NOVEMBER, 1939
fiLIATED WITH THE AMERICAN fEDERATION Of LABOR ALSO STANDARD RAILROAD BROTHERHOODS
No .11
No Wonder He's Nervous
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WHAT THE HECK IS
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TO ME WHEN THEY
;..-.r-ST_A_R_T_TO FIGHT?
(By Baer)
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jThe Ma§te~ Mate and Pilot
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Official Journal of the Ndional Organization of Masters. Mates and Pilots of America. Published on the 15th of each
month at 810-[6 Rhode Island Ave., N. E., Wa5~in9ton. D. C.
?~-----------------------------------No. 11
NOVEMBER, 1939
;~VOL. II
ijTransfer of American Ships to Foreign
'IFlags Called Camouflage for Neutrality
->+1
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. . (*1
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'ij
NOI\tIMP Protests to Marititne Cmnmission Action 'ViII DeSll"oy U. S. lVlerchant l\larinc.
and Increaoe Unemployment Among Or~ani7:ali()n"s r;:icmhcrs
whose membership wiII be affected if these ships are
transferred to foreign registry.
Copies of letters received have been forwarded to
Chairman Land, President Roosevelt, Chairman
l3land and others, with a request that the U. S. Maritime Commission refuse to be a party to these transfers solicited by steamship owners.
Among these protests were communications from
Local No. 90, San Francisco, and Local No. 14, Baltimore.
The West Coast protest, signed by C. F. May, pres_
ident of Local No. 90, follows:
"WHEREAS the repeal of the Neutrality Act is now
an accomplished fact; and
"WHEREAS the repeal of this Act by the United
States Congress has deprived hundreds of Americau
merchant marine officers of their means of livelihood
and will have far-reaching effects upon the economic
condition of said American merchant marine officers
and their families; and
"WHBREAS extended training in the Navy and the
Coast Guard will serve the twofold purpose of continued employment and invaluable military training;
and
"WHEREAS the steamship companies affected and
the Maritime Commission are now perfecting a plan
whereby their ships may continue operations under
a foreign flag, using foreign officers; and
"WHEREAS the transfer of American flag vessels
to service under a foreign flag would nullify the intent of the repeal of the Neutrality Act: Therefore
be it
"Resolved, The National Organization of Masters,
Mates and Pilots of America, West Coast Local No.
90, strenuously protests the transfer of any Ameri~an flag vessels to service under any foreign flag; be
It further
"Resolved, That the President of the United States
instruct the Secretary of the Navy to assign officers
of American merchant marine without discrimina-
tion of age, for duty in the Navy and Coast Guard for
Neutrality patrol duties during duration of the war
when so assigned; and be it further
"Resolved, That the said merchant marine· officers
shall receive commissions and warrants commensur-
able with their standings and ability; and be it further
.
"Resolved, That this plan be executed as speedily
as possible, so that the high standard of the American merchant marine may be maintained; and be it
further
"Resolved, That copies of this resolution be sent at
once to the President of the United States, the Secretary of the· Navy, the commanding officer of the
their lives in the war zone, or face starvation on the
bread line? If the average seaman were permitted to
voice his answer, you can rest assured that he would
take his chances with the submarines.
"We ask that you make a public protest against
the transfer of American vessels to neutral flags in
the name of the organization and that, failing to get
results from your protest, you demand that SOme
arrangements be made whereby American seamen
can continue to sail these. transferred vessels. We
also ask that you expedite your action in this matter,
as we have been informed that the United States Line
has already advertised in English papers for licensed
and unlicensed personnel to operate these vessels.
"This letter was formulated and ordered sent to
you at the regular meeting held November 8, 1939."
Coast Guard, the Maritime Commission and to our
Senators and Congressmen, also to the national offi-
cers of the Masters, Mates and Pilots of America and
to all Locals; to the Marine Engineers' Beneficial
Association, to the United States Lines, the Black
Diamond Lines, to Moore & McCormick, Lykes Bros.
and affiliates, the Waterman S. S. Co., the American
President Lines and to other steamship lines affected,
also to the American Federation of Labor and to the
Central Labor Councils of San Francisco, Seattle
and Portland for their concurrence and support."
The Baltimore letter, signed by R. R. Ogg, presi-
dent of Local No. 14, follows:
"The Nentrality Act, if enforced, will work great
hardships on the merchant marine seamen, but if
American vessels under foreign registry are permitted to be manned by foreign seamen, we feel it
be will a death blow to the U. S. merchant marine.
"If the Maritime Commission is permitted to authorize the transfer of American ships to neutral
flags the effect of the Neutrality Act will have been
nullified. American ships, under neutral flags, will be
carrying American cargo to belligerent nations. The
only section of the Act which will actually remain in
force will be the one denying to American citizens the
right to travel in the war zone, and that is the one
section which so vitally affects American seamen.
"If the Nentrality Act is so flexible as to permit
the transfer of American ships to neutral flags for
the duration of the war, so that their owners may
take advantage of the excessive war profits which
will resnIt from trading with belligerents, why not
carry this absurd condition to greater lengths and
permit American seamen to transfer their allegiance
to neutral countries for the duration of the war, so
that they may sail on these transferred vessels?
"Even though the Neutrality Act has been passed,
we feel that it is not out of order to state our position
with regard to merchant sbipping. It is our contention that if American shipowners are willing to risk
their ships in the war zone, knowing that they can
expect no assistance from the Government in the
,event of their being sunk, and if American seamen
.are willing to risk their lives sailing these vessels,
then these vessels should be permitted to operate.
With the seamen, the whole matter resolves itself
down to one question-would the seamen rather risk
{2)
Mrs. John H. Pruett Dies
The Editor has learned with deep regret of the.
passing of Mrs. Phoebe Pruett, wife of our pas
Presi"dent, John H. Pruett, at Kittery Point, Me.,
October 17, 1939.
The older members will recall Mrs. Pruett's genial
personality and kindly friendship at the numero
conventions which she faithfully attended for yea
Since Captain Pruetts' retirement in January, 1929,
to Kittery Point, Me., we have not had her company
at our conventions.
Captain and Mrs. Pruett were married more than
53 years. They went to the "Little Red Schoolhouse'!
together, and when Captain Pruett went to sea at the
age of 15, they corresponded faithfully and ev
tually were married. They had five children-thr
sons and two daughters-one of whom died in in
fancy. The four remaining children are all marrie
and highly respected members of society.
The mutual devotion of Captain and Mrs. Prue
was a watchword among their friends, who mOll
her sincerely. His former shipmates join them'
rendering our sincere sympathy and the hope th
the Great Pilot will give him peace until he rejoi
his loyal helpmate in the safe harbor of Paradise.
THE MASTER, MATE AND PIlO
Maritime Service to Train 8~360 Seamen
Yearly Left Jobless by Neutrality Law
ACILITIES for training 8,360 seamen yearly in
F
the U. S. Maritime Service are being made available by the Maritime Commission to crews and officers of ships which will be withdrawn from service
because of the Neutrality Act.
The Maritime Service is the organization set up
by the Maritime Commission under the Merchant
Marine Act of 1936 to train American seamen in
deck, engine room and steward's departments of
American flag vessels.
The Maritime Service is operated under rules and
regulations promulgated by the Maritime Commission which establish the policies and curriculum and
determine eligibility of enrollees. The Commission
selected the Coast Guard as the administrative agent
and pays all expenses of the service.
While engaged in this training the seamen will be
paid $36 a month, plus clothing, quarters, subsistence, medical and dental care and transportation.
The officers will receive the same benefits and will be
paid $125 a month. Direct payments and allowances
to enrollees for a three months' training course will'
amount to $230 for unlicensed enrollees and to $512
for licensed personnel.
Immediate expansion of the Maritime Service will
be undertaken. This includes acquisition of a new
training station on Gallops Island in Boston Harbor
to handle 1,000 men each quarter. A former Public
Health Service Quarantine Station on the Island will
be made over and opened for receipt of enrollees
about November 27, 1939. Only unlicensed personnel will be assigned there.
Other facilities available to the unemployed seamen include:
Hoffman Island, New York Harbor. The capacity
of this station for training unlicensed personnel is
being increased from 600 to 750 quarterly. Machine
sbops, galleys and class rOoms are available.
Gove"nment Island, San Francisco Harbor. Forty
licensed personnel and 100 unlicensed personnel will
be trained here quarterly. A Coast Guard cutter is
attached to this station for additional sea training.
Fort Trumbull, New London, Conn. Facilities for
training 100 licensed officers quarterly are available
here, and the course includes navigation, signaling,
communications, cargo handling, damage control,
maritime law, steam and Diesel engineering and
electricity.
The curriculum for unlicensed personnel at all the
stations includes nomenclature and types of ships,
boatmanship, seamen's laws, breeches buoy drill,
painting, cargo handling, steam and Diesel engineering, machine shop practice and welding. For unlicensed members of the steward's department
courses are provided in preparation and handling of
NOVEMBER, 1939
food, dining room steward routine and room steward
routine.
During the period of the emergency no enrollee
will be accepted other than one left jobless by the
Neutrality Act. Applications for enrollment should
be made to the Maritime Commission District Offices
at 45 Broadway, New York City, and Canal Bank
Building, New Orleans, La., or to Coast Guard recruiting stations. Requirements for enrollment
under the emergency program are one year's active
service at sea within the last three years and a certificate of discbarge showing that the applicant was
a member of the crew on the last voyage of a vessel
withdrawn from service by operation of the Neutrality Act.
The training program has been in operation since
September 1, 1938. Up to November 10, 1939, 2,883
seamen and officers had been enroll,ed in the Maritime Service.
The Maritime Service has previously taken unemployed seamen who have served at least two years on
merchant ships of the United States. They have received the same compensation as will be offered to
the unemployed seamen under the emergency program. In addition, upon completion of the three
months' train'ing program, they have become eligible
for retainer pay amounting to one month's pay at
the enrolled grade for each 12 consecutive months,
providing that the enrolled member has spent 8
months of the 12 on a documented vessel of the
United States and has also served I month of the
12 on active duty with the Maritime Service.
The emergency program will not affect training of
apprentice seamen, whicb has already begun. A first
class of 250 apprentice seamen chosen from over
300,000 eec boys is now receiving instruction on
the training ships; AmeTican Seaman and Joseph
Conrad, based at St. Petersburg, Fla., the site of the
new Gulf training station. These apprentice seamen
will receive a year's training fitting them for unlicensed positions in the merchant marine.
Annual Cap(LCity of Training Stations: Government Island, Alameda, Calif. - Liceused, 160; unlicensed, 400. Fort Trumbull, New London, Conn.Licensed,400. Hoffman Island, New York HarborUnlicensed, 3,000. Gallops Island, Boston Harbor
(Emergency)-Unlicensed, 4,000. Coast Guard vessels (Emergency)-Licensed, 400. Total, 8,360. St.
Petersburg, Fla.-Apprentice training, 500. Grand
total, 8,860.
Analysis of direct payments and allowances to enrollees in the United States Maritime Service for
three months' training course: Unlicensed Personnel-Compensation, $108; rations for three months,
$54; clothing, $55; transportation, $10; laundry for
(3 )
three months (bedding), $3; total for three months,
$230. Licensed Personnel-Compensation, $375; rations for three months, $54; clothing, $55; transportation, $25; laundry for three months (bedding), $3 ;
total for three months, $512.
The above represents the direct benefits to each en-
stad who represent the national organization in
negotiating these proposals.
We had several con-
ferences with the Shipowners Associations;
dis~
rollee, exclusive of medical and dental care, recrea-
cussed various changes but did not arrive at any
understanding with them prior to September 30. It
was apparent that there would be no satisfactory
agreement reached On September 30. In as much
tion and welfare, supplies and equipment and ad-
as the negotiating committee had no power to
minillltrative expenses, all of which are paid for by
the Maritime Service without cost to the enrollee.
pletely break off negotiations, it was the desire of
the employers to extend the agreement for a period
of time for further negotiations.
