UST OF EXECUTIVES
With their Addrellse&-Connected with the
National Organization Masters, Males and Pilots of America
CAPT. H. MARTIN
CAPT. EASTER C. DANIELS
National President,
15 Mool:"1! St.• New York 4, N. Y.
National Vice President,
728 E. SllIt St., Savannah, Ga.
HAVILAND
Avprontice Vice President,
521 West 51st St., New York City
GEORGE
CAPT. HORACE F. STROTHER
National Vice President,
2022 Onkland Ave., Piedmont, Calif.
CAPT. DENIS MCCARTHY
Nationnl Vice Prt'llident.
5 Rowell Wharf. Boston 10. Mass.
J. J.
SCULLY
National Se<::retal'Y~TreallUrer
15 Moore St., New York 4, N. Y.
CAPT. GEORGE W. MCVAY
CAPT. C. F. MAY
National Trustee,
302 New York Ave., Providence, R. I.
CAPT. B. T. HURST
National Tru~tec,
601 Portlock nJdg., 109 W. Ta...ewell St., Norfolk 10. Va.
Nutional Vice President.
209 California St., San Francisco 11, Cnlif.
CAPT. STANLEY BARR
National Viee President.
233 Supedor Blvd., Wyandotte, Mich.
CAP~ VVM. J. VAN BUREN
National Vice President,
848 Devon St.. Adinc:ton. N. J.
CAPT. L. L. DERRICKSON
National Trustee,
240 So. 3rd St., Philadelphia, Pa.
H. P. FOiffiEST
CAPT. E. W. HIGGINBOTHAM
CAPT.
National Vice President,
P. O. Box 540, Mobile 4. Ala.
CAPT. CLAYTON B. DIBBLE
Nationnl Vice President.
34 Hillcrest Ave., CollingswOQd. N. J.
CAPT. GEORGE M.
Dislrict Deputy of the Panama Canal,
P. O. Dox; 223, Gamboa, Canal Zone.
ANTRAINER
National District Deputy Western Rivera.
Room 912, Cotton Delt Bldg.• 408 Pine St.. St. Louis 2. M.o.
PAST PRESIDENTS
National Organization Masters, Mates and Pilots of Ameri(a
·CAPT. FRANK H. WARn (1887) New York
"CAPT. GEORGE
S.
TUTHILL
• CAPT. WM. S. VAN KUREN
(188S), Brooklyn, N. Y.
(1889.99), Albany. N. Y.
·CAPT. WM. S. DURKEE (1899 to 1901) Boston, Mass,
Mass.
(1908 to 1929), Brooklyn,
tCAPT. HORACE F. STROTHER (1929 to J93U), Pit!d-
mont, Calif.
*CAPT. JAMES J. DELANEY
JOHN H.
N. Y.
PRUETT
(1936 to 1944), Jersey
City, N. J.
·CAPT. JOHN C. SILVA (1901 to 1908), Boston,
*CAPT.
.
"'CAPT. FR~~.C. BOYElt (11.130 Lo J936), Philudelphln,
* Deceased.
t~~igned dfective July 1. 1930, due to illness.
SECRETARIES OF LOCALS
National Organization Masters, Males and Pilots of Ameri(a
J. SCULLY
11; M'>ore St•• New York 4, N. Y.
(Phone: Bowlinrr Green 9-4766)
2. CAPT. I,. L. DERRICKSOi"l
240 S. Third St., Philadelphia 6, Pa.
:1. CAPT. C. J)f:;MOOY
829 P~lVonin Ave., Jersey City 6. N. J.
'I. CAPT. E. W. HIGGINBOTHAM
P. O. Do)!; SolO, Mobile 4, Ala.
(Phone 2-1294)
5. CAPT. H. M. ANGELL
24 Ninth St., ED.Dt Pro"id..Uf:., R. L
(Phone: E. Providence 1695-W)
6. CAPT. JOHN M. FoX
117 Canlldhm N;ttional Dock, Senttle 4. WlUIh.
(Phone: Elliott 4927)
I. CAl'T.•JOHN
8. MR. MIOHAEL
E. KATONA
2304 Smith Tower. Seattle 4, W.o.tIh.
(PlIJ(ct Sound PiiotB' AD~oclatlon)
!1. CAPT. B. T. HURST
Rm. 601, Portlock Bldg•• 109 W. Tazewell St.,
Norfolk 10, Va.
11. CAPT, DENIS MCCARTHY
.
No. fi ROW(?!$ Wharf, BostoTl. 10. MIl8I1.
12. CAPT. E. V. HAVILAND
2"7 "n" A"..., Coronado, CllIH.
14. CAPT. JAMES M. FORD
liM E. Dnltimore St., naltimore 2, Md.
(Phone: CAlvert 06114)
Hi. CAPT. C. H. HANSEN
601 Godch;tuX Bldg.• New Orlcnn9. La.
(phone Raymond 9266)
IG. MR. F. W. SMITH
Colllmhin Hiver Pilots, Room 617, Oregon 8Idll:.•
Portland 4. Oreg.
17. MR. W. FISCHER
lIOr, Henry Bld!r•• Portland, OreR'.
(Phone: BEaeon 6572)
18. CAPT. F. C. MEYER
617 P,doll Verdell St.. ~ltn Pedro, Calif.
19. CAPT. NORMAN SMITH
Coos River, Marshfield, Oreg.
CAPT. JOHN YORDT
407% 2111t St.• GahCOlton, Te:.
21. LOUIS RAu
Moanl1lua. Gardenll, Honolulu• ..Ia.waii.
22. CAPT. D. L. BEINER7
c/o SlIndy Hook Piloto, 2" State St.. New Y"ri::. N. Y.
23. CAPT. KARL P. PARKER
Columbia Rh·er Pilots, Foot 0:£ 11th St..,
Astoria, Orell:.
24. CAPT. A. B. SPAULDING
Foot of Dtflt Deaver St., Jackllonville 2. Fla,
25. MR. W. H. GRIFFITH
&49 Wabash Building', Pittsburgh 22, Pa.
20.
27. CAPT. C. G. RICKARDS
P. O. Box 25, Gamboa, Canal Zone
28. CAPT. GEORGE M.
ANTIlAIN.n
Room 912. Cotton Belt DuildiDlr,
408 Pine Street. St. Louis 2, )(0.
Phont-o CEntral 6903)
30. CAPT. C. S. TOWNSHEND
P. O. Box 142". Cristoblll. CAnAl Zon..
33. CAPT. H. J. DELATnE
36.
40.
46.
11i1 W. 7Hh St., Cbica~o. III.
CAPT. S. W. EDLEMAN
2~1l Jl:.y Slreet, East
P. O. no" 1:11l. Snvnnnnh. Gu.
CAPT. H. F. STROTHER
Room 21. Ferry Bldg.• San Franelsl:". c;..Uf.
CAPT. BERNARD STORY
J2:1 J'Inbellrl St.• O.o:denshurll:, N. Y.
47. MR. LAWRENCE W. HUSTON
9257 Dishon Rond, Detroit 24, Mich.
(Phone: TUxedo 1·3875)
50. CAPT. THOMAS FAGEN
83 EtUlt Mot'ris Ave., Buffalo
,r. MCCAUI,gy
ua.. Bankerll' BldR'_. 208 E. Wisl:onllin AYe.,
Milwaulu':C 2. Will.
74. CAPT. JAMES E. SWAN
c/o Pilota' Office, AdR'en Wharr. Charlalon, 8. G.
88. CAPT. HAURY MARTIN
90 West St•• Room 213, New York G. N. Y.
Cortll1nd 7-3066.
89. CAPT. T. SMITH
c/o Pilota' Office. Bnlkhell.d Pier No.7.
San Frllnciaco. Calif.
90. CAPT. C. F. MAY, President
209 California St.• San Francisco 11. Calif.
(Phone Gnrfield 8177)
51. MR. WM.
Apprentice Local, No.1
.T. SCULLY
15 Moure St., New York 4, N. Y.
CAPT. JOHN
Apprentice Local, No.2
C,\PT. B. T. HURST
Rm. 601. Portlock Bldg., 109 W. Tal:ewell St..
Norfolk 10, Va.
Apprentice Local, No.3
C,\PT. GEORGE M. ANTRAINBR
912 Cotton Belt Bldg., 408 Pine St., St. Louill 2. Mo.
Apprentice Local No.5
MR. LAWRENCE W. HUSTON
9257 Bishop Rd.
Detroit 24, Mich.
Apprentice Local, No.6
CAPT. L. L. DERRICKSOr;
240 Soulh Third S•., Phillldelpbia. Pa.
Apprentice Local, No.7
SAMUEL
DowNEY
Honolulu, Hawaii
he Master, Mate and Pilot
Official JOLlrnal of the National Organization of Maners, MlJtcs and Pilots of America. Published by tho Organization on tho 15th of each
month at 810·16 Rhode hland Avo., N. E.. Washington 18, D. C.
APRIL, 1945
No.4
A. F. of L. Members of War Labor Board
To Continue Battle For Wage Revision
As this magazine is made up, A. F. of L. members
.of the War Labor Board are still in the arena fighting for a revision of the HLittle Steel" wage freezing formula.
The shocking injustice of this formula was made
clear in a lengthy report submitted to President
Roosevelt in which were presented the plain facts
and figures that show how workmen are ground between the rising prices of living costs and frozen
wages. After presenting this record, they made two
-demands for Administrative consideration:
1. That the "Little Steel" ceiling be relaxed sufficiently to permit general wage increases of at least
11 per cent.
2. That free collective bargaining between unions
and employers be restored within 60 days after V-E
Day-the day of European victory.
This report is designed to sbow up the fallacies of
a statement that was recently issued by the public
members of the WLB. The statement, already condemned by a previous report from A. F. of L., attempted to prove, by means of a new, doctored wage
yard-stick, that worker's wages have more than
kept abreast of current living costs.
SHUFFLED STATISTICS
This new yard-stick deliberately inflates the basic
wage rates of workers, \vhich have before this always been the Board's measuring rod. This has
been done by a\'eraging adjustments given only to
some particular type of workers for correction of
inequalities, substandards and other injustices.
Going by this very unrepresentative measurement,
the public members arrived at the figure 36.7 per
cent as the increase in the hourly rate that has been
paid to workers since January, 1941.
