ho cLincoln tunnels, have been acquired by .the!America Line and the property will be I1np,

THE MASTER, MATE

>Trihute Paid Andrew Furuseth on BirthdayA stirring tribute to Andrew Furuseth, known as

the father of the "Seaman's Emancipation Procla­mation,'~ was delivered over Radio Station WNYC,in New York, by the Hon. John C. Knox; seniorjudge of the U. S. District Court for Southern NewYork, on the ninety_third",birthday of the greatliberal, March 12.

Text of the interesting broadcast follows:A few weeks ago this country paid tribute to the

memories of two great Americans. One of themiwas George Washington, and Abraham Lincoln the"other. Washington helped sever the ties that bound',us to Britain and became the Father. of His Coun­';try. Lincoln freed us from the shame of negro/ lavery, and is known as the Great Emancipator.

These men, so long as time endures, will be thebjects of our veneration, respect and gratitude.he work they did, the ideals they served, their love

humanity, together with their accomplishmentsthe way of life, liberty and justice, have enshrinedeir memories in the hearts of all mankind.

.Today, however, some of us have gathered to­ther to pay tribute Jo a man whose name islatively unknown. This man, like Lincoln, wasor and of humble birth. Like Lincoln, also, herved the interests of the lowly and downtrodden.'e objects of his solicitude were the men who go

n to the sea in ships, and who until Andrewruseth came to their rescue were the most for­tten persons in all this world.

any of you who listen to me today have been toope. In anticipation of your holiday, you hap­embarked on some trans-Atlantic carrier. Incourse of your voyage you dined 'in comfort,

oyed the sea, sat up late, took pleasure in yourp, and had no fear. In due time, reinvigorated.refreshed, you landed at Liverpool, Plymouth,herbourg and looked forward to weeks of inter-

l1g travel.ut as you went'down the gangplank from ship

qre I wonder if you ever thought of the men"helped give you a safe deliverance. Many of,probably, never did. Even so, I voice no criti­, You were on pleasure bent and fully entitled

r holiday. But now you are back at home and'a fond recollection of your journey to foreigns. As you sit comfortably in your homes andnt the events of happy days, I ask you to give

ent's thought to the men who took you abroad, ho brought you safely home.

are these men? First of all, they are humbleThroughout your voyage you saw little ofThey worked deep down in the ship-far

the water line. Throughout the days, andall the nights, they fired the boilers, oiled the, steered the ship, cooked your food, caredl' staterooms, and did your chores. Thesel' the most part, had comfortable quarters

Td food. In addition they were fairly well}ey also had their self-respect.

But, ladies and gentlemen, these conditions didnot always exist. Indeed, it is fair to say that they ,would not exist today had it not been for the de­termination, perseverance, moral strength, andprodigious effort of Andrew Furuseth. 'In muchthe same way that Abraham Lincoln freed theslaves, Andrew Furuseth freed sailors and seamenfrom what was little less than involuntary servitude.

Let me tell you something of the 'way in whichseamen were treated up until the time Congresspassed the Shipping Act in 1915.

Over in Brooklyn, a man known as "ShanghaiBrown" ran a sailors' boarding house. .It was there,and in other similar places, that sailors were pliedwith liquor, and sometimes with drugs. During thestupor that ensued they would be carried aboardships bound for foreign ports. When consciousnessreturned to these unhappy seamen they would findthemselves far out at sea. Cruel masters and brutalmasters would put them to work. The work washard; the pay nominal. Such as it was, the com­pensation might be withheld for as long as threeyears. Food was putrid and quarters insanitary.If a sailor complained, or offered resistance, he waslikely to be beaten and confined to the brig. Hislife, indeed, was one of peonage. He could not goashore in' a foreign port, and hence could have no

(Continued on page 14)

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• • Shipping Shorts • •Al

Delay in the disposition of thegovernment - controlled AmericanPresident Lines of at least a yearwas seen as result of action by theSupreme Court in remanding thesuit of the Dollar interests for re­covery of stock in the PresidentLines. This delay in settlement ofthe APL issue is expected to bringforth I\ll,earlyre,port"by J:;h..? Mari_time Commission examiners on ap­plications for Pacific trade routes.

*The blue ribbon for originality

was conceded unanimously recentlyby officers of the Holland Americanliner Veendam to a 23-year-oldstowaway who chose the topmostpeak of the liner's false after fun­nel as his hiding place on a 10-daytrip from Rotterdam to New York.