After lengthy discussion with the negotiating committee of Shipowners, your negotiating committee
agreed to the following:
"The negotiating committee representing the National Organization of Masters, Mates and Pilots
and the negotiating committee representing the
steamship owners represented by the Pacific American Shipowners Association parties to the agreement
of February 4, 1937, hereby tentatively agree, subject to ratification by the membership of said Union
and the steamship companies parties to the said
contract, that said agreement shall be extended for
a period of ninety (90) days from October 1, 1939,
during which period the parties shall conduct negotiations concerning the proposed modifications to
the agreement. Working rules to become effective
if and when agreed upon on all articles thereafter
The value of medical and dental services during the
three months' course to each enrollee on the average
is estimated at $50 per man.
Enrollments in the United States Maritime Service
from inauguration September 1, 1938, to November
10, 1939: Licensed Personnel- Deck officers, ensigns, 211; engineer officers, ensigns, 208; total
licensed personnel, 419. Unlicensed Personnel--Seamen, 2d class, 907; firemen, 3d class, 917; mess at-
tendants, 2d class, 390; total unlicensed personnel,
2,214; apprentice seamen, 250; total of all enrollees,
2,883.
News From Local No. 90
Reprinted from
The Sextant
com~
opened.
West Coast negotiations on amending the existing agreements have been carried on for some time
and it was decided to extend the period of the present
agreement for 90 days in order to continue the negotiations ·which had been started but not finished.
On June 7, 1939, this organization received communications from the Pacific Americau Shipowners
Association and from the Shipowners Association
of the Pacific Coast advising us that they were willing to continue the satisfactory relationship with
our organization for another year by renewing the
agreement on September 30, 1939.
In accordance with the policy of this organization a ballot was submitted to the membership and
asked their opinion if they wished to have the
agreement renewed or amended. The wishes of the
majority of the membership were to open agreement for amendments and clarifications. Therefore,
on August 12, 1939, we notified the Shipowners of
our desire to open our agreement for clarifications
and amendments.
On August 15, 1939, all elected representatives of
West Coast Local No. 90 on the Coast were called
to San Francisco headquarters to draw up the proposals to be submitted to the Shipowners.
The main amendments to our present agreements
were preference of employment on offshore and intercoastal vessels; increase of wages and overtime;
extra compensation for piloting; two week's vaca-
tion with pay; four mates on all vessels and several
other changes in working conditions.
At headqnarters three additional members were
elected to assist the president and Capt. O. E. Rol-
(4)
"The negotiating committee also agree that the
foregoing agreement shall be referred to the membership of the Union and the steamship companies
parties to said contract for ratification not later
than October 7, 1939, and if ratified, the foregoing
agreement shall be formally executed by the parties.
"Dated: September 28, 1939."
Our proposal was taken under advisement by the
negotiating committee of the Shipowners Association of ·the Pacific Coast. On Septemher 20, 1939,
they made a counter proposal agreeing to give officers two weeks' vacation after one year's continuous
company service; slight increase for the first officer;
slight increase in overtime; increase in travel time;
increase in room allowance ashore; penalty time if
working 24 hours and not receiving eight hours
rest period within the 24 hours; and a new arbitr
tion clause. This counter proposal was temporarily
rejected at regular meeting at headquarters on September 27 by the membership and the negotiating
committee was instructed to continue negotiations
for a more favorable agreement.
The Shipowners
Association of the Pacific Coast was so informed
by your committee.
On September 28 the following telegram wa
received:
"Capt. C. F. May,
Masters, Mates and Pilots of America, Local No. 90,
9 Main Street, San Francisco
"I understand the agreement now existing coverin
maritime labor conditions involving Shipowners
Association of the Pacific Coast and Pacific American Shipowners Association on Pacific Coast and
THE MASTER, MATE AND PllOI
your organization will expire midnight, September
30, unless present agreement is mutually extended
or a new one negotiated before expiration date. It
is extremely desirable that established methods of
handling labor disputes in your industry should continue and that waterborne commerce on West Coast
should not be interrupted. In behalf of the many
thousands of workers involved, the shippers, and the
public generally, I hereby request that both parties
agree immediately to an extension of the present
agreement for a reasonable time. In order that
negotiations may be successfully completed Commissioner E. H. Fitzgerald is hereby designated as
special representative with instructions to call your
negotiating committees together for the purpose of
reaching agreement on proposed extension and notifying me accordingly. Am appreciative of the fact
you have made considerable progress in your nego-
tiations but am faced with the urgent necessity of
reassuring all concerned that there shall be no cessation of shipping operations. I shall appreciate an
early reply to this request.
"FRANCES PERKINS."
A similar telegram was sent to the Shipowners
ganization to their own office and meeting room at
30 Whitehall Street (one block south of the Custom
House).
In order to give the officers on day duty an opportunity to attend the meetings, the last meeting of
the month is being heid at 5.30 p. m. instead of at
2.30 p. m. In order to comply with the Constitution,
the meeting is called to order at 2.30 and then recessed until 5.30 p. m. The times of the meetings
are now 2.30 p. m. on the second Wednesday and at
5.30 p. m. on the fourth Wednesday of the month.
Both meetings are held at the new meeting room at
30 Whitehall Street.
Election of Officers--1940
The ballots for the election of officers for 1940
have recently been mailed out to the members.
Members are reminded to fill in the ballots and mail
them in promptly. It is most important that the
outside tag of your pallot bears your signature along-
follows:
"Section 1. Both parties agree that it will be
impossible to arrive at a mutually satisfactory: contract before September 30, 1939.
"Section 2. Both parties agree to continue the
existing contract which expires September 30, 1939,
in full force and effect after September 30, 1939, as
herein otherwise provided.
"Section 3. Either party may serve a 60-day
notice in writing any time after October 1, 1939, of
its desire to terminate the existing contract. When
such notice has been served, the existing contract
us
wiII terminate at the expiration of the 60-day period.
"Section 4.
Both parties agree to resume nego-
,p-
tiations in good faith, as soon as convenient to both
parties, after the signing of this agreement with a
view to arriving at a mutually satisfactory contract.
There wiII be no stoppage of work during the pe110d
of extension but in the event of a dispute such dispute shall be settled in accordance with the existing
ug
ns
contract."
This your committee considered too uncertain on
if
.rs
'a-
ily
.rg
ed
as
"
19
rs
:-i-
There have been two very important changes in
tbe meetings of Local No. 88. The time and place
of meetings have been changed. Last June, Local
No. 88 moved from the offices of the National Or-
On September 29 the Shipowners Association of
the Pacific Coast submitted to your negotiating
Ifi~r ;
Le;
Important Notice to Members
of Local No. 88
Associations.
committee an extension agreement which was as
he
ia19,
of the Pacific, Marine Firemen, Oilers, Wipers and
Watertenders Association, and the Checkers.
. It is the desire of Masters, Mates and Pilots, West
Coast Local No. 90 to come to a satisfactory agreement without getting involved in any strike or lockout. Realizing an emergency exists on account of
international affairs, we hope that the employers
will resume negotiations at a very early date.
The membership can be assured anything agreed
upon will go to a referendum vote of not less than
30 days for ratification as per our by-laws. We
hope everyone will take the opportunity to vote. We
will keep you informed through our representatives
of further developments. Do not hesitate to call
at the office for information at any time.
account that it could be extended from month to
month and carried through to sometime next year
without a satisfactory agreement being reached.
Not wishing to throw the members ashore, we submitted an identical extension agreement as we had
with the Pacific American Shipowners Association
side of your number.
These signatures and num-
bers are removed before the ballots are opened so
the voting still remains secret. All ballots not bearing the proper signature will not be opened, but will
be destroyed. Remember-sign your ballot and mail
it in promptly.
National Convention
The National Convention of the M. M. & P. is to
be held the latter part of January. The delegates
from Local No. 88 are being elected on the officers
ballot for 1940. At the regular membership meeting
on November 8, 1939, the Executive Board was directed to draw up a set of instructions for the dele-
to which the Shipowners Association of the Pacific
gates. These instructions are to be approved by the
Coast negotiating committee agreed to on September
30,1939.
Up to this writing we have had no other confer-
membership; probably at the meeting on January
10, 1940.
Members are requested to present their views and
opinions for the National Convention to the Execu-
ences with our employers.
Other maritime organi-
Id
zations agreed to an extension except Sail Union
or
NOVEMBER, 1939
(Continued on page 8)
(5)
THE MASTER, MATE AND PILOT
VOL. II
NOVEMBER, 1939
Published monthly. Main~ •
biued by and in the intet'C.!lt
of the National Ol"gaDi%;ation.
of Maatcrs, Matcll and Pilobs
of Amcriw, at 810 Rhode
Illiand Avenue, N. E., W:mh·
.
-
Number 11
ington, D. C., with Gl!D.ernl
and Executive Offices nt International Commerce Build-
inC", 15 Moore Street, New
York, N. Y.
Publi5hed on the 15th of each month.
~
Sworn detailed circulation statement on request.
Entered as second-cI3.!ls matter nt the post office at Washingtou. D. a.,
under tho Act of AUgust 24, 1912.
SUBSCRIPTION: $1.00 PER YEAR
Convention Call
FOREIGN, $2.00
NATIONAL TRUSTEES
GEORGE W. MeV A Y. Providence. R. I.
EDWARD T. PlNCHIN. New York City
GEORGE S. DOWNING, Norfolk. Va.
JAMES J. DELANEY, New York City. Business Manager
JOHN J. SCULLY, New York City, Editor
NATIONAL OFFICERS
JAMES J. DELANEY, Pre'Jident, New York City.
GEORGE M. FOURATT, First Vice President, in chll.rC"e of aJllnlllnd Cl:art
on West Coast.
WILLIAM T. DANillLS, Second Vice FrCllident, Savannah, Ga.., in charge
of the South Atlaritic.
DENIS McCARTHY, Third Vice 'President, in cha,mc of the Eastern
Division.
EDWARD S. SMITH, Fonrth Vicc Prl1llidcnt, in charge of the Grcat Lakea.
O. E. ROLSTAD, Sixth ViCe President, San Francisco, in charge of Oceangoing and CollStwise Craft on West ConJlt.
HOYT S. MORRIS, Seventh Vice Presidcnt, Philadelphia, Plio., in chame
of the Delaware River District.
NORMAN DEAKIN, New York City, Apprentice Vice Preaident.
JOHN J. SCULLY, New York City, Sccretll.ry-Trc;lIIurer.
COMMUNICATIONS AND REMITTANCES mllY be nddrC6sed onn cheeks
made payable to the National Organization of Mnaters, Mates and PiIota
of America, 810-16 Rhode bland Avenue, N, E., Washington, D. C.. or
International Commerce Building, 16 Moore Street, New York, N. Y.
READING AND ADVERTISING MATTER MUST reach the office not.
Inter than the 26th of the month preceding publication.
CHANGE OF ADDRESS Bhould be received prior to the first. of the month
to affect the forthcoming issue, and the old lUI well as the new address
must be given.
Effects of Neutrality Act
Well Brothers! Our last issue left you with
the uncertainty of what Congress would do.
Now at least we know the worst. Neutrality
means lay-ups for American flag ships and
lay-offs for American sailors and officers as
the new embargo repeal is now written. The
efforts to place American flag ships under
alien registry, while actually an emergency
measure, is not in accord with the ideas or
policy of our Organization. We object first as
patriots to decreasing even temporarily our
Merchant Marine. Our second objection covers
the replacement of American shipping standards by cheaper alien crews not under decent
wage, hours or sanitary conditions. In one
fell swoop, years of effort evaporates if the
shipowners can beach American personnel and
jettison American standards. Our third objection is that however these ships may register under any Pan-American flag, their safety
is still a matter of concern to the American
(6)
Government because of the commitments made
and our Monroe Doctrine's principles, if not
the letter of the document.