This so-called "increase" is the product of an interesting exercise of statistical technique, but it does
not constitute an actual measure of the income that
will enable the vi-"Orkers of America to meet the everrising cost of living, the labor members declare.
Actually the increase in basic wage-rates since
January, 1941, has been at the most only 19 per cent,
and usually much less, stated spokesmen of the A.
F. of L. members. Even official government indexes show that living costs have risen 30 pe~ cent
during that period, so that an adjustment of 11 per
cent is justified, and far from being exorbitant,
would hardly be adequate, the report to President
Roosevelt stated.
The labor chiefs pointed out the indisputable fact
that after the war all other types of increased earnings, such as overtime, upgrading or any other factors tending to increase the amount of take-home
pay will disappear, and disappear qqickly, but living
costs will remain high for some time to come. After
the last war prices remained inflated until the depression, and there are certain things that never
have returned to the pre,1914 level. For that reason basic- wage rates constitute the only fair means
of measurement.
The laborites declared that "The very fact that
the public members have had to devise a new for,
mula to deny OUr appeal indicates its justice."
FAIR BASIC WAGE ASKED
Certainly the basic wages asked by labor are modest enough when compared with the way in which
business profits have been boosted by the war. The
profits in many lines of business have more than
doubled since 1941-doubled even from what they
became after 1939, when the war first broke out in
Europe. Inevitably the value of the worker's hourly
wage has declined. It is useless to. compare the
earnings of labor now with wages before the \val'
unless living costs and business profits are also compared. Then any apparent discrepancies .will dis,
appear.
Recently made scientific surveys show that it now
takes an annual income of $2,712 to support a family in health and efficiency. That figul'e, broken
down, would mean $1.30 an hour for a' 40-hour week;
but that is a wage that only 10 per cent of American
workers receive today.
To maintain a family of four at a bare subsistence
level 85 cents an hour for a 40-hour week would be
required, but 60 per cent of the nation's workers
earn less.
STARVATION LEVELS THREATEN
After the war workers will have only basic houTly
pay rates to fall back on, argued the .labor chiefs,
and with prices that (judging by the last war), still
remain high, millions of American workers will be
faced with starvation levels, which will result in an
economic collapse and another depression after the
war unless wage scales are increased no\v. Present
rates leave the worker short by at least 15 cents an
hour of the amount required to sustain full employment in the post-war period, since it follows logically
that people who are barely escaping starvation cannot form the market for the tremendous output of
consumer goods for which m4.llufacturers are
hoping.
BUSINESS PROFITS HIGH
Profits in every line of business, both great and
small, have been and are so high that it stands to
reason that wages could be raised at once \vithout
increasing prices or causing inflation, declared the
labor leaders. Goods that find no market can make
no profit for the man.ufacturers. so that Mr. Vinson's belief in industry's right to"a freedom to make
big profits will be blown sky-high, since organized
labor refuses to admit that industry has the right
to make big profits by under-paying the workers
who make mass production possible.
Since this report was submitted to President
Roosevelt, a drastic new wage freeze 'order was issued by FTed M. Vinson just before he shifted from
the job of director of economic stabilization to tbat
of Federal loan administrator.
Under this directive the WLB's power to make ad.i ustments on Hfringe" wage issues is rigidly
shackled-so much so that labor members have
branded it as "absolutely unworkable,'~ and a "nullification of the process of collective bargaining."
The most stringent provision of the order prohibits correction of wage inequalities in a plant
through job reclassification, beyond an amount averaging 1 cent an hour for the employes.
Before this directive was issued the WLB has
placed limits of 3 to 5 cents an hour on such pay
raises. In the wage case of Phillip Murray's United
Steel Workers' Union, decided by the Board just before last November'g elections, a 5-cent-an-hour increase for elimination of inequalities ,vas granted
along with many other adj ustments.
spite the Board's policy of granting 5 and 10 cents,
respectively.
FRINGE ADJUSTMENTS IMPERILLED
No change was made on the Board's present standard of vacations with pay, or on the merit increases,
but Vinson's order made aU remaining "fringe" adjustments-such as those covering pay for travel
time on the job, for tools required of workers, for
the changing of clothes and similar matters, subject
to veto by the Office of Price Administration where
price hikes might be involved.
One labor member stated unreservedly: "If that
directive stays the Board might as well fold up.
Already we're hog-tied by the 'Little Steel' formula so far as general increases go, and with this
new order shackling us on any other adjustments so
that we have no leeway at all, how can we decide
disputes on their merits? We might as well be rubber stamps 1"
IMMEDIATE MODIFICATION DEMANDED
Labor members insist that the Board should make
an immediate demand for modification of the directive from Vinson's successor-former Chairman
Wm. M. Davis, of the WLB.
There are definite indications that public members
are inclined to side with labor in the controversy,
though industry members are solidly supporting
Vinson's new "freeze."
If labor should lose the fight it is now waging to
force a relaxation of the diTective, union members
prophesy that the War Labor Board will collapse.
One thing, however, is certain. Labor members,
determined to put up a fight for the rights of the
American worker, are in no mood to admit that the
only way in which inflation can be prevented is by
the reduction of the American worker's wages.
WSA Directive Offers Merchant
Seamen Lower Insurance Rates
A new war-time insurance instruction lowers the
previous rate of insurance for merchant seamen
from $1 per $1,000 to 50 cents per $1,000 a month,
the Recruitment and Manning Organization of the
War Shipping Administration has been informed by
the Division of War-Time Insurance, WSA.
HELL TO PAY
The new rate, effective March 1, 1945, regardless
"The reaction of American workers to this may be of the voyage involved, until further notice, will be
imagined," said one union leader. "They ,vill resent applicable to both new insurance and renewals. The
the fact that the Administration, in order to repay Division of War-Time Insurance has requested that
a political debt to Murray, granted his members a seamen apply for coverage for periods longer than
5-cent increase while no one else can have more than one month, up to one year, as renewals in war-time
1 cent!"
insurance actually require a longer period of time
"When this fact becomes widely known, tbere'lr than writing the original policy.
be hell to pay," the leader prophesied. "Something
This war-time insurance which may be purchased
had better be done to ease up this new wage straight by seamen is ill addition to the $5,000 free war risk
jacket, and done quick."
insurance which is provided automatically and withThe directive issued by Vinson also placed a ceil- out cost by the War Shipping Administration to
ing on night shift differentials of 4 cents an hour men sailing on American vessels and Panamanian
for the second shift, and 8 cents for the third, de- and Honduran flag vessels under its control.
[2 J
TIlE MASTER, MAn AND PILOT
Job Security For Returning Veterans?
After Victory Day, or Days, when the horns have
slowed tooting and the confetti has been all swept
away, the world will sober up and take a good look
at the veterans streaming back home from across
lhe seas. And what will be seen? Millions of men,
young in years, but old in horror and war experience, who are faced, for the first time in years or in
their lives, with the problem of earning a Iivhig.
Once they are demobilized and discharged and
had time to catch their breaths and rest, the)e will
want jobs.
The Federal Government, to be sure has taken one
step in the direction of providing those jobs, under
lhe provisions of Section 8 of the Selective Service
Acl. This is the way it goes:
"An honorably discharged veteran is entitled to
reinstatement in his last civilian jub IF he was not
a temporary employe: IF he can still 'qualify' for
lhe work: IF he applies for reinstatement within 90
days after discharge."
Now if he fulfills all these qualifications he must
be given his old job back, must be given full credit
for plant seniority for his time in service, and must
not be fired for one year after reinstatement.
A Federal court can order an employer to comply
wilh this law.
At first sight this seems very fair and square.
Any veteran who wants his old joh back can get it.
so what is there to beef about"!
Well, plenty. How about those veterans who return to former jobs to learn that. ,var-time conditions and inventions have changed the former ways
of doing things so that his foreman finds him inexpert and bungling? How about those who were
discharged while the war was stili in progress and
who took war jobs? If tbat 90-day period has expired, such veterans are ineligiblE'. But even those
who take back their former jobs immediately after
discharge cannot be sure of holding it for more than
a year. After that, unless he is protected by a
union contract and union seniority. his employer can
fire him at wilL
Selective Service has ruled that only the first
man who left a job is eligible :fur reinstatement.
Suppose the first man was killed {IVerSeas, and suppose the man who replaced him was later drafted.
Will that second man be as eligible as the first one
would have been? Or is he regarded as a "'tem_
porary" employe? Vets whose last jobs were dependent upon war contracts cannot even claim legal
reinstatement, even if the work they were doing is
slill going forward.
Some veterans will find they've outgrown their
jobs, and others, through war experience. wiII be
1
lPRll, 1945
nervously and physically disqualified for reinstatement, and those who were in business for themselves
might easily find their former business blown up,
even though they had left a partner or some employe
in charge of it.
How about the men, or boys, who were in financial
institutions paying such low wages to their junior
clerks that they forbid them to marry, but who, on a
sergeant's or officer's pay, have acquired a wife and
child? Can they, without further experience, expect
promotion to a salary that will enable them to support a family? And what about those youngsters
who went right into the Army from high school or
college and who have never had jobs at all? What
guarantees of employment can they have?
Selective Service authorities estimate that not
more than one Qut of every five returning veterans
will be able to qualify for former employment.
General Hershey, when asked what was to be
done in the case of a returning veteran who was told
he could be reinstated only if one with greater seniority was fired, replied: HA returning veteran is entitled to reinstatement-even though such reinstatement means the discharge of a non-veteran with
greater seniority." General Hershey's statement
conflicts directly with one of organized labor's fundamental principles, since it would eliminate seniority as the basis for hiring and firing, a policy that
organized labor has fought long and hard and bitterly to maintain, and that must be maintained as
the bed-rock for job security.
This disregard of seniority has already been used
as a union-busting weapon by anti-union employers,
who, in their desire to break the union movement do
not scruple to use a pretended interest in the returning veteran, thus attempting to create a breach
between union labor and returning veterans. This
attempt must be' fought by both veterans and labor
whenever it is encountered.
A veteran's true interest lies in taking a job that
otlers the same security that is afforded a union
man by his union rather than in taldng a job away
from some other man. And this security can be
achieved only by joining those already organized in
the union, and by fighting with them to see that jobs
for all are provided by legislation and covered by
union contracts guaranteeing security for all.