*There is little likelihood that ves­

sels now in the laid-up fleet of theMaritime Commission will be char­tered to move low-cost cargoes asurged by exporters. The exportershave maintained that they havebeen unable to move cement, flourand automobiles despite good mar­ket demands. However, spokes­men pointed out that the necessaryrefitting of vessels from the laid-upfleet for service on a short-termbasis would not be practical.

*The new ship Alcoa Clipper will

begin cruise service from New Or­leans to Caribbean and SouthAmerican ports May 23. A sistership, the Alcoa Corsair, in due toenter the same service June 6.

*The issuance of a "request for

bids" for the construction of fivecombination passenger-cargo ves­sels for the American PresidentLines Round-the-World service hasreceived formal approval of theMaritime Commission.

*A new deep-water port capable

of sheltering an unlimited number

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of large ships is to be built on alonely lagoon in southern Tangan­yika. The site of the new port isa perfect natural harbor with a13-fathom channel and other ad­vantages believed unique on thewhole coast of East Africa. It liesat the southeast of Mikindani Bayabout 25 miles from the Mozam­bique frontier.

*The S.S. Marquette Victory

"caught" a 36-foot whale en routefrom Los. Angeles, but was un­aware of her feat until she droppedanchor at Balboa, Canal Zone. Cus­toms officers about to board theship "aw the whale with its headalmost severed, rise to the surfacefrom the bow and drift to shore.Officers of the vessel said that aday out from Balboa she inexplic­ably lost speed, and believed thiswas when she hit the whale.

*The French liner Liberte, which

sank after tearing loose from hermoorings in Le Havre harbor lastDecember, has finally been re­floated. The ship will be com­pletely reconstructed and is not ex­pected to enter the North Atlanticservice until late in 1948.

*The Coast Guard has no pres­

ent intention of reducing shore sta­tion protection in the Great Lakesarea. Previously it had been re­ported that Coast Guard units inWisconsin might be reduced be­cause of proposed cuts in Federalappropriations. However, theservice is expected to get funds suf­ficient to man all life-saving facili­ties in the area.

*American merchant ships may

in the future be armed in trouble­"ome periods of peace as well asin open war, if the Navy Depart­ment has its wa,y. The Navy haspresented to Congress a legislativeproposal which would place on a

permanent basis the President'power to arm merchant vessels bextending his authority in thisspeet to cover national emergencias well as wars.

*Shipping congestion at a numbe

of Latin American ports has gro.steadily worSe during the past feweeks and conditions are likelydeteriorate further before any iprovement is made. Ports mseriously affected are Buenos AiHavana, Rio de Janeiro andGuaira. Delays in unloadingcaused mostly by transport difficties, deterioration of port facilitiand lower working of cargoes.

*The Queen Elizabeth is virtu

a "ship within a ship."The huge passenger liner

two hulls with a six-foot spacetween divided into water-Iicompartments for just suchsions as the recent one whenwas stuck on a sandbar near Solihampton for a period of timea fleet of tugs managed toher loose.

*A captain's first concern is..

passengers ... even though or'especially when . . . they .to be 700 milk cows on etrips to China.

The Plymouth VictO?·y, a 1ton ve"sel, had a cargo of milk"complete with milkers en .'.from Newport News to g,when the boilers cut out.;%stopped not only the ship ,~ventilating mechanism fo.Bossies. .,

A tug took the ship i~ ,Acapulco, Mexico, and ln~.where 27 waiting railrowere ready to rush thenear-by grazing lands Wpastured until repairs Wpleted.

While under tow, S

rigged to funnel air intofor the bawling cattle.

THE MASTER, MATE

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AFL Executive Council BlastsAnti-Labor Bills; Maps Plans

Launching' organized labor's first m(tjor offensiveagainst oppressive legislation, the A. F. of L. Execu­tive Council warned Congress that enactment of thepunitive measures now pending would shatter exist­ing peace on the industrial front and could precipi­

': tate a new wave of strikes.The Executive Council issued a sweeping blast

i,against the anti-labor bills now flooding the Con­Igressional hoppers. Promising to analyze these billsiJllOre ,1IPeciikally later and to expose the fallaciesrand dangers they contain, the A. F. of L. chieftains,confined their opening statement to a general in­,dictment of this type of legislation on the following'counts:

1. Instead of reducing strikes, the proposed'egulatory laws would have the opposite effect.

2. They would interpose bureaucratic federalencies between employers and their employes and

sher in a new system of government controls that,ould be more oppressive to the American system ofee enterprise than anything the nation has everfore experienced, even in wartime.. . They would jeopardize immediate prospects ofIizing full and uninterrupted production, whichhe key to future prosperity.. The sponsors of such legislation are eitherrant of the dangerous potentialities containedein, or are motivated by a vengeful desire topie and destroy the trade union movement, re­less of the great harm caused to the nation in

process.

pudiating this kind of approach to the solutionor-management problems, the Executive Coun­omised to draft a legislative program of its,or submission to Congress. The objectives ofrogram, the Council said, would be to "raise

ndal'd of living of our country and tohen the protections of our social securityagainst the hazards of old age, illness and

tion."

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,'i

Resolution Protesting the I

Weakening of U. S. MerchantMarine Adopted in Chicag

A resolution protesting the subterfuge of tranferring American ships to Panamanian registrythereby seriously damaging the standards of tUnited States Merchant Marine, was adopted Ap1 at a meeting of the Maritime Trades Departme(AFL) in Chicago.

The resolution declared:WHEREAS the American Merchant Marine duri

World War II was built up to approximatelybillion tons by American taxpayers, at a cost to tof approximately 20 billion dollars ; and

WHEREAS the American Merchant Marine tois rapidly decreasing and if nothing is done byMaritime Commission and Congress to stopdecrease of American ships we will find ourseIwith an American Merchant Marine of less tonthan we had prior to the war; and

WHEREAS in 1936 the Merchant Marine Actpassed by Congress, which had for its purposebuilding and maintaining of a large and substaAmerican Merchant Marine to take care of the cmerce of this country and to establish natidefense; and

WHEREAS in the last few months millions ofmige of American-built ships, built by the Amertaxpayers' money, have been bought by fooperators and transferred to foreign flags, inclthe Panamanian flag, and also American cahas transferred a number of U. S. Governbought ships to Panamanian registry; and

WHEREAS today the Republic of Panamamerchant marine tminage twice as large as itprior to the war; and

WHEREAS the Republic of Panama is not afaring nation and does not by any stretch 0

imagination need this type of tonnage in connwith the export and import trade of their COll

and,WHEREAS American capital and foreign COll,

who transferred their ships under the Panaflag obviously did this for several reasons; nto save'taxes, to operate ships with cheaper '"and to avoid regular steamboat inspection sand

WHEREAS this condition not only weakAmerican Merchant Marine and puts thouseamen and American shipyard workers anshoremen out of work, but also weakens thedefense df the United States of America: Tbe it

Resolved, That the Maritime Trades Depcomposed of 250,000 American maritimetation workers affiliated with the American.tion of Labor, hereby go on record demanthe Maritime Commission, which is charged,gress under the Merchant Marine Ac~ 0: tpromoting and safeguarding and bUlldlclass American Merchant Marine for econ

THE MASTER, MATE,

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STEAMSHIP OWNERSOPERATORS and AGENTS

General Office.,

MOBILE, ALABAMA

Cable Address "BLIDBERG"

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Deck License Examination Preparation

ARDUIN NAVIGATION SCHOOL

Telephone WHitehall 4MIIII

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Approved by State Board of EducationRhode Island

Originals and Upgrades

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WATERMAN STEAMSHIP"(:ORPORATION ,

Offices and Branches in the Principal Cilies and

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

(Signed) JOHN R. OWENS,Executive Secretary.

w Soot Remover, O'Burnit, IncreasesBoiler Efficiency, Manufacturer Says

I)'Burnit, a recently developed chemical, ilqOt re­yer, brings a new order of effectiveness in clean­

.. oil- or coal-fired marine and industrial boilers.nlated after intensive research and experi-

ts, O'Burnit lowers the ignition point of bothd and loose soot to permit burning and suppliesIe oxygen to SUPPOl't combustion. Tests showsoot along the entire path of passage is consist­removed.urnit is made of six chemicals properly pro­ned to obtain superior results. There is noth-

ecret about the ingredients~nomagic proper­re claimed for it. Tests indicate that soot de­,'which act as an insulator on heating sur-are removed economically by O'Burnit withnt increase in boiler efficiency. Use of soots is reduced to a minimum.