This change of registry spells triple disaster for our Merchant Marine, our seamen and
our neutrality! We feel that the State D.epartment should arrange replacements m
Asiatic and Latin American trade under our
flag and permit allied vessels to carry the contraband.
The forty-fourth convention of the National Organization Masters, Mates and Pilots of America will
be held at the Hamilton Hotel, Washington, D. C.,
during the week beginning January 22, 1940.
The convention is expected to consider important
problems affecting the Organization, and all Locals
therefore are urged to make a special effort to send
a full delegation, to which they are entitled in ac·
cordance with Article 4, Section 2, of the National
Constitution.
The sessions of the convention will begin 10 a. m.
on January 22, 1940, and will be held daily there·
after until the business of the convention is com·
pleted.
All Locals are directed to furnish the name or
names of their delegates to the National Secretary.
Treasurer at least ten days prior to the convention,
as prescribed in Section 2 of Article 4 of the National
Constitution.
Delegates are requested to bring their wives or
other members of their family in order to create a
happy family atmosphere between sessions of the
convention. Visiting brothers will be cordially weI·
corned.
A letter of instructions, with the proper forms to
be filled in, will be sent to eacb Local Secretary in
due time for compliance with our Constitution.
Reservations can be made direct by writing the
hotel or through the office of the National Secretary.
Treasurer. Such requests should be made one week
in advance of the convention.
Contract Awarded to Construct
Last of 40 C-2 Cargo Ships for U.S.
The United States Maritime Commission has
awarded the Federal Shipbuilding and Dry Dock
Company, Kearny, N. J., a contract for construction
of eight single-screw, steam-propelled cargo vessels
of its C-2 design at a price of $2,124,500 each.
These ships are 459 feet overall, 63 feet wide,
13,900 tons displacement; cargo capacity, 7,549 tons,
and speed of 15112 knots.
The award completes the allotted number of e-2
ships which the Commission had scheduled for can··
struction, making a total of 40 C-2 ships on order.
THE MASTER, MATE AND Pilor
Candidates for New Class of Merchant
Marine Cadets Must Apply by December 21
The United States Maritime Commission has announced that a new class of future officers of the
American merchant marine would be selected on the
basis of applications submitted to the Commission
before December 21, 1939.
The applications are for the position of cadet in
either the engine or deck departments. Young men
who satisfy all the mental and pbysical tests are
placed on an eligible list, from which they are appointed to American merchant vessels engaged in
foreign trade as vacancies occur.
Under Commission regulations all cadets on government subsidized or government-owned ships are
selected by the Commission. Cooperative arrangements with private shipowners receiving no subsidy
are expected to make that field available for these
cadets
SOOll.
Out of 166 young men who passed the first eadet
examination, more than 100 have been appointed to
positions on merchant vessels.
The cadet training program is entirely a civilian
program and is directed by Richard R. MeNulty,
under the supervision of Commissioner Henry A.
Wiley, Rear Admiral, U. S. N. (Retired).
During training cadets will learn the duties of the
engine or deck departments in preparation for their
careers. They also are required to complete study
courses while on the vessel, such as engineering,
courses such as mechanical engineering. Candidates
are advised that before applying they should carefully consider whether or not they are "naturally
adapted for a seafaring career which involves confinement aboard a vessel for long peciods of time.
Youths who are not rugged in physique and resolute
and ambitions in spirit or who are unstable of purpose or at all afraid of work, wet, cold or the general privations that may accompany a seafaring life
are unfit to become cadets.
"Applicants for appointment as engineer cadet
must have mechanical aptitude. This is essential because marine engineering aboard ship demands a
practical mechanical skill in machine shop work,
handling and use of tools, electricity and assembling
ability. The above essentials are coupled with a
sound theoretical knowledge of the working principles involved in the propulsion machinery, refrigeration plant, electrical units and all of the auxiliaries.
"Discipline in a merchant vessel is inspired rather
than enforced through the consequences of punishment. Leadership by the offieer in all things is, therefore, a prime requisite. He must be impartial and
fair in his dealings with subordinates and courteous
and respectful to his superiors at all times. In this
way he will command a natural respect far more
effective than any form of enforced discipline."
Young men interested in the examination should
navigation, physics, communications, mathematics, apply to the Supervisor of Cadet Training, United
first aid and ship hygiene. Minimum pay for cadets States' Maritime Commission, for additional inforis $50 a month, in addition to food and quarters. They mation and application forms. No application will be
will be quartered with the licensed officers and will considered which is postmarked later than midnight,
mess with the junior licensed officers.
December 21, 1939.
After completing three to four years' service as
cadets the men may take examinations of the U. S.
Bureau of Marine Inspection and Navigation to
secure a third ·mate or third assistant engineers' Pusey & Jones Corp. to Construct
license. Upon obtaining this license they will lose Two Shelter-Deck Type Vessels
their status as cadets and will become eligible for
assignment as cadet officers, unless able to secure
The United States Maritime Commission has
employment as third mate or third assistant engineer. Cadets and cadet officers will not be used to awarded a contract for construction of two C-l dedisplace required members of the crew. During the sign, shelter-deck, steam-propelled ships to the Pusey
first three months they may learn how to clean and and Jones Corp., Wilmington, Del., at a price of
polish, but thereafter this work will be reduced to a $1,928,000 each.
This brings to 38 the number of C-l cargo ships
minimum. After six months they will not be reordered since bids were opened July 11, 1939. There
quired to perform this type of work.
Applicants for cadetsmps must be between 18 and have now been 141 ships ordered under the Com25 on July 1, 1940, and must be unmarried American mission's construction program, of which 26 have
citizens who can produce evidence of good moral been launched.
The ships awarded to Pusey and Jones are the first
character. A strict physical examination is given to
all cadets as well as the scholastic tests. Only young C-l's of the shelter-deck type. They are 413 feet
men possessing required scholastic units are accepted overall; breadth 60 feet, displacement 11,100 tons.
as candidates, and special weight is given for expe- The other 36 are of the full scantling type, somerience at sea and for completIon of special academic what larger and longer.
NOVEMBER, 1939
(7)
Quits Office After Forty Years of Service
the office of secretary emeritus of the American
Federation of Labor.
The text of the resolution, offered by Matthew
Woll, third vice president of the American Federa·
tion of Labor, follows:
"It is with profound regret we learn of the un·
alterable determination of our honored and respected
secretary-treasurer, Frank Morrison, to retire from
active service and no longer to seek continuance in
the office and undertake the duties and responsibilities he has so ably and devotedlY filled during these
many years with credit to himself and honor to the
American Federation of Labor.
uIn view of his long, uninterrupted and invaluable
services to our cause and organization, as an ex~
pression of our ever enduring appreciation of the
contributions made by him to labor in general and
to the American Federation of Labor in particular
and as an indication of our desire to manifest in
adequate and appropriate form not only our high
regard for his sterling qualities but as an expression
of our sincere regard for his future welfare and well
being, be it
"Resolved, That the executive council be author·
ized and directed to have prepared and engrossed
in suitable manner resolutions setting forth our
everlasting appreciation for long and invaluable
services rendered by Secretary-Treasurer Frank
Morrison, to be presented to him under circum~
stances worthy of and in keeping with that spirit
of fraternity, friendship and good will that prompts
these expressions, and be it likewise
"Resolved, That we hereby do elect Frank Morrison secretary emeritus of the American Federation
of Labor to become effective immediately upon
termination of his present period of office, and that
as a retirement compensation he shall he entitled
to and will receive the sum of $6,000 annually, payable in such manner as will best suit his convenience
and requirements."
------
Important Notice to Local No. 88 Members
(Continued front page 5)
Fran', Morrison was elected secretary of the. American
Federation of Labor by the 1896 A. 11'. of L. convention.
He was elected secretary-treasurer by the 1935 convention following the. consolidation of the offices of secreta,'r1J and treasurer and was reelected by the 1936, 1937,
and 1938 conventiol1..s. At the 1939 convention, in Cincinnati, Ohio, he declined to be a candidate for reelection. When Mr. Morrison bcceame secretary of the Anwrican Federation of Labor it had a paid-up mCmbC1"skip of
264,825. When he made his last annual report, covering
the fiJJcal year ending August 31, 1939, the paid-up
membership totaled 4,006,354.
CINCINNATI, Ohio-Accepting with deep regret
the determination of Frank Morrison, secretarytreasurer of the American Federation of Labor, to
retire on December 31, after serving the Federation
as an official continuously since 1896, the annual
convention of the A. F. of L. adopted a resolution
expressing appreciation for his lifetime of devotion
to the interests of the workers and elected him to
(8)
tive Board as soon as possible so that a well-rounded
program may be ·drawn up. If it is impossible to
contact the Executive Board in person, your com~
munications should be addressed to the Executive
Board, Local No. 88, M. M. & P., 30 Whitehall Street,
New York City.
In Memoriam
It is with deep regret that we learn of the death
of Brother Charles Mott, Second Officer of the SS.
El Mundo. Mr. Mott, a member of Local No. 88,
N. O. M. M. & P., passed away on Novemher 21, 1939.
Sick List for Local No. 88
Mr. George Wilson is recuperating at Ellis Island.
Mr. George Eo Blackler is spending the holidays at
the Marine Hospital.
Mr. A. B. Cortright is making eyes at the nurses
in the Marine Hospital.
.
Mr. Hjalmar Reis is spending part of his vacation'
at the Marine Hospital.
Mr. F. Eo Fallenberg has a regular bed at the Ma·
rine Hospital.
THE MASTER, MATE AND PILOT
Local
No~
33
Captain H. J. Delatre, secretary-treasurer
of Local No. 33, has been on the Great Lakes
since 1907, having started sailing on lumber
steamers at that time. He has been Master
of Passenger Boats for the past 15 years; at
present is sailing Steamer "Theodore Roosevelt."
Captain R. A. Harrentt, president of Local
No. 33, has been on the Great Lakes for about
32 years. He has been in the Duluth and
Georgian Bay line for about 20 years and is
Master of Steamer "North American." He
has been a member of NOMMP for many
yeaTS.
News Item from Local No. II
organization, pecause without an organization you
cannot hope for success in this or any other matter
By DENIS MCCARTHY,
affecting your wages and worldng conditions.
Boston, Mass.
News from Local No. 40
We have had several inquiries from members as
to whether or not the agreement with 'the coal comAn agreement was negotiated and signed Octopanies has been renewed and what changes, if any, ber 28, between the representatives of our Organihave heen made thereto. The agreement automat- . zation and D. J. Arques covering motor vessel J. C.
ically renewed itself as of October 1, 1939, to con- Arques. The agreement covers terms of employtinue for another year to September 30, 1940. The ment for one year. Overtimes will be allowed at
agreement provides that either party shall give writ- rate of $1.11 pel' hour for all overtime worked in
, ten notice at least 30 days prior to the expiration excess of nine hours. The following holidays will
date if changes or modifications are to be made. be observed and any work performed on such holiNeither party requested changes, thus the agreement days will be paid for at overtime rate: New Year's
was renewed. This agreement was negotiated Sep- Day, Washington's Birthday, Decoration Day,
tember, 1937. It was not perfect then; it is not per- Fourth of July, Labor Day, Admission Day, Thanksfect now.
giving Day and Christmas Day.
We have had some complaints from our members
Every licensed officer who has worked 12 months
relative to the agreement. This is to be expected; it shall receive two week's vacation with pay each year
is definitely impossible to negotiate an agreement during the vacation period. Licensed personnel
which will be satisfactory to all, but apparently the shall receive 24 consecutive, undisturbed hours off
greater number is in accord with'it, at least for the duty each week. All officers hired by the employer
present.