Certainly there is no security in Section 8 of the
Selective Service Act with its many loopholes.
Both the President and ex-Vice President Wallace
have demanded legislation for 60,000,000, and it is
now up to the Congress to pass it, and to both the
industrialists and organized labor to see that it is
enacted.
To accomplish this returning veterans and organized labor must work together and act together in a
union, one and indissoluble.
[3
J
WSA Payment Regulations for
Merchant Marine Research Finds
Permanently Disabled Seamen
New Ship Preservative Process
Rules governing payment of permanently disabled
merchant seamen's claims under Public Law 449,
Seventy-eighth Congress, have been announced by
the War Shipping Administration. Disabilities must
have occurred on or after October 1, 1941, and have
arisen in connection with service on vessels under
control of the U. S. Maritime Commission or the
War Shipping Administration.
Other requirements are:
"The casualty must have arisen from a peril covered by the disability provisionR of the Second Seamen's War Risk Policy, as amended, whether or not
the casualty occurred during the period while that
policy has been in effect. The disability must be
permanent in nature, whether total or partial.
ttpayments will commence after exhaustion, as
hereinafter provided, of certain disability benefits to
which the seaman is entitled. For the purpose of
exhaustion, payments received by the seaman under
war risk insurance, the Jones Act, foreign government pensions and company disability plans to which
the seaman has not contributed will be included;
maintenance payable under the general maritime
law and payments under company disability plans
to which the seaman has contributed will not be included. Where the seaman is receiving such disability benefits in installments, payments under Public
Law 449 will commence after the last installment has
been paid. Where the seaman receives such disability benefits in a lump sum, such sum will be deemed
exhausted on the basis of projection at $150 a month
(which is the current disability rate prescribed by
the Second Seamen's War Risk Policy) from the
date that such benefits became payable.
"Payments will be made in amounts provided by
the United States Employes' Compensation act,
monthly payments equal to two-thirds of a claimant's
monthly pay but not more than $116.66 nor less than
$58.33 if the disability is total. If the disability is
partial, monthly payments will equal two-thirds of
the difference between the claimant's monthly pay
and his monthly wage earning capacity but not more
than $116.66. Certain increased payments will be
made in cases involving minor:s and those injured
while employed in a learner's capacity, and in which
the claimant is found to be constantly in need of the
services of an attendant."
All claims and inquiries under ·Public Law 449
should be forwarded to the Chief Adjuster, Division
of War-time Insurance, 99 John Street, New York
7, N. Y. Claims must be in writing and contain such
particulars as are reasonably necessary for consideration of the claim.
The claimant must give address, date of birth, certificate of identification number, facts surrounding
casualty, copies of hospital abstracts and advice concerning employment since disability.·
[4J
Newly developed processes for the preservation of
inactive ships in a national defense reserve fleet can
eliminate a repetition of the World War I eyesore
of rusting merchant vessels, F .•J. Taylor, President,
American Merchant Marine Institute, declared.
Instead of having only a "graveyard" of deteriorating ships, Mr. Taylor said, America would possess a large, well-preserved fleet of surplus merchant
ships tbat could be used almost immediately in a
national emergency if these new methods are used.
The Navy's plans for laying up surplus vessels inelude de-humidification of interiors and use of new
rust preventives. De-humidification consists of drying air in a vessel to the relative humidity of 30
which will resist corrosion. The air is dried by an
automatic electric powered machine, receiving its
current from shore. The initial cost of installation
on a vessel worth several millions is about $3,500.
Maintenance costs are lower than that of previous
preservation equipment and involves less labor.
For the protection of exterior parts and for other
corrodible ferrous material sections, the Navy has
a new rust preventive that can be applied without
dissembling the ships and which need not be removed when the ship is returned to service. "With
these two methods. vessels can be placed into operation in a few clays as compared to the months required after the iast war.
President Roosevelt Signs Amendment
To Selective Training and Service Act
In Washington, D. C., on December 8, 1944, President Roosevelt approved"An act to amend Selective
Training and Service Act of 1940 as amended, to
extend time within which application may be made
for reemployment and for other purposes," identified as Public Law 473. Law extended time for making application for reemployment from 40 to 90
days after being relieved from training, duty or
service covered by statutes involved or from hospitalization continuing after discharge for a period
of not more than one year."
B~' dc(".rce .of til(" nation a! convention dues
have been increased to thirty-six dollars ($36)
per year at the- rate of three dollars (53) pCX"'
month. Initiation fees have been increased lQ
fifty donars (S50) for an Locals. The <ein·
statement fee for members suspended for nonpa)'ment of duf's, et("., has been established as
fifty dollars ($50) plus one year's hack due8~
making total reinstatement fee of eighty-six
dollars (586). These provisions are to be effective 3S of January l~ 1945.
THE MASTER, MATE AND PIlOI
Critical Shortage of Merchant Seamen and Officers
above tbeir grade. Unable to secure nearly enough
licensed radio operators, we have continued to use
threatens within the next few weeks to delay de- enlisted personnel of the Navy to provide a full
livery of supplies to the European and Pacific war complement on all vessels."
theatres, according to a j oint statement by Vice AdAssuring Admiral Land of the full cooperation of
miral Emory S. Land, War Shipping Administrator the War Manpower Commission in helping to lick
and chairman, U. S. Maritime Commission, and this critical problem, Chairman McNutt said:
Paul V. McNutt, chairman, War Manpuwer Com"The entire facilities of the War Manpower Commission.
mission's United States Employment Service, conAs a result, the two agencies have joined in an
sisting of 1,500 local full-time offices and 2,000
intensified drive to recruit the necessary personnel itinerant offices blanketing the nation, are available
of trained seamen and also new men who are willing to the War Shipping Administration's Recruitment
to be trained to serve at sea.
and Manning Organization for the purpose of proCiting the shortage of skilled personnel to man viding the experienced seamen needed so urgently to
merchant sbips now supplying the Philippines beachman our merchant marine.
head and other the"tres of war, Admiral Land said:
We urge men now employed ashore, both officers
"Although we have been able to keep our ships
and experienced seamen, to apply to the nearest
sailing with a mil~imum number of delays, the effioffice of the USES so that they may be referred to
cient and safe operation of our vessels has been
vital posts in the merchant marine. Their contrijeopardized by the assignment of men above their
bution to the war effort will be immeasurably greater
grades and the employment in unskilled ratings of a
as members of the merchant marine than in war
disproportionately large number (If men without
plants ashore.
previous sea experience.
Adding more details to the extreme seriousness
liOn October 20, while the PhiJippine invasion
was in progress. we had in the entire United States with which the manpower problem in the merchant
only a sufficient number of skilled officers in Ameri- marine is viewed, Admiral Land asserted:
"At no time during the past year has the recruitcan seaports able to operate about 10 vessels j whereas on the same day \ve had requests for enough men ment of experienced seamen proceeded successfully
in these critical ratings to operate about 45 ships. enough to replace the thousands of officers and sea"Last summer we had months in which as many men assigned to positions above their grade. Duras 600 men leaving American ports as licensed deck ing the last three months the number of experienced
officers either had no license, or sailed above the men recruited has barely met the numbers known
grade for which they were licensed. During the to have left the industry during the same period,
same period, there were as many as 1,000 mell in although the delivery of new ships continues at a
one month who had left American P{"'l'ts aboard ships high level and approximately 5,000 additional men
as engineers who had no licenses or were sailing to man them are needed each month."
shortage of seaI;,en and officers to
A CRITICAL
man merchant ships sailing into the war zones
Congressional Group Woul<l Act to
"Build Fence Around U. S. Navy"
Local No. 30, NOMMP Canal Zone,
Elects New Slate of Officers for Year
A House committee has set out to build a protective fence around the Xa vy to gu~rd it from a peacetime scrap heap.
Chairman Vinson (D., Ga.) of the Naval Committee ordered public hearings on his bill to exclude the
entire fleet and its appurtenances from control of
the Surplus War Property Administration. That
agency wiII have charge of dismantling the nation's
vast war machine.
A similar attempt "'as made in the last Congress
as a rider to the Surplus Properties Act, but it failed.
Vinson's bill would leave with Congress control
over all vessels, shore installations, floating drydocks and the wealth of other facilities that went
into putting the United States at the top of firstrank naval powers.
President
G. H. Smith
1st Vice President
H. E. Falk
2nd Vice President
H. M. Grant
3rd Vice President.
W. G. Farrell
Business 'Agent, Cristobal
W. Wall
Business Agent, Balboa
H. T. Longemore
Ass't Business Agt., Cristobal.
H. G. Ferri
Ass't Business Agt., Balboa
S. J. Milliken
General Secretary-Treasurer
C. S. Townshend
Secretary-Treasurer, Balboa Branch .. R. J. O'Toole
rw. A. Van SicIen
Trustee, Balboa
')S G R
'
I..
owe
. t 0 ba I
jL.
A.
Skeelsk
T rustee, CrlS
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L C
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usae
Address: Canal Zone Pilots, Local No. 30, P. O.
Box No. 1424, Cristobal, C. Z.
APRIL 1945
[5J
THE MASTER, MATE AND PILOT
VOL. VIII
No.4
APRIL, 1945
Publish.m monthly. M:t.in~
.
tained by and in the interest
;
of the National Organization
of Mastel'S. MatC3 and PiIol.:.!
of America, at 810 Rhode
Island Avenue, Northeast, •
.
c
,
Wll6hin.r;t.on IB, DiGtxict of
Columbia. with Genual and
Executive Offices at International Commerce BuUding,
15 Moore Street, New York
4, N. Y.
Published on the 15th of cncb month.
Swom detailed circulation statement on reQuest.
En~red as lIecond·elazs matter at the pOllt office at Washington. D. C.,
under the Act of August 24-, 1912.
SUBSCRIPTION: H.OO PER YEAR
FOREIGN S2.00
NATIONAL TRUSTEES
GEORGE W. McVAY, Providence, R. L
B. T. HURST. Norfolk, Vn.
.
L. L. DERRICKSON. PhiindeJphia. Fa.
H. MARTIN. New York City. Business ManageI:'
JOHN J. SCULLY. New York City, Editor
NATIONAL OFFICERS .