Ouvenient feeder is supplied with an order ofOunds or more. Instructions for proper usevided. The product is backed by a growingOrganization of engineers specializing in com­;and water conditioning problems.

national defense reasons, immediately take steps tostop the sale of ships to non-maritime nations,and/or to buyers, either American or foreign, whotransfer American-built or purchased tonnage tothe Republic of Panama, or other non-maritimenations; and be it further '

Resolved, That we immediately put this problem

Ii' before Congress, through the Committee on Mer­

chant Marine and Fisheries and the Senate Com­l' mittee of Interstate and Foreign Commerce,[ requesting that, they immediately take legislative~ steps to plug any loopholes in the Ship Sales Actf which creates a condition of disposing of American

tonnage belonging to the American taxpayers insuch manner that it depletes the American MerchantMarine and allows foreign or American speculatorsto gro~ fat at the American taxpayers' expense;and be' it finally

Resolved, That if no action is taken within areasonable length of time by Congress and theMaritime Commission on this very important andvital subject, that the Maritime Trades Department,affiliated with the American Federation of Lalior,take steps to close up all fink shipping halls whichre used for shipping seamen to Panamanian ves­els, and further to boycott Panamanian-fiag vesselsn all American ports, to-wit: That they be picketednti! such time as transfers of American vessels toanamanian flag has ceased, and until such times the condition meets the approval of the Maritimerades Department; and be it finallyResolved, That we notify the American Federa­

on of Labor of our program and that it be widelyublicized.

Federal and State Tax Consultant

Mail acceptable if you cannot file in person.

OPEN DAILY ALL YEAR

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Vicious Anti-Labor Bill FlayedBy Capt. May Before Committee

(Continued /'I"om page 5)

organization; nor can it be shown that the licenseddeck officers' membership in a labor organizationhas at any time caused them to favor the unlicensedpersonnel at the expense of the interests of theowners and operators of the vessels. In additionthe licensed personnel on United States merchanmarine vessels are issued a license in accordancwith their qualification by the United States Government, at present under the supervision of tUnited States Coast Guard. Any infraction, ineciency, etc., is dealt with by the proper governmendepartment, and the licensed man is disciplineafter trial, to the extent that his license canrevoked completely.

"It is therefore obvious that not only is this tyof legislation totally unnecessary but that it is,effect, a threat to the economic well-being of a groof American workmen who are in as much needthe protection of trade unions as any other gr 'of American workmen.

"Section 105 provides for protection agaiunfair labor practices on the part of representatiof employes, and makes it an unfair labor pracfor such representatives to interfere, use coercicommit acts of violence, or damage property, andcommit other illegal acts. All of these so-caunfair labor practices are already illegal andpunishable by the laws of the various communiThere is no need to declare acts of violence to bunfair labor practice. Acts of violence are cripunishable by existing statutes. .

"This section also makes it an unfair labor ptice to withdraw essential maintenance employ'a labor dispute. This, in effect, denies to mainance employes the right to strike. We holdmaintenance employes have as much right to sas any other employes in the country, and deniosuch right is in violation of the Thirteenth Amment of the Constitution.

"Section 203 of this bill establishes a 60-daying period before a labor organization can ein a strike. This body should know that wperiods are not 'cooling-off' periods. The expewith the Smith-Connolly Act should have conany legislative body that a cooling-off perionot stop a strike. In many cases it servesto aggravate the dispute.

"Section 205 is concerned with an Indust(putes Commission which is to replace theStates Conciliation Service. Instead of thetary philosophy of the Conciliation Service,imposed a philosophy of compulsion, with eon arbitration. In effect, the whole aim hesubstitute compulsory arbitration for vo~

collective bargaining."Title III deals with disputes affecting;

welfare, problems of monopolies, etc. .Fare made for emergency commissions to .Inand report on disputes affecting pubhc"

THE MASTER, MATE ~

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FOUR WAR FREIGHTERS LISTEDMaritime Commission has asked for bids onsion to peace-time usage' of four more war­hips. The liberty-type tankers Reginald S.den and the Mary Ashley. Townsend, now in. es River, Va., reserve fleet, are to be con-into molasses carriers. The H anove1' and the'1'geOn, C-3 types, are to have 80,000 cubic

efrigerated cargo space installed.

:"ster of the fishing fleet was suffering fromIn. "Every bone in my body aches," hed.the mate: "You ought to be glad you're

ring, Cap."

The determination of what disputes affect publicwelfare or public health or public safety is left inthe hands of the President. We object to such broadpowers. As has already been pointed out, in thisintegrated society, which is characteristic of ourcountry, any dispute may be said to affect publicwelfare.