'
shall be members of the Union. The company
Dark, lean days are ahead for the American mer- agreed to give preference to hiring through the
chant marine, brought about by economic conditions offices of the Union.
The wage scale for captain is $226 pel' month;
over which we have no control. Therefore, we should
strive to hold on to what we have, to respect and for pilot, $195, including subsistence.
The agreement is for one year, until October 28,
observe our obligations in carrying out our part of
the agreement. It is obvious improvements can and 1940, and thereafter is subject to 30 days' notice
probably will be made looking to correcting some of in writing of a desire to change 01' modify by either
the abuses called to our attention, but in order to party.
The agreement was signed by Capt. Geo. M.
secure these needed improvements, care must be
Fouratt,
national vice president of the Masters,
taken to select the opportune time to reopen the contract and to discuss our problems with the compa- Mates & Pilots, and J. M. Gayner, president, Local
nies. Therefore, until then, carryon, support your No. 40; and by D. J. Arques, for the company.
NOVEMBER, 1939
(9 )
Bureau of Marine Inspection and Navigation Orders
CIRCULAR LETTER NO. 262
To: All Supervising, Traveling, Local
and Assistant Inspectors and Others
Concerned:
Subject: Revised list of member coun-
tries to the Safety at Sea Convention.
The British Emb:lSsy, through the
Department of State, has furnished this
Bureau with a revised list of countries
which are now members of the International Convention for the Promotion
of Safety of Life at Sea.
The information contained in the list
below supersedes that set forth in Para..
graph 2 of Circular Letter No. 134,
dated October 26, 1936, and Circular
Letter No. 206, dated May 16, 1938:
United Kingdom, United Kingdom,
Hong Kong; United Kingdom, Straits
Settlements; Argentina, Australia,
Commonwealth of; Belgium. Brazil,
Bulgaria, Burma. Canada, Chile, China,
Danzig. Denmark, Egypt. Eire. Estonia,
Finland, France, French Indo-China,
Germany. Greece, Sweden, Hungary,
Iceland. India, Italy, Italian· colonies of
Libya. Eritrea and Somaliland and Italian islands in the Aegean; Japan, Japan
for Chosen. Taiwan and Leased Territory of Kwantung; Netherlands, Netherlands East Indies. New Zealand. Norway. Panama, Poland, Portugal, Roumania, Soviet Union, Spain, United
States of America.
CIRCULAR LETTER NO. 263
To: Collectors of Customs and Others
Concerned.
Subject: Amendment of Regulations
on Entry and Clearance.
The regulations of the Department of
Commerce appearing in the "Compilation of Regulations that have appeared
in various issues of the Federal Reister," heretofore furnished to you,
have been amended as follows:
Part II, Section lO-Record of En-trance and Clearance of Ve8se18, appearing on page 2407, has been
amended to read as follows: 10. Record
of Entrance and Clearance of V c8Scls.
"Permanent records will be kept at every customhouse of the entrance and
clearance of vessels, foreign (com,nerce
forms 1400 and 1401) and coastwise
(commerce forms 1402 and 1403), and
shall be open to public inspection; provided, however, that during any period
covered by a proclamation of the President that a state of war exists between
foreign nations no records with regard
to the entrance and clearance of vessels
in the foreign trade shall be open to
public inspection."
This amendment becomes effective immediately.
Part V, Section 10-8hippers' Export
Declarations, appearing on page 2411,
has been amended to read as follows:
10. Shippers' Export Declarations. .. (a)
The shippers and consignors of merchandise should deliver to the collector.
before clearance of the exporting vessel
is granted, verified declarations in duplicate, on commerce form 7525. of the
portions of the cargo to be shipped by
them. The declarations may be verified
on oath before the collector. his representative, or hefore notaries public or
other persons authorized by law to ad-
( 10 )
minister oaths; provided, however, that
during any period covered by a proclamation of the President that a state of
war exists between foreign nations, such
declarations shall be filed in triplicate
instead of in duplicate. (b) On presentation the declarations should be scrutinized carefully to insure compliance
with the requirement that the merchandise be correctly described. that the
quantities be given in the units called
for by the statistical schedule, and that
values be correctly stated. (c) When
the declarations arc a c c e pte d they
should be numbered, the duplicates returned to the shippers for delivery with
merchandise to the steamship company,
. and the originals filed in numerical ordel'; provided, however, that during any
period covered by a proclamation of the
President that a state of war exists between foreign nations the triplicate
copies of the declarations shall be retained by the collector of customs."
collector of customs as provided in Sections 4197 and 4200 R. S., as amended,
be granted clearance. although a com·
plete cargo manifest and all shippers'
export declarations, covering all cargo
laden on board, have not been filed;
provided, however, that during any period covered. by a proclamation of the
President that a state of war exists between foreign nations, no vessel shall
be cleared for a foreign port until a
complete cargo manifest and all shippers' export declarations, covering cargo
laden thereon. have been filed with the
collector.
.
These amendments are now effective.
CIRCULAR LETTER NO. 265
To: Shipping Commissioners,
lectors of Customs and all others con·
cerned:
Subject: Gratuitous furnishing of
blank copies of shipping articles (forms
705 and 705A) to masters of coastwise
vessels, upon request.
CIRCULAR LETTER NO. 264
It has come to the attention of the
Bureau that several of the shipping
To: Collectors of Customs and Others
commissioners'
offices have been declin~
Concerned.
ing to furnish blank forms of shippinr
Subjed: Amendment to Regulations
articles (forms 705 and 705A)
for Clearance on Incomplete Manifests
masters of coastwise vessel:;;, the
and/or Export Declarations.
of which vessels are not required
Sections 1, Ii and 9 of the Regulations
law to be signed on articles in the pr
of the Department of Commerce for
ence of shipping commissioners.
clearance on incomplete manifests and/
It is the opinion of this Bureau that
or export declarations h a v e bee n
it is desirable that the crews of coast~
amended to read as follows:
wise vessels be signed on articles of
Sec. 1. Any vessel taking on cargo
agreement which conform to the am
for a foreign port, or a port in nondes
of agreement which are signed by
contiguous territory belonging to the
the
members of crews of vessels en~
United States, may, by application to
gaged in the foreign or the intercoastal
the collector of customs on form 137gB
trade, as by doing so a uniform system
and the execution of the bond thereon
is established which affords the maxi
by the owner of the vessel, or by an
mum protection to the contractual righ
~ttorney in fact, with security approved
of both parties to a contract for t
by the collector of customs as provided
shipment of seamen on vessels of the
in Section 4197 R. S., as amended, be
United States.
granted clearance, although a complete
Therefore, in the future, blank fo
cargo manifest has not been filedj proof shipping articles (forms 705 and
vided, however, that during any period
705A)
may be furnished gratuitously to
covered by a proclamation of the President that a state of war exists between· the masters of coastwise vessels for use
in signing on the crews of their vessels:
.foreign nations, no v e sse I shall be
This letter supersedes any letters of,
cleared for a foreign port until a cominstructions which may have been is-:
plete cargo manifest has been filed with
. sued heretofore and which are in con·
the collector.
flict with the foregoing.
Sec. 5. Any vessel taking on cargo
for a foreign port or a port of noncontiguous territory, may, by applicaCIRCULAR LETTER NO. 266
tion to the collector of customs on com(Superseding Bureau Memorandum
merce form 1378B and the execution of
No.222)
the bond thereon, with security ap- To: U. S. Supervising Inspec
proved by the collector of custQms, as
Local Inspectors and Shipping Co
provided in sec t ion 4200 R. S., as
amended. be granted clearance. although
sioners.
all shippers' export declarations coverSubject: Proof of citizenship for is
suance of original licenses and renewa
ing cargo laden on board have not been
filed; provided, however, that during
of licenses to deck and engineer 0
any period covered by a proclamation
cers, Continuous Discharge Books a
Certificates of Identification.
of the President that a state of war exApplicants for the above licenses .
ists between foreign nations, no vessel
shall be cleared for a foreign port until
sued by the Bureau of Marine Ins
tion and Navigation claiming to be ei
all shippers' export declarations coverzens of the United States shall prod
ing cargo laden thereon have been filed
with the collector.
to the Local Board of Inspectors e
dence of such citizenship before ta .
Sec. 9. Any vessel taking on cargo
for a foreign port or a port of nonan examination.
contiguous territory. may, by applicaAcceptable evidence is described be
low in the order of its desirability:
tion to the collector of customs on form
1378B, and the execution of the bond
1. Birth certificate or certified copy:
thereon,· with security approved by the
2. Baptismal certificate or parish reI>
THE MASTER, MATE AND PILOI
ord recorded within one year after birth.
3. Statement of a practicing physician
certifying that he attended the birth
and that he has a record in his possession showing date on which it occurred.
4. State Department passport. 5. Seaman's protection certificate. 6. Report
of the C ens u s Bureau showing the
earliest record of age or birth available. Request for s u c h information
should be addressed to the Director of
the Census, Washington, D. C. In making such request, definite information
must be furnished the Census Bureau
as to the place of residence when the
first census was taken after the birth
'of the applicant, giving the name of
the street and the number of the house,
or the names of the croSs streets between which the house was located if
residing in a city; or the name of the
town, townsnip, precinct, magisterial
district, militia district, beat or election
district, if residing in the country; also
the names of parents, or the names of
other persons with whom residing on
the dates specified. Note: A census was
taken in the following years: June 1,
1860, 1870, 1880, and 1900; April 15,
1910; January 1, 1920, and April 1,
1930 (records for 1890 are not available). 7. Naturalized citizens must present a certificate of naturalization.
8. If none of the abO'lJe-mcntwned forms
of 6'lJidence is UlUailable, a statement to
that effect should be made and correspondence in support of such a statement should be submitted.
The follo,ving may then be submitted
for consideration: School records, immigration records, insurance policies,
affidavits of parents or relatives, or an
affidavit sworn to by two responsible
citizens of the United States. (State
circumstances of their knowledge of the
applicant's citizenship.)
ALL OFFICERS APPLYING FOR
A RENEWAL OF THEIR MARINE
LICENSES MUST SUBMIT TO THE
LOCAL INSPECTORS PROOF OF
THEIR CITIZENSHIP. (Every effort
should be made to give this item wide
publicity so that officers coming up for
renewal of licenses will be prepared to
submit evidence of citizenship.)
For the convenience of applicants
there is listed below the State custodians of records of vital statistics. This
is not a complete list of offices from
which birth certificates may be secured,
but is confined. to such offices established by State governments. In many
States birth records are maintained also
by county clerks, clerks of county courts,
and/or city clerks or town clerks. If a
State record is not available, inquiry
should be made of the county, city or
town clerk. The year below at the right
indicates the date of the earliest available record: Alabama, State Registrar, Bu. of Vital Statistics, Montgomery, Ala., 1908; Alaska, Auditor of
Alaska, Juneau, Alaska, 1913; Arizona,
State Registrar of Vital Statistics,
Phoenix, Ariz., 1909; Arkansas, State
Registrar (State Health Officer), Little
Rock, Ark., 1914; California, State Registrar of Vital Statistics, Sacramento,
Calif., 1905; Canal Zone, Chief, Bu. Statistics, Panama Canal, Balboa Heights,
C. Z., 1904; Colorado, Secretary, State
Board of Health, Denver, Colo., 1900;
Connecticut, State Commr. Health,State
Dept. Health, Hartford, Conn., 1897;
Delaware, State Registrar, State Board
of Health, Dover, Del., 1861; Dist. Co-
NOVEMBER, 1939
lumbia, Health Officer, District of Columbia, Washington, D. C., 1872; Florida, Director, Bu. Vital Statistics, Bd.
Health, Jacksonville, Fla., 1865; Georgia, Registrar, State Ed. Health, Bu.
Vital Statistics, Atlanta, Ga., 1919;
Hawaii, Registrar General, Bu. Vital
Statistics, Honolulu, T. H.,:I< 1896; Idaho,
Department of Public Vvelfare, Boise,
Idaho, 1911; minois, Director, Dept.