H. MARTIN, President. New York City,
H. F. Sl'ROTHEl.t, Vic~ Prcr,ident, PiE'dmont, Ca.lif. (in charge of :Ill
Inland Craft on Pacific CO>1st).
DENIS McCARTHY, Vice President, Boston.
C. F. MAY, Vice President. San Francisco (in ch:u"ge of Ocea.n-going and
Coastwise Craft on Pacific Corn;t).
STANLEY BARR, Vice Pre<lident, Detroit.
W. J. VAN BUREN. Vice President, New York City.
E. W. HIGGINBOTHAM, Vice President, Mobile.
C. B. DIBBLE, Vice Prp.sident, Philadelphi:L.
CAPTAIN E. C. DANIELS, Vice President, Savannah, Ga.
GEORGE HAVILAND, Apprentice Viee--Prcsident. New York Ci~~·.
JOHN J. SCULLY, Secreta.ry-TreaJSurer, New York City.
COMMUNICATIONS AND REMITTANCES may be addressed and checks
mnde payable to the Nntional Orgauiution of Masters. Mates and Pilo'ta
of America, 810-16 Rhode Island Avenue, N. E., Washington, D. C.,
or International Commerce Building. 15 Moore Street, New York 4, N. Y.
READING AND ADVERTISING MATTER MUST reat:h the office not
lawr than the 15th of the month preceding publication.
CHANGE OF ADDRESS should be re<:eivcd prior to the first of the month
to afIeet the forthcoming issue, and the old as well ~ the new addl'eJ.ls
must be given.
GENERAL CHAIRMEN REPRESENTING RAILROAD EMPLOYES OF
OUR ORGANIZATION IN THE DIFFERENT PORTS
PORT OF NEW YORK_Capt. Wm. ,r. Van Buren, Supervining Gen'}
Chairman; Capt. C. DeMooy: Capt. M. F. Gorry; Capt. John J. Bill;
Capt. Jos. L. McRen; L:.r.wrenee J. Scco; CaIlt. Roht. Williamson: Capt.
Frederick Krieger; Capt. Geo. Rudolph; Geo. Haviland; Wm. J. O'Connell: Capt. Howard Barton: Capt. A. J. Fultz; Capt. Wm. Cole.
PORT OF PHILADELPHIA-Capt. Clnyton B. Dibble.
PORT OF SEATTLE-Capt. John M. Fox..
PORT OF NORJ<'OLK-CapL L. L. Sawyer, Capt. J. A. Turner, Capt. J.
Ira HodJl:e3, Capt. Eo A. Phelps, JamCll P. Edwards.
PORT OF NEW ORLEANS-Capt. C. H. H.llngen.
PORT OF DETROIT-Capt. Stanl<lY BnIT.
PORT OF MILWAUKEE-William J. McCauley.
FORT OF SAN FRANCISCO-eapt. Horace F. Strother.
National Advertising Repre!lentative-JOHN ARTHUR McAVOY.
15 Whitehall Street, New York 4, N. Y. Tel. BOwlin&" Green 9-0919.
Shoals Ahead! Keep Hold of
Your Life Jacket-- Your Union!
Every holder of a union card should ponder
well that portion of the report of our Commander in Chief on the Yalta Conference. As
President Roosevelt passed through the Mediterranean he most courteously summoned the
kings of the countries of Europe, Egypt, Arabia, for conferences. Previously all information upon the situations in the respective countries of these three kings had been hearsay,
[61
propaganda or diplomatic reports. The President asserted that in 10 minutes of speech
with these royal rulers he gathered more data
than in all his previous inquiries. Again the
President approved the personal touch. Here
are perfect examples of recognized leaders
speaking for their followers and their needs.
Is any laboring man so credulous as to believe
his cause or his needs can be lumped into the
general labor pool for adjustment?
In the post-war era as now, recognized national labor leaders will be summoned to our
Capital to outline labor policy and plan for
labor's share of victory. Your union card in
your craft organization is your insurance that
your representatives will have their day in
court to speak for you. Hold fast to YOU1·
ltnion~it is yont' life jacket now and later.
"Keep Big Merchant Fleet, " Plea
Of Capt. Economou, Local No. 20
Brother George Economou 1 a member of Masters,
Mates and Pilots Local No. 20 at Galveston, master
of the S.S. Chw$ Sprekel.s, recently wrote an impas~
sioned plea. for the welfare of our Merchant Marine
from a port in the Philippine Islands. Captain
Economou compared the vicissitudes of our :Mer~
chant Marine during his 33 years of seafaring and
reached very definite conclusions. Space prevents
spreading the letter in full but certain of Captain
Economou's observations follow:
1. That it is now heart warming to see our flag on
every sea where formerly it was rarely seen.
2. Trade follows the flag and makes friends and
customers all over the globe for us.
3. Our Merchant Marine has had to fight against
hidden subsidies of the foreign flag ships that car·
ried the bulk of our cargoes and took trade and recognition of U. S. Merchant Marine away from our
seafarers.
4. Some form of public education should be can·
stantly employed to further the cause of govern·
ment and in l{eeping our present world-wide gains
and expanding our trade in the post-war era.
5. Captain Economou greatly admires our Liberty
ships for the war job and predicts great trade value
of the Victory ship~ in peace times.
Captain Economou feels these Victory ships plus
our C-3 ships manned by the fearless and intelligent
personnel found in our Merchant Marine wiJI sprea
the gospel of America's might. good will and superior
merchandise to every part of the globe. He fee
that the gallant crews and ships of our Merchanl
Marine deserve a kinder fate than the oblivion and
unemployment which seafarers suffered in the years
following World War 1.
His opinions are shared by all Americans.
THI MASTER, MATI AND PLIO
Wife of Capt. Horace Strother
Dies; Will be Widely Mourned
Your editor has learned with deep, personal
sorrow of the death of Mrs. Mary Strother,
wife of our past National President, Captain
Horace Strother on February 23, 1945. She
attended many conventions, and will be long
remembered by those who met her for her gracious charm and sparkling vitality. A woman
of broad interests, who had the knark of making her plans bear abundant fruit, her homespun humor and sturdy common sense made her
a delightful friend and confidante.
Our heartful sympathy goes to Captain Strother in his bereavement, and the hope that
treasured memories of happy years spent with
his dear wife will help to temper his grief.
Captain and Mrs. Strother came from Stockton, Calif., 10 Berkeley in 1903, and in 1904
built their present residence at 2022 Oakland
Avenue. In April, 1910, lhe Strothers became
charter members of an interdenominational
church founded by the Reverend John E.
Stuchell, a Presbyterian minister who had come
to Piedmont in 1909 from Elizabeth, N. J.
Later that year Mrs. Strother became a charIer member of a Women's Guild of the church
that had been founded by Mrs. Stuchell. The
churchwomen, inspired by Mrs. Strother who
was Guild president in 1928, devcloped the
organization into a city-wide religious, social
and charitable service.
Mrs. Strother, also a founder of the Women's
Auxiliary of the Masters, Mates and Pilots of
America (in which her husband has for years
been a National officer and Local executi ve) ,
was born Mary Woodhull in Ontario, Canada,
and in 1898 married Captain Strother, a pilot
on Stockton passenger steamers. Besi~es her
husband she is survived by a son, Charles, two
grandsons, David W. and Michael M. Strother,
a brother, Will Woodhull, and a sister, Miss
Gertrude Woodhull of' Stockton, Calif. A
daughter, the novelist Mary Strother Chambers, died in 1941.
APRIL, f 945
Marking of Columbia River Ahove
Grand Coulee Dam Considered
The establishment of aids to navigation on that
part of the Columbia River above the Grand Coulee
Dam, is now under consideration, as a result of an
increase in the number of vessels being operated in
these waters: This part of the Columbia River, before the construction of the dam, Was navigable,
but at the present time deep water extends for many
additional miles and many small vessels have been
placed in operation. There is. however, no means
by which vessels operating above the dam can reach
the lower sections of the river.
Should this seetion of the river be declared as
coming under the jurisdiction of the Coast Guard,
for the establishment of navigational aids, minor
lights on fixed structures would be considered.
Buoys would not be suited to these waters because of
the great difference in the height of the water at
different seasons of the year.
Locals From Coast to Coast
Report Officer Ejections
Local No.2, Philadelphia, Pa.
President.
C. B. Dibble
1st Vice President
_
_Ralph Futcher
2nd Vice President
__
John D. Lynch
Treasurer and Manager
D. W. Engel
Sec'retary :
_
_
L. L. Derrickson
Trustee _
_
_
_David Reich
Local No. c]'6, Ogdenshurg, N. Y.
President.
_.. William Dessert
Vice President
Henry A. Murphy
Secretary
_
Bernard Story
Chaplain
Fred Loveless
(Harry Irvine
Trustee
_
_
~.J ohn Powers
lMiehael Leonard
Local No. 16, Portland., Ore~.
President.
_
_
__
E. R. Mooney
1st Vice President.
_.W. B. Matheson
2nd Vice President
_ S. V. Winslow
__
_
E. H. Berry
Chaplain
Secretary-Treasurer
F. W. Smith
A. R. Pearson
Trustee
_
_
_..~ S. S. Dalhy
I W. W. Babbidge
Loc21 No. ~1, Mobile, Ala.
President.
_
_.Albert 'VVilson
1st Vice President. .
_
E. L. Wheadon
2nd Vice President.
__
J. J. Tvedt
IJ. Danielsen
Trustee ..... __ ... _. __ ..... _p. Gihbons
.
lChas. L. Thompson
Secretary-Treasurer and Business 1Igr,
E. VV. Higginbotham
r
[7J
Is It American Labor That Demands
High Protective Tariffs?
Are the Industrialists, Always Greedy for Big Profits, Using American "High Wage
Levels" as an Excuse When They Ask for "Protection"?
For many a year it has been the custom of Big
Business whenever tariff-lowering was discussed, to
dump the issue squarely in the lap of organized
labor.
The American workingman, Big Business always
contended, demands such high wages and so high a
standard of living that it is impossible to compete
with foreign manufacturers without- a high tariff
that would prevent their goods from flooding our
markets.
Now how sound is this argument? To be sure organized labor insists upon a wage scale that permits
a decent standard of living. The shame is not that
organized labor insists upon this, but that there
should ever be any controversy on the subject, and
peace wonld undoubtedly have been promoted. Instead they increased financial instabilities by lending
to Germany on trade prospects that high tariffs kept
from materialization. These financial instahilities
were important factors in Hitler's rise to power.