"The title of Section 302, 'Monopolistic' Practices,'. is evidence of the intent of the author, which is to'I·.•··. take away from the trade union movement the pro­

tection of the Clayton Act and substitute in its placethe age-old conspiracy doctrine which hindered the

.' development of the trade union movement in thenineteenth century. The Clayton Act eliminatedhuman labor from the definition'of commodity. Thisbill, however, would place the services of a human.being in the same category as any manufactured

',product. '". "Section 306 requires the filing of certain infor­',mation, including financial reports, with the Depart-lnent of Labor. The supplying of the type of infor­mation required would have no adverse effect uponour Organization, because the information is alreadyAvailable to the public and has been available for"ears. But we do object to the provision which'ermits the Secretary of Labor to determine the

ope of the information to be supplied. It placesthe hands of the Labor Department the power to

quire unions to submit information which may'Ip an employer to determine whether or not heQuId bargain with a trade union,. or whether ort he prefers the union to go out on strike. Suchorts, if submitted and made public in minuteii, would enable employers to determine whetherion could afford to go out on strike. Employerssaw a slim union treasury would be more apt

efuse to bargain and would encourage a strike,jle hope that such industrial warfare wouldncially embarrass the union. Such a provision,

fore, unless very carefully worded, would inpromote strikes.summary, I should like to point out that these

sals are in reality steps backward-back toineteenth century when the conspiracy doc-,was the rule and when government by injunc­, as the commonplace."

COMPASSES ADJUSTED-INSTRUMENTS REPAIRED

Incorporated

Cor. Baltimore and Commerce Sts. "Yes, my son went to sea to make his fortune."Well, what's he worth now?" ."I don't know, but the authorities of SIX /

tries are offering $2,000 for him, I understlln,

THE MASTER, MA IE AND,

Tribute Paid Andrew FuuusethOn Anniversary of His Birth

(Continued j1'om page 7)

relief. If taken iII, or if he suffered an accident, hehad no expert treatment and was seldom hospital.ized. In a very real sense, he lived or died as andwhen his master decreed.

These were conditions that Andrew Furusethcould not stand. He protested against their Con.tinuance. His protests went unheeded. He ap.pealed for aid to bring these conditions to an end.The aid did not materialize. In the face of discour.agements such as these, Furuseth went to work. Hbecame a labor leader and formed a union. At firsit was puny, weak and without influence. Its maistrength was the enthusiasm, devotion and unselfishness of Furuseth. Undismayed by setbacks, undiscouraged by rebuffs, unbent by unwarranted attacand false representation, this Norwegian fought hisway to victory.

On March 4, 1915, Andrew Furuseth stood in thExecutive Chamber of the White House. Atnear-by desk was Woodrow Wilson, the Presideof the United States. That great man was aboutsign the Seaman's Emancipation Proclamation tCongress had just passed, and which was toboon to sailors all over the world. As the Prdent's pen scratched its way across the bill, AndreFuruseth fell to his knees, raised his hands .prayer, and then broke into convulsive sobs.had kept the faith of his belief in right, justice ahumanity; he had fought the good fight, and hewon. Thereupon he rendered thanks to God.

But what, you may ask, did Furuseth really.complish? Seamen left their low-wage vesTheir wages were increased; conditions aboardships were improved; new safety devices for boseamen and passengers were Installed; equipmwas bettered; rations became good; forecastles \cleaned; flogging became a thing of the pastsailors-to a greater extent than ever before-wentitled to have and enjoy the dignity of their birights. Andrew Furuseth well served the MerchMarine. In doing as he did, he also servedcause of humanity. If the labor leaders of twere possessed of the vision, the integrit~, .unselfishness-and if they also had the patrIOtithat animated Furuseth-this land would be frthe fear by which it is today consumed.

Furuseth, in his tours of union halls, and Whe was lecturing the seamen, who might be potedelegates and officials, often declared that a Ileader to be successful, useful and efficient :'shave nothing of his own, and want nothmhimself." Would that our present-day labor Iindulged in that selfsame thought!

3 Commerce St.

New York 5, N. Y.

BALTIMORE, MD.

Approved to Accept Students UnderG.l. Bill of Rights

•

Preparatory Courses for All Grades ofLicense

•THE SCHOOL THAT TEACHES

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Principal Carriers of·

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CAPT. W. S. HOLMES, PrincipalMaster Mariner

BRAMBLE NAVIGATION &MARINEENGINEERING SCHOOL

HOLMES NAVIGATION SCHOOLORIGINAL LICENSES-RAISE OF GRADE

PILOTAGE ANY WATERS

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

NORTH ATLANTIC AND GULF STEAMSHIPCOMPANY

120 Wall Street

•Phone LExington 3529

ALL INSTRUCTION NOW UNDER THE COM·PLETE SUPERVISION OF CAPT.