Public Health, Springfield, Ill., 1916;
Indiana, State Health Commissioner,
Indianapolis, Ind., 1907; Iowa, Secretary, State B a a l' d of Health, Des
Moines, Iowa, 1880; Kansas, State Registrar, Topeka, Kans., 1911; Kentucky,
State Registrar of Vi tal Statistics,
Louisville, Ky., 1911; Louisiana, State
Registrar, Bu. Vital Statistics, New
Orleans, La., 1898; Maine, State Health
Commissioner, Augusta, Me., 1892;
Maryland, State Registrar of Vital Statistics, Baltimore, Md., 1898;' Massa~
chusetts, State Registrar of Vital Statistics, State House, Boston, Mass.,
1841; Michigan, State Department of
Health, Lansing, Mich., 1867; Minnesota, State Board of Health, St. Paul,
Minn., 1900; Mississippi, Director, Bu.
of Vital Statistics, Jackson, Miss., 1913;
Missouri, State Bd. Health, Dept. Vital
Statistics, Jefferson City, Mo., ]910;
Montana, Secretary, S tat e Bd. of
Health, Helena, Mont., 1907; Nebraska,
Chief, Bureau of Health, Lincoln, Nebr.,
1905; Nevada, Secretary, State Board
of Health, Carson City, Nev., 1911;
New Hampshire, State Registrar, Dept.
Vital Statistics, Concord, N. H., 1640;
New Jersey, Registrar, Bureau of Vital
Statistics, Trenton, N. J., 1848; New
Mexico, State Director, Bu. of Pub.
Health, Santa Fe, N. Mex., 1919; New
York, State Dept. of Health, Div. of
Vital Statistics, Albany, N. Y.,t 1880;
North Carolina, State Registrar of Vital
Statistics, Raleigh, N. C., 1913; North
Dakota, State Health Officer, Bismarck,
N. DaIt., 1907; Ohio, Director, Dept.
Health, Columbus, Ohio, 1908; Oklahoma, Commissioner of Health, Oklahoma City, Okla., 1907; Oregon, State
Board of Health, Portland, Oreg., 1903;
Pennsylvania, State Registrar, Harrisburg, Pa., 1906; Rhode Island, State
Registrar and Director, Pub. Health
Comm., Providence, R. L, 1853; South
Carolina, Secretary, State Board of
Health, Columbia, S. C., 1915; South
Dakota, Director of Vital Statistics,
Dept. Health, Waubay, S. Dak., 1905;
Tennessee, Registrar of Vital Statistics,
Dept. Pub. Health, Nashville, Tenn.,
1914; Texas, Registrar of Vital Statistics, State Bd. Health, Austin, Tex.,
1903; Utah, Secretary, State Bd. of
Health, Salt Lake City, Utah, 1906;
Vermont, Secretary of State, Montpelier, Vt., 1787; Virginia, State Registrar, Richmond, Va.t.; Washington, Director of Health, Alaska Building, SeaWe, Wash., 1907; West Virginia, State
Commissioner of Health, Charleston, W.
Va., 1917; Wisconsin, State Health Officer, Madison, Wis., 1860; Wyoming.
Secretary, State Board of Health, Cheyenne, Wyo., 1909.
* Some rccordll urc uvnilablc prior to thill da~.
t For rCl::ordll of births occurring in New York
City, addrC!l5 respcctive borough depnrtments or
health. The main office addrClls of the New Yorl,
City Department or Health m138 Center Strcet
New York City.
'
.1: R""cords are available [rum 1853 to U196. and
from 1912 to date.
The U. S. Local Inspectors and U. So
Sh,ipping Commissioners must be satis-
fied that the evidence presented is authentic and may reject any evidence
that they have reason to believe is not
based on facts.
CIRCULAR LETTER NO. 267
To: U. S. Supervising and Local Inspectors, Public Health Surgeons and
others concerned.
Subject: Physical Requirements for
Licensed Officers and Certified Men.
This letter contains a revision of the
physical requirements for licenses and
certificates, issued under authority of
R. S. 4403.
The changes between this edition and
the previous edition are minor and will
be noted in the second paragraph on
page 2 and the last paragraph on page 3.
MEDICAL EXAMINATION FOR
ORIGINAL LICENSE
General
No candidate for original license as
master, mate, engineer, or pilot, shall be
examined until he presents a certificate
from the United States Public Health
Service, duly attested, that he has
passed a satisfactory examination based
on the contents of "The Ship's Medicine Chest and First Aid at Sea," or
some other manual arranged for the
purpose having the approval of the
United States Public Health Service.
No original license, as master, mate
engineer, or pilot, shall be issued except
upon the official certificate of a surgeon
of the United States Pub I i c Health
Service respecting the eyesight, hearing
and physical condition of the applicant.
Persons serving or intending to serve
in the merchant s e l' vic e are recommended to take the earliest opportunity
of ascertaining, through examination
by an ophthalmic surgeon, whether their
form vision, and color vision where required, is such as to qualify them for
service in that profession throughout
their sea career; the Public Health
Sel'Jvice will give voluntary examinations to such persons requesting same'
the color vision test will be by mean~
of the "Stillings" test, or failing that
the "Williams" lantern test. A perso~
failing the ,tStillingsJJ test and wishing
to qualify by the lantern test shall, if
the Public Health Station at which he
is undergoing test is not equipped with
a lantern, pay his own expenses to journey to such station as is equipped with
same. (See page 4 for list of stations
equipped with lanterns.)
Deck Officer
Candidates must have, either with or
without glasses, at least 20/20 vision in
one eye and at least 20/40 in the other.
Candidates who wear glasses, however,
must also be able to pass a test without glasses of at least 20/40 in one eye
and at least 20/70 in the other. Color
sense will be tested by means of the
"Stillings" test, but applicants who fail
this test will be eligible if they can pass
the tCWilliams" lantern test. Epilepsy,
insanity, senility, acute venereal disease
or nenro-syphilis, badly impaired hearing or other defect that would render
the applicant incompetent to perform
the ordinary duties of an officer at sea
are causes for certification as incompetent.
Engineer Officer
Candidates must have, either with or
without glasses, at least 20/30 vision in
( 11)
one eye and at least 20/50 in the other.
ClIl1didates who wear glasses, however,
must also be able to pass a test without glasses of at least 20/50 in one ey.e
and at least' 20/70 in the other. Apphcants for license as engineer shall not
be subjected to examination as to ability
to distinguish colors. Epilepsy, insanity,
senility, acute venereal disease or neurosyphilis, badly impaired hearing or
other defect that would render the applicant incompetent to perform the or{Hnary duties of an officer at sea are
canses for certification as incompetent.
Engineer applicants for 0 rig ina 1
license who are possessed of monocular
vision, and who have lost the sight of
one eye since first obtaining their Qualified Member of the Engine Department
certificates, may be permitted to sit for
a license if eligible in all other respects.
MEDICAL EXAMINA'£ION FOR
RENEWAL OF LICENSE AND
RAISE OF GRADE
No license as master, mate or pilot
shall be renewed or raise of grade
granted except' upon the official certificate of a surgeon of the United States
Public Health Service that the color
sense of the applicant is normal. Test
shall be by means of the "Stillings"
test, or failing that, by means of the
"Williams" lantern test. A person failing the "Stillings" test and wishing to
qualify by the lantern test shall, if the
Public Health station at which he is
undergoing test is not equipped with a
lantern, pay his own expenses to journey to such station as is equipped with
same. ,
Nothing herein contained shall debar
an applicant who has lost the sight of
one eye from securing a raise of grade
or a renewal of his license, provided he
is qualified in all other respects, and
provided that his vision in his one eye
passes the test required for the better
eye of an applicant possessed of both
eyes.
In the event an applicant for a raise
of grade or a renewal of license is pronounced color blind, the inspectors may
grant him a license limited to service
during daylight only.
Where from distance, or other cause,
the applicant would be put to a great
inconvenience or expense to appear before a surgeon of the Public Health
Service for examination, the certificate
of a reputable physician, or an oculist
for vision or color sense, may be ac~
cepted in lieu of certificate of a surgeon
of the Public Health Service.
MEDICAL EXAMINATIONS FOR
CERTIFICATED PERSONNEL'
Able Seaman-Same as for original
license as deck officer, except that private physician may substitute.
Deck Boy-Same as for able seaman.
Qualified Member of Engine Department-Same as for original license as
engineer, except that the exemption
granted therein to engineers will not
apply; a private physician may substitute.
Certificate of Service--None required.
Certificate of Service (Food Handler)-Must be examined as to freedom
from communicable disease by U. S.
Public Health doctor or private physician.
Tanker Man-Same as for original
license as engineer, except that the applicant will be given a color vision test,
( 12)
the same as is required for a licensed
deck officer; a private physician may
substitute.
CIRCULAR LE1'TER NO. 268
To: U. S. Supervising, Traveling,
Local and Assistant Inspectors and
others concerned.
Subject: Construction of center vertical keel.
Rule 11, page 111, of the Load Line
Regulations states that "double bottom
tanks used for fuel oil or fresh water
shan have a watertight center girder."
The Bureau considers that the requirements of this rule will be fulfilled if the
construction of the" center" girder is such
as to effectively prevent {he passage of
liquids from one side tank to the other
in any quantity which would be detrimental to the vessel's stability.
This condition will be complied with
if the construction is in accordance with
the requirements of the American Bureau of Shipping, under which the center girder must be intact, but it need
not be caulked or tested under pressure.
CIRCULAR LETTER NO. 269
To: Supervising and Local Inspectors, Shipping Commissioners, ColIec
tors of Customs, Ship Operators, Masters of Vessels and others concerned.
Subject: Civil Service Examination
for positions of Assistant Inspector of
I-Iulls and Ass i s tan t Inspector of
Boilers.
The Civil Service Commission, at the
request of this Bureau, will announce,
on or about November 6, 1939, an examination for the positions of assistant
inspector of hulls and assistant inspector of boilers. The purpose of this examination is to establish in the United
States 'Civil Service Commission registers of eligibles from which certifica"tions may be made to the Bureau to fIll
vacancies in these positions when and as
they occur. Although it is not to be
inferred that a large number of appointments will be made as a result of
this examination, there will be an opportunity for perSons who receive the
highest ratings to be considered for appointment upon the occurrence of vacancies.
Because of the interest manifested by
persons possessing special qualifications
and experience in marine work in securing fnspector positions with this Bureau, and because also of the possibility
that these persons might not see the
fonnal notices that will be distributed
by the Civil Service Commission, you
are requested to call to the attention of
all interested persons with whom you
may come in contact the fact that the
examination is going to be announced,
and that on or after November 6 the
announcements and application forms
may be obtained from the Commission's
local board at any first-class post office,
at any of the Commission's district offices, or at the Commission's Washington office. Information regarding the
announcement may also be obtained at
any second-class post office thereafter.
Two closing dates will be given in the
announcement for receipt of applications-December 27 for those received
from States east of Colorado, and De.cember 30 for those received from Colorado and States westward. The Civil
Service Commission cannot consider any
M
applications received subsequent to
these dates, therefore it is imperative
that these instructions be strictly coro
plied with. All applications and corre·
spondence incident thereto must be ad·
dressed to the Civil Service Commis~
sian, Washington, D. C., and not to the
Bureau.
Persons who wish to compete must
show in their applications that they
meet the entrance requirements giv
in the announcement. Those who do
will be given a written assembled exam~
ination.