The leading nations, with their business controlled
governments, were too concerned with protecting
domestic markets to tbink of world peace!
Undoubtedly the Hull Trade Treaties were steps in
the right direction, but the vested interests hehind
the protective tariffs are too strong to allow them to
be eliminated quickly. In the meantime trade policies must be designed for speedy achievement of the
purposes or results of free world trade if we are
really sincere in our desire to establish world peace.
But if we are not sincere, and if we allow our postwar planning to be guided by selfish economic groups
for narrow nationalistic purposes, we can again enforce low living standards of living upon the weaker
and conquered nations by stifling world trade, and
again we can blame it on the "selfish American
workers!"
Granted then, that we shall, for a while, have protective tariffs, and since any sort of recovery or trade
competition with the United States is impossible for
such countries as China, India and many European
countries without extensive capital, how about absolnte gifts of consumer goods and capital equipment
to these countries? Wonld we be any the worse off
if we have to wait for the world trade that will provide millions of post-war johs until tariff barriers
are lowered and the slow building up of foreign trade
through so-called "loans"? Who supposes that these
loans would ever be repaid anyway! Certainly they
will not he if we stifle world trade. Henry J. Kaiser,
the great industrialist, has even suggested that China
and other countries in need of such equipment be
given all of our present railroad rolling stock that is
now in need of replacement.
Certainly the suggestion is worthy of serious consideration.
that there are so many countries with such 10\v standards of living for the working man or woman. The
Big Business Man who squandered hundreds of thousands upon his personal luxuries and amusements
without thought or care of tbe living conditions of
his '\vorkmen was all too prevalent in the last century
and would be with us today in larger numbers had
not labor organized, taken a hand and banded workers together to set certain rates for their lahor. At
that, a certain wealthy magnate, during the darkest
days of the depression, when several of his factories
and warehouses were shut down and many of his
senior employes on part time, won great kudos by
the gift of a $125,000 pulpit to his church. and from
his viIIa on the Riviera had the cool impudence to
send his employes elahorately engraved Christmas
cards~ many of which were in envelopes containing
notices of dismissal!
H<,wever, since high tariffs fostel'ed monopoly~
increased the political and economic powers of big
business while intensifying the inequality of wealth,
the business-minded governments of the nineteentwenties were all for them, thongh it was then customary to praise free world trade in theory while
obstructing it in practice and hlaming it all on the
American worker!
Soon after the first World War thoughtful ],eople
began to perceive and to say that conquered nations
News of Local 24, Jacksonville, Fla.
',ould only get on their feet through greater world
trade. Certainly all the new small nations that the
peace treaty had created needed foreign trade to get
Officers and members of Local No. 24, Jackson·
on their feet, and, as in the case of Austria, to sur- ville, Fla., met on February 23. At this meeting
vive at all. But any possible growth of world trade Captain W. L. Moorhead was elected president of
was blocked when the United Stdes, together with the Local, and since Captain Mickler, who has served
her allies, increased the tariff barriers. If at that as secretary-treasurer, has been forced to retire from
poil1t the larger and victorious nations had adopted that position, owing to regrettable illness, Captain
an international trade and investment plan, world A. B. Spaulding was elected to perform his duties.
[8 ]
THE MASTER, MATE AND PILOT
~Railway Labor Organizations
,
IMPORTANT BOOKS====
Win Vacation.With.Pay Clause
The Fourteen Cooperating Railway Labor" Organ~yjzations representing more than one million nOll~1"operating railway employes t have signed an agree:ement with the Carriers' Conference Committees of
~Jhe Eastern, Southeastern and Western regions, pro"viding for six days' vacation with pay each year to
P/those employes who have rendered compensated
Rservice on not less than 160 days within the precedding year and 12 working days' vacation with pay to
'dhose employes who have had five or more years of
>such service. The agreement i3 to be effective J anu,iary 1, 1945, and now applies to approxim~tely 250
;;icarriers.
The agreement is subject to the approval of nec;essary governmental authority. The first vacationVwith-pay agreement, industry-wide, was made for
. these employes effective January 1, 1942, and pro':tvided six days' vacation to those employes who renldered compensated service on 160 days in the pre-
;}:ceding year, nine days for two y€'ars of such service
, and 12 days for three years of such service for the
Vclerical and telegraph employes.
, All other employes represented by the 14 organi<:zations got six days. The new agreement, effective
t'January 1, 1945, makes no change in the vacation
; days for the clerical and telegraph employes..
for the Men Who Deliver the Goods
SHIP HANDLING IN NARROW CHANNELS
Dy LI. Comdr. Carlyle J. Plummer (T) USCGR; Brand: Pilot,
Sabine Diuricl. Every ship's officcr, evet}' licensed pilot will w.... t
co own Ihis valuable handbook. Based <In yeill:S of practical piloting
experience, il pres.mes the basi<: information necessary for efficient
ship hllndling in ,hallow, n"rrow waters. Thorough and up to dille,
it is designed for warlime u.ad peacelime use. To be pl.blishcd
Ma)' 15. Order NOW! 123 P"ge.., $2.50.
MERCHANT SHIP OFFICERS' DUTY GUIDE
By Capt. J. C. Orrell. A day.to·day guide for uSe aboaro
every officer-Qn every voy"ge. Covers all records; saves
instructing subordinule personnel.
Outline guide 10 "II
perperual self.check of each officer's work. Indispensilble 10
Males, nadio Operator, Engineer. Slewurd, Purser :1.I]d
Thoroul;:h!y "d"peable eo any SIS line's routine. $1.00.
ship by
time in
duties:
MUSler.
Cadel.
MERCHANT MARINE OFFICERS' HANDBOOK
By E. Turpin rmd W. 11. MacEwen. Indispemi'lhle d"i1y teference
guide abo"ld ship. All inform'ltion essenti,,! 10 both tbe licensed
lind c'lndidatc officer. Del'lils dulies, nllvigation, ship handling lind
calgo,sign:tls. Rules of the Road (revised), first aid, shipbuilding
lerms, Spanish ternlS. 812 Pages, IJiuscrnted, Indexed, $5.00.
PORT TERMINAL OPERATION
B)' Lt. Col. Eugen'" H. L"derer. USA (Rei.). Cugo h"ndungevery IlSpeC1 of cargo
management to JOlldil1g
;l ship, from freight forw"lding to nlgo nrrying ••."
J a)' Lewis,
Norfolk Ledger.Dispatch. Indi.pensable to every .hip officer in
redudng turn'lIlOund eime, labor co.ts, cargo loss and damage.
448 Pagc., Illustratcd, Indexed, $5.00.
.~:ow"ce-lighlerage-laleSI information on
'~"n~f"r. "Tdls ehe whole SIO~Y from pier
At Your Bookseller or Direct
Postpaid JVhcn Remillance l1a:ompani". Order
CORNELL MARITIME PRESS
241 West 23rd St.• Dept. rtUIP
New York 11. N. Y.
RUGGEDNESS and dependability under all conditions are essential in
ocean to·n.·ing-the U. S. l\'1aritime Commission V4-M-AI Tugs were
designed with that in mind. Built to tow anything, the safety of her
low depends upon the Johnson~Type Automatic Towing Maehine with
which all forty·nine of these ships are equipped. A fulIy.automatic
machine, it pays out with each heavy surge on the towing hawser, then
checks up gently and recovers ea.hle as the strain is relieved.
illnaon A.
APRIL, 1945
Johnson~ Inc.
17 BATTERY PLACE
NEW YORK 4, N. Y.
[9 J
New Ruling by WSA Expedit
The U. S. Navy's New LSM
"Pacific Puddle.Jmnper" Payment to Sick, Injured Seame .
One of the last of a series of "Landing Ships,
Medium" delivered to the Navy. The Navy nicknamed it the "Pacific Puddle-Jumper" and reports
it, "the most useful landing vessel ever built, one
of the best assets for invasion warfare." They had
their baptism of fire at Leyte, arid have made every
jump with MacArthur since. Federal's Port Newark yard has built 42 LSM's, 52 destroyer escorts,
and 36 LCI's (Landing Craft, Infantry, large),a
total of 130 warships of the three types; at an average rate of almost exactly one a week since the first
keels were laid in August, 1942. "A good war record
and a credit to production line workers, technicians
and management alike," says Lynn H. Korndorff,
Federal's president.
Settlements with merchant seamen for wages a
maintenance due in cases of illness or injury will
expedited under instructions recently issued by t
War Shipping Administration. Seamen incapa
tated while in the service of the vessel and not
wilful misconduct are entitled under the gen
maritime lavl to wages to the end of the voy
maintenance, and medical treatment for the iUn
or injury. Payments due under this traditional d
trine of law sometimes have been withheld pendi
efforts to arrive at settlements including damag
alleged to be due as the result of negligence. T
ne'w instructions are intended to separate the pa
ment of wages and maintenance due under the ge
eral maritime law from consideration of factors
disputed liability.
The instructions and directions are as follows:
"Wages, maintenance, and cure are not to be 'with
held in any case merely because the claimant
filed suit or is taking steps to that end or ha~ su
mitted a claim for damages" Whenever wages
maintenance are due to a seaman under the gener
maritime law, general agents are instructed to pa
promptly, currently, and in full. No settlemen
shall be made or attempted for an amount that
clearly less than that to which the claimant is en
tit.led. under the general maritime law."
American Freighters To Have
New Radio Safety Devices
THE HARRISON COMPANY
American merchant ships are today better
equipped with radio facilities than they were before
ROASTERS and PACKERS
the war. Not only radio transmitters, receivers and
of
direction finders, but elaborate intercommunication
facilities have been installed on all American cargo
ships.
By the ready adoption of the many war-time
safety-at-sea developments, American shipping has
maintained its leadership in safety over all other
maritime nations, according to the American Merchant Marine Institute.
Through the most recently developed intercommunications equipment, orders from the ship's bridge
Rnd all necessary emergency signals can be brought
to telephone stations in deep and remote sections of
the ships.
Every vessel has a radio compass, installed to take
the ship's bearing in relation to shore transmitters.
Auto alarms for picking up international distress
signals are likewise provided on all American merchant vessels.