HUGH T. ELLISON

[ 14]

'~;i~11;',I.. !

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NEW YORK and BALTIMORETO

SOUTH and EAST AFRICA

•

[ 15]

39 BROADWAY

NEW YORK 6, N. Y.

•

Telephone DOwling Green 9-4720·1·2·3-4-5Coble Address "Porryship"

ROBIN LINE(SEAS SHIPPING CO., INC.)

39 CORTLANDT STREETNEW YORK CITY

PARRY NAVIGATION COMPANY, Inc.

E. W. HIGGINBOTHAM,

President.

Speakers' Statements at SafetyCouncil Session are Refuted

(Continued f"om p"u' 2)

management and crew is necessary in safety ofships at sea."

Has Captain Conwell been cooperative in thisrespect? I believe that the records will show that

,his ships are sailing with nonunion men; could heexpect efficiency and safety from unorganized men?

Mr. E. Arch Seidel, regional vice president of thePropeller Club for the Baltimore District, in anaddress to the Baltimore Propeller Club on March19, 1947, made the following statement (Baltimore

'Sun, March 19, 1947): "That unless the efficiency,of men who man American Flag ships is vastlyLstepped up, we will not be able to compete with"foreign bottoms."

These statements were given wide publicity.'hese men should do a little research work withespect to checking the records, past and present.ad the Maritime Commission, the Bureau of Ma-

ine Inspection and Navigation under the Depart­'ent of Commerce, and the steamship owners anderators followed the program that organizedaritime labor has consistently advocated, even ase as 1921, not mentioning the years back to 1866,re would have been enough experienced men ton the American Merchant Marine that it wouldhave been necessary to train over 25 per cent

he men that were trained during the war period,those men trained in a different way. The

ords speak for themselves. They are in Wash­, on with the different departments that have hadthing to do with the merchant marine. It might

, good idea to check those records and see whoponsible, if there is inefficiency 'and careless­

in the U. S. Merchant Marine. Organized labor's the blame on the Maritime Commission, the

u of Marine Inspection and Navigation, andteamship owners and operators themselves.perience, efficiency, economy and safety cannotCcomplished without adequate manpower.ore, the answer is as it has always been, by

'me organized labor, to accomplish these ob­s, in a few short words, are: "More man­restricted hours of duty or work irrespective'

ition or station." ,

itime organized labor has a policy with refer­efficiency, safety and production which is

ostered by an educational program and disci­;'Know your job, do your job, give a day's~ a day's PaY."

TO THE MEMBERSHIP: Take heed to the lasth of this article, particularly the last

This is very imp01'tant to your' well-beingare.

rr.

o • •

rib 1

17 BATTERY PLACENEW YORK

BIG FREIGHTER ON LAKE

The IO,OOO-ton bulk freighter, the Emthe Canada Steamship Lines, has entered ,-ice on the Great Lakes. The ship is onethe largest on the Lakes.

THE MASTER. MAW

Passing of Capt. John ScuUy ,Mourned by Our Organizatio

(Continued h'om page I) ,

blacklisted by various companies and refused e 'ployment by any railroad system.

Captain Scully, despite this blow, devoted his tito organizing and expanding labor groups, holdi'various offices, including the Presidency ofNOMMP, in Harbor No. I prior to 1910. In tyear he became Secretary and General NatioOrganizer, holding a National Vice Presidency cocurrently and attending many conventions as d .gate. Even then he found time to organize Loon the Great Lakes and Eastern Seaboard.

In 1917, during World War I, Captain Scullyfurloughed to the United States Navy by the Orgzation, serving on mine sweepers as lieutenantsuming his Organization duties in 1921. The~post-war merchant marine disintegration wasprogress; the Organization could collect no dthe men being forced into menial tasks ashore.Captain, staunch at his post in this critical .frequently without wages, financed his office fhis own slender resources; ..·-Organized laborbecome a dream that would not dim.

In 1933, in the Roosevelt administration, I'groups became important social agencies. 0of the National Organization Masters, MatesPilots commuted to Washington negotiating ffor best terms and conditions for their brot!Captain Scully, meanwhile, had become Nat!Secretary-Treasurer of tbe organization. Tbetain, a well-known figure at this time in State,national circles, attended many American Ftion of Labor conventions, introducing manylutions for the NOMMP and gaining many ben'For years, in pleadings before U. S. Inspecto,was rated as expert counsel.