The Commission wiII notify all persons whose applications are accepted
when and where they are to report f
the written examination. If for
reason applicants are unable to rep
on the date specified, the examinati
cannot be reopened for their participa~,
tion. Applicants will be notified at least
a month in advance of the date set for
the e x a m i n a t i o n . '
M
Oxygen-Breathing
Apparatus
By EARL B. HULL
Principal Traveling Inspector, B.M.I.N;
During the winter, spring, and earl
summer of 1938, a principal travelin
inspector of the Bureau was trained il
Pittsburgh, Pa., in the use, care,
upkeep of the gas mask, oxy
breathing apparatus, fresh~air
mask, and the flame safety lamp.
inspector was then assigned the
of contacting all offices of local
assistant inspectors in the country
giving such training as .would e
them to instruct and train vessel offi
and crews in the proper use and upk
of the equipment. In checking 0
much of this equipment on ships
in consulting the licensed officers, it
learned that this program has met
a high degree of success.
There have been a few instances
the use of this equipment where a I
of understanding of the devices
their effective utilization has been
parent. Some of these involve im
tant points while others are of a mi
nature. However, this opportunity
be taken to try to clear the points m
necessary in the care and use of
equipment.
The officers on sbi ps seem to und
stand the necessity of dating the cani~
tel' of the gas mask as a record of the
date the seal was broken. HOWeVe!i
it has been noted in many instances
that the date of breaking the seal ~
entered on the canister in pencil'
place of ink, with the result that it .
not readable after a short time.
On several ships it has been npt
that the seals on the bottoms of c
isters have not been broken. This
evidence that the gas mask is not bei
used in such cases in drills. In t
connection it is advisable to break
seal on one or two of the canisters
enable the crew to become familiar
the apparatus and to gain confide
in its use.
In fire drills on board ship, parti
larIy at sea where passengers can
the activity, it seemS to stand out w
one or two of the emergency sq
appear on deck actually wearing
(Continued on page 13) .
THE MASTER, MATE AND PllO
NOMMP Wants 4 Watch Officers on Ocean Ships
At a meeting of the National Executive Committee, NOMMP, held in
Washington, D. C., January· 21, 1939,
the National Secretary directed to send
a letter to Commander R. S. Field,
Director of the Bureau of Marine Insp~ction and Navigation, requesting
that Certificates of Inspection call for
four watch officers, in addition to the·
Master, on steam or Diesel ocean- and
coastwise vessels.
The letter to Commander Field £01low5:
"The Executive Committee of the
National Organization Masters, Mates
and Pilots of America, in Executive
session at the Hotel Hamilton, Washington, D.- C., instructed me to write
you and request that in the future the
Certificates of Inspection issued by
your department covering steam or
Diesel ocean and coastwise vessels,
shall call for four watch officers in
addition to the Master.
IlThe purpose of this request is to
avoid the violation of the present law
of eight hours per day.
uI was directed further to request that
the Certificates also be changed to include three able seamen on each watch
while the ship is being navigated for the
purpose of the better protection of life
and property.
HAn early reply will be very much appreciated by the officers and members of
this Organization."
National Secretary Scully received the
following reply from Commander Field
under date of March 27:
uReferenec is made to your letter of
January 21, 1939, in which you inform
me that your organization had instructed you to ask this Bureau to require that all steam or Diesel ocean and
coastwise vessels shall carry four watch
officers in addition to the master.
HAlthough your letter has gone some
time without acknowledgment, it has
not gone unattended, and you may recall that I informed you orally that six
vessels out of New York added the
fourth officer several weeks ago.
HI must further inform you, however,
that the law requires and authorizes the
Local Inspectors to endorse on a vessel's
certificate the minimum number of officers and crew required for the' safe
navigation of the vessel, and that this
law appears to be satisfactory. While
the subject is one over which the Bureau exercises constant scrutiny, it does
not appear there is any good reason for
taking this function away from the Local Inspectors and centralizing it in the
Bureau."
At a subcommittee meeting of the
National Executive Committee held at
headquarters, October 24 and 25, this
matter was considered, and the Committee instructed the National Secretary to write each Local Board of Inspectors in the different ports, sending
them a copy of the correspondence between this office and Commander Field,
and requesting their co-operation and
reaction on this matter. Following is a
copy of the letter addressed to the Local
Board Inspectors:
"We are enclosing copies of correspondence between this office and Com-
NOVEMBER, 1939
mander Field, Director of Bureau of
Marine Inspection and Navigation.
I'These letters speak for themselves
and were considered at an Executive
Committee Meeting of our National Organization held at New York, October 24
and 25. I was directed by the Committee
to write you and make formal request
of your Board that in the future when
issuing Certificates of Inspection by
your Department covering Steam or
Diesel ocean going and coastwise vessels, the Certificate shall call for four
watch officers in addition to the Masters, and I was further directed to re-
quest that the Certificates also be
changed to include three able seamen
on each watch while the ship is being
navigated.
liThe purpose of making this request
is to conform with the law governing
eight hours for this class of vessels with
regard to the Licensed Deck Officers.
HThe purpose of the three able seamen being included on Certificates is
for the better protection of life and
property. Since the law places both the
power and responsibility on your Board,
we respectfully petition for a favorable
response to our request."
OXYGEN.BREATHING APPARATUS
(Continued from page 12)
breathing through the canister gas
As a result, the compartment was
mask.
thoroughly ventilated before allowing
Officers and crew on some vessels do
anyone to enter for the removal of the
not thoroughly understand the flame
cargo. The experience was a mosh
safety lamp, particularly with reference
valuable one for the officers of that ship.
to the proper fuel. Flame safety lamps
On a recent voyage of reinspection,
have been found on vessels to contain
following a fire on board a ship where
a signal oil as fuel. Others have some
considerable damage had been done by
sort of liquid called llflame safety-lamp
steam turned into the hold to extinfluid." In this connection, it must be
guish the fire, it was learned that the
remembered that it is only the gas given
officers did try to reach the fire with
off by the fuel that burns in this type
the canister gas mask. They were
of lamp. It is the recommendation of
driven back because of the density of
the manufacturer of the lamp that clear
smoke. In checking over the equipment
gasoline or naphtha be used as fuel.
with the officers, they appeared to
Clear naphtha may be difficult to obunderstand the canis:ter gas mask.
tain, but clear gasoline-that is, gaso·
They knew it gave protection in smoke
line without lead or ethel or any such
up to 3 percent concentration, but not
ingredient---can be obtained from the
having had actual experience with this
main distributing plants of the oil comapparatus under such conditions, they
panies. It is found by experience that
thought they had encountered its limit
high-test clear gasoline seldom fails to
of protection. Since the fire was down
light in a lamp properly cared for.
several deck levels, they were reluctant
The amount of fuel in each filling of
to venture to the actual scene.
the lamp should be only that amount
In talking with the men who actually
which will be absorbed by the cotton
attempted this venture, it seems that
filling in the base of the lamp. By
they experienced a coughing- effect and
experience it has been learned that one had difficulty in seeing through the facepiece lenses, all due to the smoke.
filling each 10 days or two weeks will
prove quite satisfactory.
Therefore, it would seem that more
For proper operation, the gauze mesh
training and experience with this and
in the top of the lamp should be wirethe other respiratory apparatus would
brushed at each refueling of the lamp.
give more confidence. A fire such as
During a very recent reinspection
encountered in this case, which turned
trip at sea, attention was called to what
out to be parts of a few burlap sacks
was thought by the officers to be a gas
smoldering and parts of hatch boards
charred, all in a small area, may in
condition in a freight compartment.
s i mil a l' instances be successfully
Request was made of the traveling inspector to test and determine the conreached and extinguished.
ditions that existed and at the same
The vessel was equipped with the
time demonstrate the use of respiratory
oxygen-breathing apparatus. but the
protection and the flame safety lamp
officers, not having had sufficient training with this· apparatus to develop conunder conditions known to be unsafe
without such protection.
~dence, did not attempt its use. ThereThe space involved contained a dryfore, as a last resort, steam was turned
ice shipment, therefore the inspector
on to extinguish the fire, resulting in
put on the oxygen-breathing apparatus
considerable damage to cargo and to
and took the flame safety lamp into the
vessel.
compartment. Immediately, the light
The most effective training- and experience with the gas mask or the
went out, indicating a severe case of
oxygen-breathing apparatus is gained
oxygen deficiency. Having confidence
by actually entering a room or space
in the oxygen-breathing apparatus, the
containing gas or smoke of small coninspector remained in the compartment
centration. When such a set-up can be
several minutes without ill effects.
arranged, the student should take the
The chief officer of the ship then put
flame safety lamp to watch so as to
on the oxygen-breathing apparatus,
took the flame safety lamp, and went
become familiar with the effect of the
gas or smoke on the blaze of the lamp.
into the compartment. The light went
At
the same time he gets the experience
out, but he remained several minutes
of breathing through the gas-mask
and gained confidence in the apparatus.
canister or living within the oxygenThe chief engineer then tried the experiment, with the same result, and
breathing apparatus, as the case may
stayed in the compartment a long time.
be.
(13 )
A.F.ofL.For Lawsto Aid Maritime Workers
TRENGTHENING existing maritime legislation
S
affecting the American seamen was urged by the
recent annual convention of the American Federation of Labor at Cincinnati, Ohio.
Tbe report of the A. F. of L. Executive Council
called attention to a number of treaties adopted by
the International Labor Conference at Geneva in
1936 and ratified by the United States Senate in 1938.
One of the treaties provided for certain minimum
requirements with respect to the professional ca-·
pacity of officers and stipulated that vessels under
200 tons may be exempted by supplementary legislation. Another treaty provided certain additional
rights to sick and injured seamen, including provisions that if a sick or injured seaman has dependents
the shipowner must llpay his wages in whole or in
part as prescribed by national laws or regulations
from tbe time when he is landed -until he has been
cured of the sickness or incapacity has been declared
of a permanent character," and that such payments
may be limited to not more than sixteen weeks. Still
another treaty provides that minors under 15 years
of age shall not be employed on vessels. It remains
for Congress to pass the implementing legislation to
make this treaty effective.
Among sea safety measures enacted by tbe first
session of the 76th Congress, tbe Executive Council
included an amendment to the Load Line Act to
bring it in line with the International Load Line
Treaty by requiring a load line on foreign going
merchant vessels of 150 tons or over, a bill relating
to governmental supervision over the disengaging
apparatus and the character of lifeboats, floats, etc.,
and a measure relating to the use of hand worked
fire pumps.
Congress also enacted, the Council said, a measure
amending the act relating to allotments of seamen's
wages to certain relatives by requiring the shipowner (wben requested by the seamen) to deposit in
a savings bank or a United States Postal Saving depository, as designated by the seamen, such portion
of wages earned as may be stipulated in the articles.
With regard to measures not y'et acted upon by
Congress, as reported by the Executive Council, the
convention adopted the following declaration submitted by the Committee on Legislation:
"Bills pending in the 76th Congress include: proposals for inspection of motor craft; for an inspection of conditions in the off-shore trade; for the establishment of the eight-hour day on inland waters,
and several measures providing for improvement of
employment conditions and liberalization of the laws
granting benefits to seamen in case of illness, injury,
or death. Your committee recommends continued
support of these measures.
"The Metal Trades Department .has successfully
resisted efforts to enact legislation that would permit
American registry of foreign-built vessels in the
( 14)
whaling industry. The bills are still before Congress,
however, and it is recommended that the Executive i:
Council be insh'ucted to lend all possible support to
t
the effort to prevent their enactment."
News from Local No.1, New York:~
A rare bit of seamanship in the handling of a large;
towboat towing a car float heavily ladened was displayed on October 9, 1939, in the dangerous and -(treacherous waters of Hell Gate in the port of New 1
York by Captain P. Bennett, master of the tug;;
"Tranfer No. 19," owned and operated by the New"
York, New Haven and Hartford Railroad. Tbis is II
one of a fleet of towboats used in towiug car floats:;
from this company's yards located at Oak Point, New
York, in the transfer of cars from the New Haven
Railroad to the various other railroads in the port
of New York.