Post-war American merchant ships will be
equipped with all these devices and many more, including ship-to-shore radio te1.ephones, television and
other electronic developments.
[ 10 J
NEW YORK
PLANTER'S PRIDE
COFFEE
""LANTER'S PRIDE" COFFEE
i~
a SPECIALTY
PBODUCT developed primarily 10 meet hardy shill.
bllard rC1lllirC'm('JlI$. This blend is Ihe rct'uh of
halandng c:-arefuJly ~elecled'cofTeell a~ainsl the inDu('tu'"e" of lonp:-"lored fresh water and canned milk
addiliun!l to lbe end tbal ship's personnel woule!
nO,"rj" ..
1I
VIGOROUS-FLAVORFUL-SATISFYING COFFEE
(,llual 10 the best to be expected ashore.
Thill b truly a COFFEE FOR MEN OF ACTION
THE MASTER, MATE AND PllO
and States Would Benefit
From Strong Merchant Marine
It has always been taken for granted that dwellers
long an ocean coast should be sensitive to the call
f the sea and the lure of distant horizons. Boys,
amiliar with the sights and smells of docks and
iers at which are berthed the great liners and
freighters, weather-scarred and battered from buffeting the waves during a long voyage, have their
'maginations stirred by the thoughts of tall masts
gainst an open sky as naturally as their noses are
made to twitch by the smell of tarry ropes and hawsers. But strange to say, youths from the 26 landlocked states, who are familiar with only lakes and
<
rivers, have shown as keen an interest in maritime
irs as those from the coastal states. Citizens
om everyone of these inland states are on the
nor roll of the Merchant Marine Service to say
thing of the hundreds from each state who have
rvived the hazards of the sea to bring home stir,ring tales of adventure and accomplishment. They
are links forged in the fires of war which will forever unite the sea with our inland areas.
Anyone familiar with the teeming traffic of the
(comparatively speaking) inconsequential rivers
and canals of Europe, must regard with chagrin our
neglected rivers and lakes, once the highway of the
continent. Down those mighty waters once went an
endless succession of craft: freighters, bearing
wealth from fields, forests and mines, luxurious passenger ships, boats fitted out as floating department
stores, as theaters. Inland cities and communities
depended upon the rivers and lakes for transportation, for communication with the outside world, for
supplies of food and merchandise.
But when the railroads were built, Americans,
like the profligate heirs to a vast estate, flung away
this precious heritage of natural waterways.
Our protective forests were slashed down ruthlessly and rivers were allowed to become raging
floods in the springtime and dreary, stone-filled
creeks in summer, dumping grounds for factory
waste and city sewage, that killed the rsh in them
and rendered them practically useless.
If post-war planning should include proper control
of our rivers with dams and locks to store up water
for the irrigation of dry districts and to keep the
rivers at navigable level the year around, what a
boon it would be to the country! Millions of jobs
would be provided at once in building and maintenance, surplus ships and merchant seamen kept
busy, and the whole country, not only the South,
would benefit from cheaper and safer transportation.
This is a project in which the Merchant Marine
has a natural, vital interest as it provides an indisputable reason for a strong, post-war merchant
fleet.
APRil, 1945
Telephones DIGBY 4-8170·8171
W. H. McMILLAN'S SONS
TACKLE BLOCKS
MARINE & STRUCTURAL SPECIALISTS
WIRE ROPE
49 SOUTH STREET, NEW YORK
Factory 32·40 Penn St., Brooklyn, N. Y.
Tel. Evergreen 7-5123
JATON
CANVAS
DECKS
No Painting
TARPAULINS
No Re-waterproojing
BOAT COVERS
No Holes
AWNINGS
No Burning
GUARANTEED-REPAIRS FREE
Marine Canvas Supply Corporation
700-6 Court Street, BROOKLYN
Branche.: NEW ORLEANS, BOSTON. SAN FRANCISCO
T. A. O'NEILL, Pre6idenl
BOWL''''''; Grrl!:t:N 9·6196
DR. L. Low
SURGEON
DENTIST
O"'''''CE HOURS
9 .... M TO 8.30 P. M.
CLOSED SUNDAY
53 WHITEHALL STREET
Nl!:W YORK C,TY
AT SOUTH f'"ERRY
[ II
J
QUESTIONS.
8cANSWERS
me
Capl~
2.
Carth,!
Lieut. Commandl!f. U.S.N.R.F. Retired
~njfrucfor
CHIEF
MATE
Q. What department of the U. S. Government
publishes charts?
A. Navy Department, H. O. Office, and Coast and
Geodetic Survey.
Q. A vessel in ocean trade-what is the minimum
amount of navigation in the 24 hours?
A. D. R. position at the end of each watch, A. M.
observation for Long. Meridian Altitude for Latitude. P. M. sight for longitude. and Deviation of
the compass at each morning and. afternoon sight.
Q. What are Isogonic LineR?
A. Lines of equal variation.
Q. Where and how should the name, hailing port
and draft be marked on a vessel?
A. The vessel's name on each bow·, On each side
of the pilot house her name and hailing port on the
stern; letters to be not less than 6 inches, white on
black and black on white, the draft marked on the
stem and sternpost, the bottom of the figures to
indicate the draft in feet.
Q. How would you load an oil tank ship?
A. I would see that the cargo was properly distributed by the use of the loading valves to the tanks,
that no fire, smoking or open lights were allowed,
and to display the proper day or night signals, denoting handling of cargo.
Q. How would you brake in a lifeboat fall ?
A. Pass a line on the outside of the falls and haul
tight and make fast. This will prevent the boat
from rolling from the ship.
Q. What is transient magnetism?
A. Transient magnetism induced in vertical soft
iron is caused by the vertical force of the earth's
magnetism tending to pull the needle downward. It
is greatest at the magnetic pole and least at the mag·
netic equator.
Q. What is the penalty for a seaman entering
passengers' quarters?
A. A seaman entering passengers' quarters without being authorized to do so in the line of duty may
be arrested, placed in irons and logged two days
with pay for one, or may be dealt with in the U. S.
Courts.
Q. What is required by law to be on board of
vessels for the health, comfort and welfare of the
crew?
A. She should have on board a well stocked medi·
cine chest and a slop chest.
Q. What would you do at night when a vessel
finishes loading or discharging?
A. See all lights in the holds are out. If the
hatches are open, I would rope them off, and, if in
Q. What is the dangerous semicircle of the South- freezing weather, would see that the winches are
ern Hemisphere?
attended to so that they would not freeze, and make
A. The left hand side is the dangerous semicircle an entry in the log when work is finished.
in the Southern Hemisphere.
Q. In the path of a cyclone storm in the Northern
HemiRphere, what procedure would you follow to
Q. How would you heave a vessel to in a hun'i- avoid the storm center?
cane?
A. In the path of a cyclone in the Northern Hemi.
A. If a steam vessel, I would keel) her head to the sphere, I would bring the wind two points on th
Rea. or with the sea about three points on the bow, starboard quarter, and run for the left semicircle,
keep the propeller turning to give her sufficient and, if obliged to heave to, would do so on the port
headway, use oil bags to smooth the sea. If I could tack.
get some storm sail up aft to help steady the ship
Q. What happens to tropical cyclones when they
and keep her head up. Large steamers may lay bet- enter the temperate zone?
ter with the wind on the quarter, using the proA. Cyclones in tropical zones are usually more
peller for a drag.
violent: less in area and diameter, and of less dura·
Q. How would you jibe a D1aill(~ail?
tion fmd travel in a different direction from those
of the temperate zone.
A. It would depend on the Rize of the sail and the
Q. How would you prevent damage to the strue·
condition of the weather. If a large sail and a fresh
breeze, I would loop the peak of the sail, haul in the ture of a vessel when loading and discharging cargo?
main sheet, as the vessel pays off, and, when the
A. By stowing the cargo properly, distributing
boom is about amidships, take a. turn of the sheet and throughout the ship, so as not to have any ex-tra
stand by to slack away as the sail jibes over.
weight in either end.
[ 12 J
THE MASTER, MATE AND PILOT
Official Insignia
[{/wki Work Unifonn-Gont and Trousers-This
garment shall be single-breasted with roll collar and
notched lapels, cotton khaki material, with three
gold anchor fr.ont buttons-bottom button to be in
middle of the belt, four outside pockets, The beit
shall be 2 inches of same material as coat, sewed
down all around, It shall have two loops on each
shoulder to secure shoulder marks. Trouser material shall be the same as the coat and of regular
design. Shoes shall be either black or brown-optional.
11
Should€?' Mnrlcs-The stripes and insignia to be
worn on shoulder marks to be same design as on the
sleeve of the blue uniform.
,t
't
s
t
The above insignia was adopted hy the
National Organization Masters, Mates
and Pilots at the National Convention in
Washington, D. C., on Oclobe): 27,
1944.,
T
Gap Device-Gold wreath; red, white and blue
shield; and gold eagle on top,
The uniform and cap device is
not compulsory by our organization.
Any union member who wishes to purchase insi~nia must, however, slww his
union ('arcl when buying the device.
UNIFORM SPECIFICATIONS
B/.ue Uniforms - Coat and trousers - Shall be
;double-breasted sack coat, three buttons down each
ilorepart, all three buttons to button; seam back;
'no vent; semi-fitting, Material shall be dark navy
:-blue serge, gabardine or any similar material. Buti'!ons shall be plain anchor, coat size, gold type,
iTrouser material shaIl be the same as the coat and
of regular design,
Designcdion of Position-Deck Officers - Sleeve
'marking shall be as follows: Master-four ('4) %inch gold stripes all the way around sleeve; chief
iofficer-three (3) 'I2-inch gold stripes all the way
(around sleeve; second officer-two (2) l/2-inch gold
istripes all the way around sleeve; third officerione (1) l/t-inch gold stripe all the way around
'sleeve; fourth officer-one-half (¥!) stripe all the
way around sleeve; junior officer-one-half (1/2)
istripe all the way around sleeve, All sleeve stripes
will have a gold foul anchor 1-inch long lft-inch
;above top sleeve stripe,
Uniform Gnp-Caps shaIl be of Navy style, de'tachable; diameter of the top to be from 1'12 inches
ito 2 inches greater than that of the base, Quarters
ito be cut out slightly higher in front than in back,
Band of 1%-inch mohair. Braid shall be worn be';!ween upper and lower welt. Visor shall be black
',',patent leather except in case of master moulded to
:Csbape and bound with patent leather. Visor for
i',master shall be of embroidered gold oak leaves.
i'Half-inch gold chin strap will be attached to cap
"and regulation cap device as prescribed.