When need for a national magazine for NOarose, Captain Scully was appointed Editor, anew line for him. However, he filled the roleantly, keeping the magazine clean from muding, while printing interesting marine newS

Captain Scully leaves three sons, John anof Jersey City, Vincent of Irvington, N. J.;daughter, Mary V. Scully, of Cranberry Lake,and a host of friends who shall deeply mopassing and who shall miss him.

"Those whom we love go out of sightBut neve?' out of mind.

They are cherished in the heartsOf those they leave behind."

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

East CoastAgwilines, Inc.A:lcoa Steamship Co.American Foreign Steamship Co.American Petroleum Transport Corp.American Republics LinesAmerican Liberty Lines, Inc.American-South African LineAmerican Sugar Co.Argonaut Line, Inc.Atlantic Coast Line Railroad Co.Baltimore & Ohio Railroad Co.Chn.;;. 1'. Banks Towing LineBlack Diamond Steamship Co.Blidber& Rothchild Co., Inc.Boland cml CorneliusBoston Tow UOllt Co.Brooklyn Eastern DistrictA. L. Burbank Co.Bush Terminal Co.Buxton LineCalmar Stenmship Corp.Central Railroad Co. of N. J.Central Vermont Transportation Co.Chesapeake Ferry Co.Chesllpenke & 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.Erie lU:.i1roadErie & St. Lawrence CorporationFarr Spinning and Operating Co., Inc.First National Oil Corp.Fleischman Transllortation Co.Gloucester-Yorktown FerriesHall Tug & Barge CorporationHartwelson Steamship Co.Hedger Steamship Corp_Illinois Atlantic Corporation

(Formerly Colabee S.S. Co.)International Freight Co., I:,nc.International Shipping Co. .Interstate Oil Transport Co.Isthmian SteamshiJI LinesIsbrandtsen Co., Inc.Jamestown and Newport Ferry Co.The Jay Street COl '.IJcting RailroadKellogg Steamshi!) .·rp.Lehigh Valley RaiiwlIdC. D. Mallory Corp.Clyde Mallory LinesP. F. Martin, Inr..Martin Marine Transportation Companyr.larine Transport LineMoore-McCormack Lines(Merchant & Miners Transportation Co.-Appren_

tice membership on tug boats)ltle:dco Shipping & Trading Co., Inc.r.loran 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. Nicol & -Co., Ine.Norfolk-Southern Railroad Co.Norfolk & Washington Steamboat Co.North American Motorship Corp.North Atlantic and Gulf S.S. Co.Norton-Lilly Management Corp.Oldwood, Ine.Orbis Steamship CorporationOverlakes Freight Corp.Panama Railroad Steamship Co.Pan American Petroleum & Transport Co.Parry Navigation Co., Inc.Pennsylvania Railroad Co.Philadelphia & Reading RailroadPocahontas Steamship Co.Polaris Steamship Co., Inc.Prudential Steamship Corp.Ross Tow Boat Co.Rountree. Wm. J. Co.• Inc.Seaboard Air Line RailwaySeas Shipping Co.Seatrain Lines. Ine.Shephard Steamship Co.Sinelnir Navigation Co.South Atlantir Steamship Co.Southern Pneifie Co.Southern Railway CompanySouthern Trnnsportation Co.Spenrer I\:elIogg & SonsSprague S.S. Co.Staples Coal Co.States lIIInrine Corp.

Stevenson, T. J. & Co., 1nc.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.Wcllhart Steamship Co.W l!ssel Duval & Co., Inc.West India S.S. Co.Wilmore S.S. Co.Wood Towing Co.Worth Steamship Company'Varner Company

Great LakesAnn Arbor Railroad Co.Bob-Lo Excursion Co.Chicago-Duluth, Georgian B3Y Transit Co.Chicago & l'rIilwaukee Steamship Co.Chicago Roosevelt Steamship Co.Clcl-eland & Buffalo Transit Co.Crystal Beach Transit Corp.Detroit & Cleveland Navigation Co.Fib.: 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.I"Jand Transp. Co. of M3ckinaw CityLake Sand Corp.Mnckinac Transportation Co.Marine Sand CompanyMinnesota Atlantie Transit Co.National Transport Co.Nicholson-Universal Steamship Corp.Perl' Marquette Railway Co.Standard Oil Co. (lndinna)Wabash Railway Co.Wisconsill_Michigan Steamship Co.