Tug No. 19 left Oak Point with a heavy float
alongside; there was a strong floodtide running and'::
the wind was blowing with strong force from the"i
west. Under the Hell Gate Bridge Captain Bennett/i;
saw a scow loaded with sand drifting tbrough Hell
Gate in a helpless condition, with nO towboat or
other help. Captain Bennett turned his boat and float;
around in these narrow and treacherous waters and/ij
went after the drifting scow. After a difficult time,
in which he had to maneuver alongside the scow, 1
whicb had no life aboard her, he managed to make-f
fast to the scow, which had drifted inside Bowery;!
Bay at a poi,nt about 300 feet outside the channeV;s
between South Brothers and Rikers islands.
_
Great care had to be exercised at this point in!!
keeping his tow and towboat in these shallow waters;t
from grounding, but by careful maneuvering he wastable to tow the scow to Oak Point and tie her up in;;
a safe harbor. After taking a sounding to determine Ii
if she was leaking or sinking, Captain Bennett tied!
up the scow securely and then proceeded on with bis
#
car float, which was consigned to Pier 39, East River.,};
About two years ago Captain Bennett had another;!
experience which displayed his qualifications as aj
steamboat captain. While passing down the East;;
River with a towboat and two beavily ladened car-·J;
floats alongside and while passing the ferry slips!_
located at the Battery in New York, he discovereej a~
Central Railroad of New Jersey towboat in distress;f
with a carfloat alongside. Captain Bennett manipu-_;
lated his tug and the two carfloats alongside the Cen-.~
tral Railroad of New Jersey tug and carfloat, aUd.it
made fast and towed them to the Central Rallroad ..;
piers in New Jersey.
'if,
:;,;,
Personnel Officer of N,L.R.B.
.~
J obn C. Shover bas been appointed personnel offi-.;;
cer of the National Labor Relations Board.
It
THE MASTER, MAlE AND
p,Lonl
Nicholson Universal Steamship
And Others Under Investigation
The United States Maritime Commission, following a preliminary field investigation, has instituted a
proceeding of investigation to determine whether
certain acts and practices of Nicholson Universal
Steamship Company and Spokane Steamship Company with Duluth Transit Company and Clarence L.
Holt, named in the order of investigation, are or
have been in violation of the Shipping Act, 1916, as
amended.
The Commission in its order of "investigation
enumerated certain acts and practices of the re. spondents for particular investigation, to-wit:
1. The legality of certain agreements, and of
payments made thereunder, between Nicholson Universal Steamship Company and Spokane Steamship
Company with Clarence L. Holt and the Duluth
Transit Company.
2. Obtaining or attempting to obtain transportation of property at less than the regular, established
rates.
3. Illegal disclosure by said steamship companies
of confidential information relating to property being transported.
The following parties were named as respondents
in said proceeding of investigation: Nicholson Universal Steamship Company of Detroit, Mich.; Spokane Steamship Company of Detroit, Mich.; Clarence
L. Holt and the Holt Motor Company of Minneapolis,
Minn., and the Duluth Transit Company of Duluth,
Minn.
Two Members of Isthmian Local 27
Retire from Government Service
Edwin H. Stube, employed by the Dredging Division of the Panama Canal, will retire from service
December 31, 1939.
Brother Stube was born in Potsdam, Germany,
on December 23, 1877. He went to sea when he was
a boy and, served his time on ships sailing from
German ports. He migrated to the west coast of
the United States in 1901, where he served his time
on coastwise vessels until he received his license from
the United States local inspectors. He entered the
employ of the Isthmian Canal Commission in 1912
and continued to be employed when all operation~
were placed under the authority of the Panama
Canal. He served in various capacities including
master and mate on floating equipment until 1923,
when he was put in charge of the barge repair station, in which position he was still employed.
Brother Stube is to be commended for his loyalty
and support to the Masters, Mates and Pilots as
during the latter years of his service with' the
Panama Canal he was not working under the authority of his license and could not receive any benefits
from the organization due to the position he held.
NOVEMBER,1939
PROBLEMS
in
NAVIGATION
PROBLEM NO. 18
DEAD RECONING, OR DAYS WORK
On Junuary 16, :1t noon, a vessel ta!te5 a departure from Latitude
56:-43 S. IAngituile 67·21 W, and sail!! all follows fol" the day: 68 degn.
w~nd soutb. leewaY 2 delts., variation 20 E, dl~vintion 3 W, distance 322
m!les. 60 de!:s. wind SSW. variation 18 E. deviation 5 W. distance 34
mIles. 90 dctl"~. true at 1.
miles per bour for the day. Require the
Latitude l:md Longitude of the vellsel, course and distance made good 7
*
(Solution to problem, page 16)
Local 27 offered Brother Stube a withdrawal card
but he refused it, preferring to remain a paying
member in good standing.
Brother Stube expects to live in the tropics after
his retirement.
Captain Wesley W. Rowels, master of the U.S.S.
Lt. Col. H. C. Schumm, stationed at Fort Amador,
Canal Zone, will go on terminal leave December 8,
1939, when he will return to the United States. He
will retire from active service on March 31, 1940.
Brother Rowels was born in Anne Arundel
County, Maryland, on March 28, 1870, and will return to his home in Baltimore when he leaves the
Isthmus. He has been in the service of the Quartermaster Corps, U. S. Army since September 1, 1909,
and has served as master of their boats stationed
at Fort Monroe, Va.; Fort Wood, N. Y.; Fort Hamilton, N. Y.; Fort Hancock, N. J.; and Fort Washington, Md. He transferred to the Panama Canal Department in August, 1931, being stationed for various periods of time at Fort Sherman and Fort
Amador, C. Z.
Brother Rowels was a member of Local No. 14,
Baltimore, for many years before transferring his
membership to Local No. 27.
The officers and members of Local No. 27 are
sorry to lose these two loyal members and wish them
good health and good luck.
NEW YORK DENTIST
DR. WM. BELL
SURGEON DENTIST
57 W1>ilehall St.
New York City
'Phone WHitehall 4-3079
Established 19 Years at South Ferry
Special Attention to Seafaring Men
( 15)
First of Commission's C-3 Type
Ships Launched on East Coast
The first of the Maritime Commission's C-3 type
cargo ships to be launched on the East Coast, the
M. S. Mormacpenn, left the ways at the Sun Shipbuilding and Dry Docl' Company, Chester, Pa., October 11.
The vessel is scheduled for the Moore-McCormack
Lines service from New York to East Coast ports of
South America. She was sponsored by Miss Harriet
Ann Malloy, Brooklyn, daughter of Henry P. Malloy,
general counsel and vice president of Moore-McCormack Lines, Inc.
Three other C-3 type cargo ships are scheduled to
join the Mormacpenn in the South American service.
Their dimensions are: Length overall, 492 feet;
beam, 69 feet; draft, 28 feet 6 inches; normal sea
speed, 16% knots; passengers, 12; gross tonnage,
7,680; deadweight tonnage, 11,735.
The Mormacpenn is the 25th ocean-going ship to
be launched in the Maritime Commission's construction program.
Two W. Coast Agreements Signed
Two additional agreements were made in October by NOMMP locals on the West Coast, one of
which covers the towboats in the Columbia River
District and the other with the Weyl Zuckerman
and Company.
In the case of the towboat agreement covering the
Columbia River District, the agreement was signed
by A. B. Osborne, president, and J. W. West, secretary for the Boat Operators of the Columbia River
District, and L. N. Gould, general manager for the
Western Transportation Company and H. T. Shaver
for the Shaver Transportation Co., and by First
National Vice President George M. Fouratt, and
William Fischer, Secretary of Local No. 17.
In the case of Weyl-Zuckerman and Company, the
agreement was signed by John Zuckerman for the
company and First National Vice President George
M. Fouratt and John M. Gayner, president of Local
No. 40.
36 Members of Crews of 2 British
Freighters Rescued by Crown City
PROBLEMS IN NAVIGATION
hg Denis McCarlhg
SOLUTION TO PROBLEM NO. 18
c. C.
G8d,
Wind L. W.
2d.
S
GOd,
0,
SSW
90t,
Dev.
Dist.
3W.
5W,
322
31
30
o
o
0
Var.
ZOE,
1aE,
0
Latitude left,
Ditr. alt.
56_43_00 S.
49-06 N.
Lat. in
Middle Lntitude
56-18-27
N
S E T . C.
39.2
0
319.6
Sad,
9.9
0
32.5
'lSd,
0,
O.
30.0
91),
diff. lat, 49.1 N Dept. 382.1 E
Longitude
67-21_00 W,
Lonl;itude
11-22.00 E
l..Qngitude
Course made good
Distance
55-53·54 S.
55-59 W,
N sa E,
386 miles
survivors from the S. S. Ledbury and comprised that
ship's entire crew. Both vessels were cargo carriers.
The Crown City, which is owned by the U. S. Maritime Commission and operated by the Roosevelt
Steamship Company, Inc., for the account of the
Commission, sailed from New York for India, October 11. At noon, October 23, she was approximately 2,957 miles east of Ambrose Light, New York
harbor.
The report from the Crown City did not disclose
the nature of the casualties in which the two British
freighters were involved.
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The S. S. Crown City of the American Pioneer
Line recently rescued 36 members of the crews of
two British freighters in the North Atlantic, according to advices to the U. S. Maritime Commission.
This rescue brings to a total of considerably more
than 700 the number of survivors picked up in midocean by American ships since the European war
began.
The message from Capt. R. R. Pendleton of the
Crown City stated that there were five survivors
aboard from the S. S. M enin Ridge and that 22 members of that crew had been lost.· The other 31 were
( 16)
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THE MAlTER, MATE AHD PILOT
Partial List of Labor Agreements Held by Masters, Mates and Pilots of America
••
fhe New York & Cuba Mail Steamship Co.
Tanl{ers Oceanic Corporation
Colonial Navigation Co.
National Bulk Carriers, Inc.
Atlantic Coast Line Railroad Co.
Wood Towing Co.
American Petroleum Transport Corp.
Chesapeake & Ohio Railway Co.
Phoenix Steamship Corp.
Ross Tow Boat Co.
Pan American Petroleum & Transport Co.
Boston Tow Boat Co.
Black Diamond Steamship Co.
Wilson Line, Inc.
Norfolk & Washington, D. C. Steamboat Central Vermont Transportation Co-.
Sword Steamship Co.
Co.
Eastern Steamship Lines
Great Lakes
Eastern Transportation Co.
Southern Transportation Co.
Chicago Roosevelt Steamship Co.
South Atlantic Steamship Co.
Kirby Line
P. F. Martin, Ine.
Grand Trunk Western Railroad Co.
Southern Pacific Co.
Ann Arbo-r Railroad Co.
Daly Tank Ship Corp.
Pere Marquette Railway Co.
Postal Steamship Corp.
Great Lakes Transit Corp.
Prudential Steamship Corp.
Chicago-Duluth & Georgian Bay Transit
Calmar Steamship Corp.
Co.
The Union Sulphur Co.
Nicholson~Universal Steamship Corp.
Argonaut Line, Inc.
Minnesota Atlantic Transit Co.
Isthmian Steamship Lines
Chicago & Milwaukee Steamship Co.
Mooremack Gulf Lines
Wisconsin-Michigan Steamship Co.
Shephard Steamship Co.
Crystal Beach Transit Corp.
Clyde Mallory Lines
Detroit & Cleveland Navigation Co.
New York & Porto Rico Steamship Co.
Marine Sand Company
Newtex Steamship Corp.
Lake Sand Corp.
American Sugar Co.
Fitz Simons & Connell Dredge & Dock Co.
Sinclair Navigation Co.
IHinois Ship & Dredge Co.
Staples Coal Co.
Great Lakes Dredge & Dock Co.
Coastwise Trans. Co.
Mackinac Transportation Co.
Southern Steamship Co.
Cleveland & Buffalo Transit Co.
New England & Southern Steamship Co.