)!PRIL, 1945
White UnifoT1ns-Cap to be regular cap with
white cover. Coats to be similar to regulation Navy
white coat as worn by officers. Material to be cotton
or linen duck with gold anchor buttons, Stripes and
color insignia to be worn on shoulder marks the
same design as on the sleeve of the blue uniform.
Trousers same material as coat and of regular design, Shoes to be white.
Topcoat-This coat shall be double-breasted, dark
blue, serge or similar material; shall be loose-fitting,
full skirted. Shall have full belt fitted with leathercovered buckle in front. Buttons shall be overcoat
~ize, plain black.
•••
BUY
BONDS
•••
[ 13
J
Sto.rm Warning Flag Hoists to
Be Displayed from Lightships
Display of storm-warning signals from lightships
has been authorized by headquarters in response to
a request of the Director of the United States
Weather Bureau. These signals will consist of the
standard Weather Bureau flag hoists which will
be displayed in the daytime. No night signals will
be displayed.
Information regarding approa·ching storms~ supplied by the local offices of the Weather Bureau will
be made available to the lightships involved by means
of radio. The Weather Bureau has furnished each
lightsbip with a suitable set of flag signals and with
appropriate instructions for their display.
This storm-warning service is expected to benefit chiefly the operators of small craft which are not
fitted with radio-receiving apparatus and hence derive no benefit from radio broadcasts of weather information. Many of these smaJJ craft are fishing
boats.
In the first naval district, the lightships which
will display storm-warning signals are the ships on
the foJJowing stations: Boston, Stone House Shoal,
Handkerchief, Cross Rip, Vineyard, Hen and Chickens, and Brenton Reef. In the third naval district
the ships are Cornfield Point and Ambrose Channe!. In the fourth naval district. the Overfalls
Lightship will display signals, al1d il1 the fifth district the St. Johns vessel will provide the same
service.
Display of signals from these lightships will increase the effectiveness of the. Weather Bureau's
storm-warning service, for all the lightships are COllsiderably offshore and in the path of heavy vessel
traffic. In the past, flag signals indicating approaching storms have been displayed chiefly from points
on shore.
To insure continuity of service, the Weather Bureau has also supplied flags to all relief lightships
gerving these stations.
NORTH ATLANTIC AND GULf STEAMSHIP
COMPAMY
Incorporated
Principal Carriers of
Raw and Refined Sugars
from Cuba
120 Wall Street
[ 14 J
Telephone BOwling Green 9-6274
PRUDENTIAL
STEAMSHIP
CORP.
I
17 State Street
NEW YORK
Telephone MAin 4·4252
BRENACK BROS.
Marine Carpenters
91·97 WYCKOFF STREET
BROOKLYN 2, NEW YORK
SHIPS FITTED FOR
HORSES, CATTLE, GRAIN, MAGAZINES
BUY WAR BOl'llJS
BlIDBERG ROTHCHILD CO. r Inc.
••
80 Broad Street
NEW YORK, N. Y.
New York 5, N. Y.
THf MASTER. MATE AND PliO
.ive Torpedoed AFL Seamen
Now Home From Nazi Prisons
:~Five
unsung AFL war heroes arrived in New
prk on the diplomatic exchange ship S.S. Grips.,Dlm after heartbreaking months in Nazi prison
.mps.
iThe five sailors, members of the International Sea'rers' Union, were the survivors of U-boat sink:gS which took the lives of many of their fellow
'·on members.
,.All the repatriated seamen had stories of priva'on and hardship. Three, Ralph Piehet, William
Weaver, and Rufus Stough, were aboard the lonailzan Sturgis, of the Mississippi Shipping Company,
~hen it was sunk in February. 1943. The others,
,aul Petro and John F, Monteverde. captured after
~e sinking of the S.S. H ono-mu, Matson Line, July 5.
~~42, have lived on German subs, prison ships and in
- 3zi prison camps.
1About the only bright spot in their lives was the
,'. gular arrival of SIU packages of food and cigar~s sent by their union.
e Petro said that when his ship was sunk 19 'men
;an,ged to get away in a lifeboat. After 23 days
on the open sea, 11 had died and only eight survived
_~hen a German submarine picked them up.
•• The sub landed Petro and his mates at a Norwegian port and they were taken to a Norwegian
'·prison camp where their treatment can be summed
_~p in one word-brutal. Later they were moved to
~enmark and from there to Wilhelmshaven, Ger"any.
: The survivors of the Sturgi,<:; sinking were not
'picked up until 40 days had passed and later, when
:they were transferred by the Nazi sub to a prison
~hip, the vessel hit a mine off the Norwegim coast
'And sank after the explosion. They finally were
;~ken to Germany, too.
Rufus Stough was most proud of the fact that he
:had carried his union button through the whole 01'~deal and he insisted that it is the only union button
,Jpat has survived more than two years in a Nazi
5prison camp.
Office & Shop
Tel. TRiangle 5-5536
American
Foreign, Steamship Corp.
80 tBJI.Oad.. SL.
?/f.Qw
fJjdJL ft.,
n. ?t.
THE WEST COAST LINE
WESSEL, DUVAL & CO., Ine.
Estal,lished 1825
67 BROAD STREET, NEW YORK
WATERMAN STEAMSHIP
CORPORATION
STEAMSIDP OWNERS
OPERATORS and AGENTS
Stcam&1dp & Y ache Work
A Specialty
WILLIAM BANKS
General Office"
MOBILE, ALABAMA
SIDr RIGGERS
ALL KINDS OF WIRE FURNISHED & SPLICED
Flag Poles, Ship Spars, S.lings. Ncts & Cargo Gear
Furnished to Order
Authorized
LLOYD'S RIGGING
Inspcetor
72 Sedgwick Street
Offices and Branches in the Principal Cities and
Ports of the United States
BROOKLYN, N. Y.
[ 15 J
Great Lakes Seamen Praised
For Offshore Shipping Service
KWEDER'S NAVIGATION SCHOOL
Courses For All Licenses All Grades
Great Lakes merchant seamen and officers who
left their vessels when they tied up last faIl and entered the offshore fleet of the U. S. Merchant
Marine are beginning to return to the Great Lakes
for the spring movement of vessels, War Shipping
Administration has announced.
The Recruitment and Manning Organization of
WSA, responsible for the recruitment of the Great·
Lakes seamen, estimated that several thousand men
responded to urgent pleas to help man offshore vessels. The majority were in the lower ratings, and
were assigned to merchant ships during November
and December of 1944.
"As fast as these Great Lakes seamen return to
the continental United States from overseas voyages,
we are reassigning or releasing them to return to
their operators, unions or vessels on the Great
Lakes," RMO officials said.
--Conducted bY-
Capt. GEO. A. KWEDER
Principal
MEMBER MASTER, lIlATES AND PILOTS
Telephone: WHitehall 4-0742
61 WHITEHALL STREET
NEW YORK 4. N. Y.
Licemed by the State of New York
SMITH
&
Praise for the action of Great Lakes seamen in
responding to urgent pre-holiday appeals was given
by Captain Edward Macauley, Deputy War Shipping Administrator.
Said Captain Macauley, ('These men made a vital
contribution to the war in volunteering to serve in
offshore shipping as soon as their vessels tied up at
Great Lakes ports. We are appreciative."
TEL WHITEHALL 4-3079
JOHNSON
*
GENERAL AGENTS
CLOSED ON SUNDAY
for
DR. WILLIAM BELL
WAR SHIPPING ADMINISTRATION
*
SURGEON DENTIST
60 BEAVER STREET
['lEW YORK 4
Downtown Profession"l Bldg.
57 Whiteh"ll St. at South Ferry, New YQrr City
Office Hours-9 A.M. to 8.30 P.M.
Telephone WHilchall 3-0603
PREPARATORY COURSES FOR ALL LICENSES
U. S. STEAMBOAT INSPECTION SERVICE
Atlantic Merchant Marine Academv
LICENSED BY THE STATE OF NEW YORK
44 WHITEHALL STREET
5 STATE STREET
TELEPHONE BOWLING GREEN 9-7086
[ Ib J
IHE MAIlER, MATE AMD Pil
Partial List of Agreements Held hy Masters, Mates and Pilots of America
East Coast
Atwilines, Inc.
call. Steamship Co.
erican Foreign Steamship CQ.
eritllll Petroleum Transport Corp.
American Republics Lines
ieu.n ·Liberty Line:,;. Inr:.
erican~Soll.th African Line
American Sug::lr Co.
gonaut Line, Inc.
tlantic Coast Line Railroad Co.
IlimOte & Ohio Railroad Co.
bu. T. Banks Towing Line
ltd:: Diamond Stcamllhip Co.
g Rothchild Co., Ioe.
and Cornelius
Stockard Steamship Corporation
Smith & Johnson
Sound Transport Corporation
Sword Steamship Co.
Tankers OC(!lInic Corporation
M. & J. Tr3cy .
Tugboat Owners & Operators oC Port of
Philadelphia
Union Sulphur Co.
United States Lines
U. S. Navigation Co.
Wellhart Steamship Co.
Wt'5sel Duval & Co., Inc.
Wood Towing Co.
Worth Steamship Company
'Varner Company
ton Tow Boat Co.
oaklyn Ellstern District
L. Burbank Co.
h Terminal Co.
llXlon Line
Imar Stc:unship Corp,
tral Railroad Co. of N. J.
amI Vermont Transportation Co.
e&lI.lIel1ke FeJ:ry Co.
elill.pcake & Ohio Railway Co.
ulwis.. Trans. Co.
N:'lVigation Co.
• Lackawanna & Western R. n.
Steamship Co.
• Wright & Pugh
ang-herty
rn Stc:lmship Lines
litem Transportlltion' Co.
ric R3ilroad
rie & 51. Lnwnmce Corporation
Ill' Spinning and Operating Co., Inc.
il'5t National Oil Corp.
cbman Transportation Co.
welsoll Stenmsllip Co.
Steamship Coq>.