GulfBloomfield Shipping Co.Commercial Molasses Co~;:.

Gulf Shipbuilding Corp. (Towboat Div.)Lykes Bros. Steamship Co.Mississippi Shipping Co.Mobile Towing and Wrecking Co., Inc.Watermnn Steamship CorporationStandard Fruit & Steamship Co.

West CoastAdmirnl Oriental LineAlaska P:l.~ker~ 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 & Snnta Fe Railway Co.Atkinson & Pollock Co.

iGuy F. Atkinson Co.}George Pollock Co.

Bay amI River Navigation Co.Bay Transport Co.Boat Operators of Columbia DistrietBoat Operators of Columbia River Distriet-Tow~

boat DivisionBuIlt· Cal'riers Corp.Burns Stenmship CompanyCalifornia Steamship Co.Cnrriso, Inc.Chamberlin, W. R. & Co.Chicago, Milwaukee, St. Paul and Pacific 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 Stenmship Co.J. C. Freese CompanyGeneral Steamship CorporationGrace Line

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

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

James Griffiths & Sons. Inc.Hnmmond Shipping Co.. Ltd.

Hart Wood Lumber Co.

Interocean Steamship CorporationHenry J. Kai,;er Companies

(1:"ermanente Metals Corp.)(Kaiser Company, Inc.)(Kaiser Cargo, Inc.)

Key i:)ystemKingdom of Thailand (Siam)Kitsap County Transportation Co.Louis KnutsonLibby, McNeill & LibbyLos Angeles Steamship Co.LuckenbaCh Gulf Steamship Co., Inc.Luckenbach Steamship Co., Inc.1\'Iartin Siversten Steamship Co.Martinez-Benicia Ferry & Trans. Co.Matson Navigation Co.1\'Iatson Steamship Co.McCormack Stealnship Co.

(East Coast-South Ameriean 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·McCarmaclt Lines, !nc.)Pacific Steamship LinesPacific Tanlters, Jnc.Pacific Towboat & Salvage Co.Paramount Pictures, Inc.Petaluma and Santa Rosa Railroad Co.P. L. Tran~portation Co.Pope & Talbot, Inc.

(McCormack S.S. Co. Div., all services exceptSteam Schooner Trade)

Port Orford Cedar Co.Puget Sound Nnvigation Co.Red Snlmon Canning Co.Reedsport Towboat Co.Richmond-San Rafael Ferry & Trans. Co.River LinesSacramento Northern RailwaySan Diego & Coronado Ferry Co.Snn Francisco Towing Co.San Pedro Towboat Co.Santa Ana Steamship Co.Santa Catalina Island CompanySanta Cruz Oil Corp.Santa Cruz Portland Cement Co.P. F. Sato CompnnySeeltonk Corp.Ship Owners Assn. of the. Pacific CoastShip Owners & Merehants Tug Co.SoutJlern Pacific Co. (Pacific Lines)Southern Pacific Golden Gate Ferl'ies. Lid.States LineStates Steamship CompanySudden & Christensen

(Interconstal Service)Tacoma Oriental LineUnion Sulphur Co., Inc.Washington Navigation Co.'Vestern Pacific Rnilroad Co.Weyerhaeuser Steamship Co.Wilmington Trans. Co. (Steamships)Wilmington Trans. Co. (1'owboats)Wilmington Trnnsportation Co.

(Snn Frnncisco Bay Ferry Service)E. IC Wood Lumber Co.R. C. Zuckerman CompanyWeyl-Zuekerman & Co.

Western ,and Southern R;versAmerican Barge Line Co.Carnegie-Illinois Steel Corp.Central Barge LinesJ. K. Davidson & Bro.Dravo Corp. (Keystone Sand Division)Federal Barge LinesHalliday Sand Co.John I. Hay Co.Iron Cit;.· Sand and Gravel Co.Lake Tankers Corp.McCrndy Rodgers CompanyMissouri-Illinois R. R. Co.Natchez & Louisiana Railway Trnnsfer Co.New Orleans. Texas and Mexico RWf·Ohio Riv('r CompanyPittsburgh Coal CompanySteamer Service Co.Sltreckfus Stenmers. Inc.Union Barge Line Corp.W"rrior & Gulf Nnvigation Co.Whe('lin~ Steel Corporation