Diamond Steamship Co.
Gulf
Hartwelson Steamship Co.
Commercial Molasses Corp.
Mystic Steamship Co.
Waterman Steamship Corp.
Pocahontas Steamship Co.
Kellogg Steamship Corp.
Wellhart Steamship Co.
Lykes Bros. Steamship Co.
M. & J. Tracy
.
Standard Fruit & Steamship Corp.
Atlantic Transport Co.
The Baker Whiteley Coal Co.
West Coast
Chesapeake Lighterage Co., Inc.
River Lines
The Cottman Co.
San Pedro Towboat Co.
Curtis Bay Towing Co.
Ship Owners & Merchants Tug Co.
A. J. Harper
Ship Owners Assn. of the Pacific Coast
Pennsylvania Railroad Co.
Libby, McNeill & Libby
Baltimore & Ohio Railroad Co.
Alaska Salmon Co.
New York Central Railroad Co.
ned Salmon Canning Co.
Lehigh Valley Railroad
The Alaska Railroad
New York, New Haven & Hartford Rail- San Diego & Coronado Ferry Co.
road
Wilmington Transportation Co. (SteamDelaware. Lackawanna & Western Rail·
ships)
road
Wilmington Transportation Co. (TowCentral Railroad Co. of N. J.
boats)
Erie Railroad
Sacramento Northern Railway
Philadelphia & Reading Railroad
Northwest Towboat Assn.
Panama Railroad Steamship Co.
Washington Navigation Co.
Ameriean Forei~n Steamship Co.
Key System
Scantic Line
Santa Cruz Portland Cement Co.
International Frei2"hting Co., Inc.
Louis Knutson
Amsco Navi~ation Co.
Coos Bay Dredt{in~ Co.
International Freil!hting Co.
Northwestern Paci6c Railroad Co.
Seatrain LineR. Inc.
The Western Pacific Railroad Co.
Southern Railway Company
Southern Pacific Co. (Pacific Lines)
East Coast
Coos Bay Logging Co.
Atchison. Topeka & Santa Fe Railway Co.
Reedsport Towboat Co.
Boat Operators of Columbia District
Seekonk Corp.
Bay Transport Co.
Port Orford Cedar Co.
Puget Sound Ferry, Passenger & Freight
Boat Operators
McCormack Steamship Co.
(East Coast-South American Service)
(Pacific Coast-Porto- Rico-West Indies
Service)
(Intercoastal Service)
American Mail Line
Pacific Steamship Lines
Tacoma Oriental Line
Matson Navigation Co.
The Oceanic Steamship Co.
Oceanic & Oriental Navigation Co.
(Australia-New Zealand Service)
Matson Steamship Co.
Los Angeles Steamship Co.
California Steamship Co.
Grace Line
(Panama Mail Steamship Co.)
(Pacific Coast Panama Line Service)
(Direct Pacific Coast-South American
Service)
Sudden & Christensen
Arrow Line
(Intercoastal Service)
States Line
Pacific-Atlantic Steamship Co.
Weyerhaeuser Steamship Co.
Luckenbach Steamship Co., Inc.
Luckenbach Gulf Steamship Co., Inc.
Bulk Carriers Corp.
Alaska Steamship Co.
Northland Transportation Co.
Alaska Transportation Co.
Santa Ana Steamship Co.
Santa Catalina Island Company
Sonthern Pacific Golden Gate Ferries, Ltd.
Martinez-Benicia Ferry & Transportation
Co.
Richmond-San Rafael Ferry & Transportation Co.
Petaluma and Santa Rosa Railroad Co.
San Francisco Towing Co.
J. C. Freese Company.
Paramount Pictures, Inc.
The Alaslca Packers Association.
Santa Cruz Oil Corp.
R. C. Zuckerman Company
Weyl·Zuckerman & Co.
Boat Operators of Columbia River Dis~
triet-Towboat Division.
D. J. Arques.
The national organization is negotiating for agreements with the
following steamship companies:
U. S. Lines
Munson Line
General Chairman Representing Railroad Employes of Our Organization in the Different Ports
PORT OF NEW YORK-Capt. Wm. J. VanBuren, Supervising General Chairman; Capt. C. DeMooy, Capt. G. E.
Maxwell, Capt. John Keating, Capt. Arthur B. Wager, John
Sexton, Robert Williamson, Capt. John J. Scully, Capt. R.
Kolb. Capt. C. E. Stapp.
PORT OF PHILADELPHIA-Capt. Clayton B. Dibble.
PORT OF SEATTLE-Capt. Jobn M. Fox.
PORT OF NORFOLK-Capt. L. L. Sawyer, Capt. J. A.
Turner. Capt. J. Ira Hodges, Capt. E. A. Phelps, Capt. E. W.
Sadler, James P. Edwards.
PORT OF NEW ORLEANS-Capt. C. H. Hansen.
PORT OF DETROIT-Capt. J. C. Craig.
PORT OF MILWAUKEE-WilJiam J. McCauley.
PORT OF SAN FRANCISCO-Capt. George M. Fouratt.
RAN5lJEl.l. INC •• PnJNTI'RS.PUUI.'SIiIiRS. WASIiINQTlJH. lJ. C.
UST OF EXECUTIVES
With their Addresses-Connected with the
National Organizalion Maslers, Males and Pi/ols of America
CAPT. JAMES
J. DELANEY
MR. NORMAN DEAKIN
Apprentice Vice Pre:lident
502 W. 50th St., New York City
National President
1(; Moore St., New York, N. Y.
CAPT. JOHN J. SCULLY
National Secretary-Treasurer
CAPT. GEORGE M. FOURATT
Nalional First Vice President
Room 21, Ferry Bldg., San Francisco, Calil.
CAPT. WILLIAM
T.
16 Moor!! St., New York City
DANIELS
CAPT. GEORGE W. MCVAY
National T.l:'U~tee
302 New Y<:l\:k Ave_, Providence. R. r.
National Second VieOl President
1116 E. 51st St., Savannab. Ga.
CAPT. DENIS MCCARTHY
National 'l'hird Vice President
5 Rowell Wh:nf. Boston, Mas!!.
CAPT. EDWARD T. PINCHIN
National Trustee
15 Moore St., New York City
CAPT. E. S. SMITH
CAPT. GEORGE B. DOWNING
Nntional Trustee
1001 Row/and Ave., Berkley Station, Norfolk, Va.
Nationll! Fourth Vice Pl'lllIidcnt
2133 Stillman Rd.• Cleveland Heightll. Ohio
CAP']'.
O. E. ROLSTAD
CAPT.
H. P.
FORREST
District Deputy of the panama Canal
P. O. Box 25. Gamboa, Canal Zone
Natiullal Sixth Vice President
3009 Mission St.• San Francisco. Calif.'
J. VAN BUREN
SUllcrvising General ChninnllU. n_iJrond Deck Peroonnel
848 Devon St., Arlington, N. J.
CAPT. WILLIAM
CAPT. HOY'!' S. MORRIS
National Seventh Vice President
240 S. Thinl St•• Philadelphia, Pa.
PAST PRESIDENTS
Nalional Organizalion Maslers, Males and Pilols of America
CAPT. JOHN PRUETT (1908-20)
Kittery Point, Me.
·CAPT. FRANK H. WARD
New ¥orl\.
CAPT. HORACE F. STROTHEI~ (1920-, ... )
2022 Oaklnnd Ave•• Piedmont. Culi!.
"'CAPT. WM. S. VAN KUREN
Albany. N. Y.
• D''''l'nsed.
FRED C. BOYER
6115 Regent St•• West Phi/lldelphin. Pa.
"'CAPT. JOHN C. SILVIA
Booton. Maull.
"'WILLIAM S. DURKEE
*CAPT.
SECRETARIES OF LOCALS
Nalional Organizalion Maslers, Males and Pilols of America
L CAl'T. JOHN J. SCULLY
27. CAPT. W. C. HEARON
2. CAM'. L. L.
28. CAPT.
Iii Moore St.• New York, N. Y.
DERRICKSON
~40 S. 'I'hird St.. Philadelphia. Pa.
3. CAP'!'. C. DE1vIOOY
82!) PnVoTli" Ave.• Jerney City. N. J.
4. CAPT. A. BASCH
P. O. Ewe 54.0. Mobile. Ala.
5. CAP'r. H. M. ANGELL
24 Ninth St.• Enst Providence, R, L
30.
33.
36.
6. CAPT. JOHN M. Fox
40.
7.
42.
117 Canadian National Dock, Seattle, Wqh.
CAPT.
H.
DEDERICK
70 Clermont St.• SnUlt'erties. N. Y.
8. MR. MICHAEL E. KATONA
2304 Smith Tower. Seattle, Wauh.
(Pllget Sound Pilo\:s' AmlOeintion)
9. CAPT. B. T. HURST
Room 601. Portlock Bldp:., Norfolk. Va.
11. CAPT. DENIS MCCARTHY
No. Ii Rowes Wharf. Boston. Mans.
12. CAPT. E. V. HAVILAND
247 "B" Ave.. Coronado, Cali!.
14. CAPT. H.
J. FREBURGER
506 E. Baltimore St.• Baltimore, Md.
47.
49.
50.
51.
74.
15. CAPT. C. H. HANSEN
88.
17. MR. W. FISHER
89.
6001. Godchaux Bldg., New Orleans. La.
305 HenT'l" Bldg., Portlnnd. Oreg.
18. CAPT.
R.
W. RUDELLI
617 Palos V('rdes St.. San Pedn" CnIU.
19. CAPT. SAlt! V. SMITH
905 N. Eighth St.• Marshfield. ONg.
HEMPHILL
407% 21st St., Galveston. Tex.
22. CAPT. C. J. MADIGAN
clo Sandy Hook Piloto, 24 State St., New York. N. Y.
90.
1'. O. Box 43, Gnmboa, Canal Zone.
GEORGE N. ANTRAINER
4124 Alma Avenue, St. Louis, Mo.
CAPT. A. W. SIMON
P. O. Box 1424. CrilItobnl. Canal Zone.
CAPT. H. J. DELATRE
159 W. 74th St., Chicago.
CAPT. J. S. THOMPSON
226 E. Bny St., Savannah. Gn.
CAPT. GEORGE M. FOURATT
Room 21, Fe.rry Bldg., San Francisco, CnIJr.
CAPT. E. S. SMITH
2133 Stillman Rd., Cleveland Heightll, Ohio
CAPT. J. C. CRAIG
Box 1180, Route 3, Hazel Park. Mich.
CAPT. EDWARD P. PARKER
3 Fortuna St., Newark. N. J.
CAPT. THOMAS FAGEN
816 Michigan Ave., Buffalo, N. Y.
MR. WM. J. MCCAULEY
H34 Bankers' Bldg•• 208 E. Wisconsin Ave.,
Milwaukee. Wis.
CAPT. JAMES E. SWAN
c/o Pilou.' Oll'ice, Adgen Wharf. CharlcutoD. S. C.
CAPT. EDWARD T. PINCHIN
30 Whiblhnll St. (Room H3'). New York City.
CAPT. M. TYSON
c/o Pilots' Offiee. Dulkhend Pier No.7,
Snn Fr:mcisco, Cnlif.
*CAPT. O. E. ROLSTAD
9 M:lin St., Sun Fruncisco. CnJif.
• Resigned (No Successor Named).
20. CAPT. A. M.
24. CAPT. J. J. MICKLER
St. John Bar Pilots' ASlIocintion. 1702 Lyneh Bldg.,
Jacksonville, Fl:l..
JAMES A. McDAVID
6'1-9 Wabash Building, Pit:tshurgh, Pa.
25. CAPT.
1. Apprentice Local
CAPT. JOHN J. SCULLY
15 Moore St., New York City
2. Apprentice Local
CAPT. B. T. HunST
Room 601, Portlock Bldg.•
Norfolk. Va.