Atlantic Corporation
edy Colabee S.S. Co.)
tional Freighting Co., Inc.
tional Shippinft' Co.
n Steamship Lin(!s
en Co•• Inc.
amutown and Newport Fcrry Co.
be Jay Street Connecting Railroad
tlloll'r Steamship Corp.
high Valley Railroad
C. D. Mallory Corp.
ClJ'de Mallory Lines
• Martin, Inc.
jin M3rine Tran5port3tion Company
'ne Transport Line
McCormack Lines
t & !tIiners Transportation Co.-Apptenmbership on tug boau)
Shipping & Trading Co., Inc.
Towing & Transportation Co.
StelUnship Co.
I Bulk C"rriern, Inc.
ew England & Soutllern Steamship Co.
ew York Central Rnilroad Co.
ew York & Cuba Mail Steamship Co.
ew York, New Haven & Hartford It. R.
ew York & Porto Rico Steamship Co.
ew York Dock Railway
A. Nicol & Co., Inc.
Norfolk-Southern Railroad Co.
Norfolk & W:'I.shins:ton Steamboat Co.
orth American Motorship Corp.
nth At1:mtie and GulC S.S. Co.
N'orton~LilIy Mllnac:ement Corp.
Idwood, Inc.
chis Steamship Corporation
Onrlak~ Freight Corp.
Inama R:lilroad Steamship Co.
all American Petroleum & Transport Co.
lery Navigati(ln Co., Inc.
tIUIsyIvania Railroad Co.
lliladelphi:il. & Re:il.dinl:" Railroad
ouhontas Steamship Co.
ris Steamship Co., Inc.
I Steamship Corp.
Boat Co.
Wm. :r. Co. Ine.
Air Line Railway
ping Co.
Lines, Inc.
Steamship Co.
Navigation Co.
13ntic Stellmship Co.
P:leilic Co.
R:lilway Company
Transportation Co.
K(!lIol!S: & Sons
plu Coal Co.
tell l\1:il.rine Corp.
venson, T. :r. & Co. Inc.
Greal Lakes
Ann Arbor Railroad Co.
Bob-La E:<cufllion Co.
Chicago.Duluth, G(!orgian Day Transit Co.
Chicago & Milwnukee Steamship Co.
Chieago Roosevelt Steamship Co.
Cleveland & Buffalo Tr.msit Co.
CrY5tai Deadl Transit Corp.
Detroit & Cleveland Navigation Co.
Fih; Simons & Connell Dredge & Dock Co.
Grand Tl'un:; We:;tern Railroad Co.
Great Lakes Dredge & Doc:k Co.
Great Llikes Transit Corp.
Great Lakes Transport Co.
lIIinois Ship & Dredge Co.
Lak(! Sand Corp.
Mllekinlic Transportation Co.
Marine Sand Company
Minnesota Atlantic Transit Co.
Nati(lnal Transport Co.
Nicholson~Univers:al Stcamatlip Corp.
Pere Marquetto Railw:il.Y Co.
Wisconsin~l\1ichig:m Steamship Co.
Gulf
Commercial Z1loJasses Corp.
Lykes Bros. Steamship Co.
Missi$llillPi Shippins: Co.
Wa(!rman Steamship Corporation
Standard Fruit ~ Steam!!hip Co.
West Coast
Admiral Oriental Line
Alaska Packers Association
Alaskll Railro:il.d
Alnskn S:il.lmon Co.
Alaskll Steamship Co.
Alaska Transportation Co.
Americ::m Mail Line
AmeJ:ie:il.n President Lines. Ltd.
American Trading and Shipping Company
D. :r. Arque.5
Arrow Linc
Atchison, Topeka & Santa Fe Railway Co.
Atkinson & Pollock Co.
Guy F. Atkinson Co.}
Georgc Pollock Co.
Bay and River NaviJtation Co.
BllY Transport Co.
Boat Operators of Columbia District
BOat Opera tom of Columbia River District-Tow_
boat Division
Bulk Carri.. rs Corp.
Durns Steamship Company
California Steamship Co.
Carriso, Ine.
Chamherlin. W. R. & Co.
Chicago, Milwaukee, St. Paul and Pacific Railcolld
Coastwise (Paeific Far East Line)
Coastwise Steamship Co.
Columbia Basin River Operators (Towboat DiviHion)
Coos Bay Dredging Co.
Coos Bay Logging Co.
Dc La Rama Ste:unship Co.
J. C. Freese Compnny
General Stenmship Corporation
Gr:il.ee Line
(Panama Mail Steamship Co.)
(Paeil'ic Coast Panama Line Service)
(Direct Pacific Coast-South American Service)
W. R. Grace & Co., 8.9 Agent!; Cor Grace Line, Inc.,
Pacific Coast, \V(!st Coast Mexican Central,
American PlInama Service of Grace Line. Inc.,
and Pacific Coast Soutll American Service of
Gr.nee Line, Ine.
James Griffiths & Sons, Inc.
H3mmond Shipping- Company, Ltd.
Hart Wood Lumber Co.
Interocean SteamsTlip Corporation
I
Henry J. Kaiser CompanlCS
(Perm:mente Metals Corp.)
(Kaiser Company, Inc.)
(I{ai~cr Cargo, Inc.)
Ke)- System
Kingdom of Thailand (Siam)
Kitsap County Transportation Co.
Louis Knutson
Lillby, McNeill & Libby
Los Angeles Steamship Co.
Lucl(!!ibllcll Gul! Steamship Co., Inc.
Luckenbach Steamship Co., IIII'.
"'larlin Siversten Steamship Co.
Mnrtinez~Benieia Ferry & Trans. Co.
Matson Nnvigation Co.
Mlltson Steamship Co.
MeC(lrmaek Steam~hip Co.
(Eost C03st-South American Servieel
(Pacific Coast_Puuto Jtieo_West Indies Service)
<Interc(l3stal Serviee)
!\loran Towing and Transportation Co., Inc.
Northland Transportation Co.
Northwest Towboat Assn.
Northwestern Pacific Railroad Co.
Oc~an and Dominion Steam~hip Corp.
Oeeanic & Oriental Navi*"ation Co.
(Austmlia_New Zealund Servie(!)
. Oeennic Steamship Co.
Oliver J. Olson & Co.
Olympic Steamship Co•• Ine•
Pacific~Atlantic Steamship Co.
Paeilic~Atlantic Steamship Co.
(Quaker Line)
Pncifie Lighterali:'c Corp.
Pncilie Mllil S.S. Co.
Pacific Republic: Line
(Moore~McCormack Linell, Inc.)
Pncific Steamship Lines
Pneific Tankers, Inc.
Pacilic 'rowbont & Salvage Co.
Paramount Pietures, Inc.
Pctnluma and Santa Rosa Railroad Co.
P. L. Transpor(ation Co.
POP(! & Talbot, Inc.
(It{o::Cormiek S.S. Co. Div., all servieell exctpt
Steam Schooner Trade)
Port Orford Cedar Cpo
Puget Sound N:nigation Co.
Red Salm(ln Canning Co.
Reedsport Towboat Co.
Richmond-San Rafnel Ferry & Trans. Co.
Rh'er Lines
Sacramento Northern RailwlIy
San Die~o & Coronado Ferry Co.
San Francisco Towing Co.
San Pedro Towboat Co.
Santa Ana Stenmship Co.
Santa Catalina bland Company
Santa CruZl on Corp.
Santa Cruz Portland Cement Co.
P. F. Sato Company
Seekonk Corp.
Shjp Own(>ru As!!n. of the Pacific COMt
Ship Owners & Merchants Tug Co.
South(!rn Pacific Co. (Pacific Linl'3)
Southern P;I,cilic Golden Gate Ferries, Ltd.
States Line
States Steamship Company
Sudden & Christensen
(Intercoastal Servicc)
Tacoma Oriental Line
Union Sulphur Co., Inc.
'Vllshington Navigation Co.
Western Pacific Railroad Co.
Weyerhaeuser Stcnmllhip Co.
Wilmington Tran!!. Co. (Steam~hipll)
Wilmington Trans. Co. (Towboats)
WilminJ:1.on Transportation Co.
(San Franeiseo Bay Ferl"Y Service)
E. K. Wood Lumber Co.
R. C. Zuckerman Company
Weyl~Zuckerman & Co.
Weslern and Soul1.ern Riven
Carner.-ie~llIinoig Stl!i.'1
Corp.
Central Bartee Lines
J. I{. Davidson & Bro.
Dravo Corp. (Keystone Sand Division)
I~edernl Barge Lines
Halliday Sand 'Co.
JoJm I. Hny Co.
Iron City Sand and Gravel Co.
Lake Tank(!rs Corp.
Missouri_IlJiMis It. R. CO.
Natehez & [,ouisiana Railway Transfer Co.
NelY Orleans. Texa.'l and Mexico Rwy.
Ohio RiveX' Company
Pittshurgh Coal Company
Steamer Service Co.
Streck!,,!! Steamer.J, Inc.
Union B:ilrg'O Line CQrp.
Read it as easily as a
compass-no guesswork
- no calculations for overthrow - Always accurate
I
I
In. port or on the high seas -
in calm or heavy weather -
you can tell. :
at a glance, the degree of list or roll of your ship. The John L. Chaney :
Ship Clinometer is a precision~buiIt navigating instrument that gives you I
quick, positive information - without guesswork ~ without calculations I
~~~~
•
:
i
Placed anywhere on the ship - in the engine room, on the bridge. in the I
I
chart room, on the extreme port or starboard side - this Clinometer in- I
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dicates list or roll with unerring accuracYa
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The operation is silent and accurate - no overthrow - nothing to adjust
or compute - nothing to get out of order - no bearings to oil, corrode,
or wear out-guesswork is el:iJ.ninated. Installation is simple. adjustments
unnecessary. The U. S. Navy and U. S. Maritime Commission make wide
use of John L. Chaney Ship Clinometers - they have proved their worth.
The price is $12.50 each. At this low cost you can afford to have a Chaney
Clinometer at a number of places throughout the ship. Order now. H not
entirely satisfied after eXamina~on, return the Clinometer and your money
will be promptly refunded.
JOHN It. e::; DAN EY
LAKE
GENIJiYA.
WISCONS
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Actual size of John l.
Chaney clinometer 12%" wide-6!4" deep
- curved tube is 16"
long and %'" in dio.
£0.