In This Issue

voL XVII

50·50 Law Signed

*Dry Cargo Negotiations

Are Under Way

*"Carol" Visits Providence

Local One's Story

SEPTEMBER, 1954 No.9

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"Me Switch?N I"... ever.

"OKI so I AM PIG-HEADED! I gave up tryingother ropes years ago. It pays me to standardize 011

Roebling. Wby? Well, with Roebling I get exactlythe type of rope I need, when and where I needit ... no makeshifts ... no delays ... and the per­formance is tops."

Why not find out for yourself? Call your nearestRoebling office or distributor for a Field Man. Hellrecommend the ropes that perform and stand upbest in the marine field. And you'll learn whatservice reany means!

• ROEBLING rrnSubsidiary of The Colorado Fuel andIron Corporation

JOHN A. ROEBLING'S SONS CORPORATION, TRENTON 2, N. J.DRANCHE:5: ATL.ANTA, .... 3~ AVON AVE._ BOSTON, 51 SLE:&Ptl'tST.' CHICAGO, 5525 W. RC05E:VCl..T /ltD •• CINCINNATI, :l2S:JPREDONIA AVE;•• CL,CVELANO, 1:1225 LAKI;WOOO HEIGHTIIIH.VD•• DENVER. <4001 .JACKSON 5T•• DETROIT, ""15 Fl!aH:nBLDG•• HOU5TON, 6216 NAVIGATION Bl.VD•• 1-05 ANGELEII,53.40 E. H ... RPOR ST•• NI;W YORK. 19 RECTOR ST•• OClE!HI .TEX"'S, l'il'''O E. 2ND !!IT•• PHIL...OELPHI.... 230 VINE sT.' 9 NFR"'NC'!! CO. 1704 0 17TH.5T•• lil E"'TTLE. "-'00 1ST "'VE. 5 •• TUI.Il"', •321 N. CHEYENNE iliT•• EXPORT S"'LES O ......ICE.TRENTON 2. N • .I·

1Offi(

Vol

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thetio!gl'E

1en

Official Journal of the International Organh:ation of Masters, Mates & Pilots, Ine. Published by the Organizl)tion on the 15th of eachmonth at 810·[6 Rhode Island Ave., N. E., Washington 18, D. C.

The Master, Mate & Pilot

Permanent 50-50 Legislation Signed;Secretary Bishop Writes Ike About It

No.9

. Captain Bishop's Lette..My DEAR MR. PRESIDENT:

The Conference of AmericanMaritime Unions commends youfor signing S. 3233, which is per­manent legislation requiringthat American merchant shipscarry at least 50 per cent of ourforeign aid cargoes, cargoes

(Continued on page 14)

SEPTEMBER, 1954

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GOT ro .t4h'b 1/IIrf.l H·t,;c~~, f

In keeping with this approach, I asked the De­partment of Commerce to study the extent towhich direct means can be utilized in maintainingan adequate merchant marine.

It appears that the .major purpose of S. 3233. is to confirm on a permanent basis policies wehave been following for a number of years. UnitedStates vessels are already carrying better than50 per cent of aid cargoes and cargoes resultingfrom the Government's stockpiling program.However, certain provisions of this legislationcause me concern and I hope the next Congresswill reconsider them. I refer particularly to theprovision with regard to currency convertibilitywhich, if it applies to Title I of Public Law 480,83rd Congress, would handicap the disposal ofUnited States agricultural products abroad, andto the provision with regard to offshore procure­ment which, by forcing United States vessels intotrades in which they normally do not operate,could increase the cost of the aid program. I amasking the Attorney General for an opinion onthe applicability of the currency convertibilityprovision.

I am hopeful that the Department of Commercestudy will result in some sound suggestions for

=========================== the maintenance by direct meansof a merchant marine adequateto the requirements of theUnited States. When this studyis completed, I may wish to rec­ommend additional changes inthis legislation.

Vol. XVII

WHEN President Eisenhower signed the 50-50. Bill, S. 3233, on last August 26, he expressed

. the opinion that certain provisions of the legisla-tion "cause me concern and I hope the next Con­

,'. gress will reconsider them."• , Following is the White House statement and.<Captain Bishop's letter in reply:

Statement by the P ..esi,lentI have approved S. 3233, an act "To amend the

Merchant Marine Act, 1936, to provide permanentlegislation for the transportation of a substantial

ortion of waterborne cargoes in the United Statesago vessels."

'y'The United States requires a merchant marine. 'hich, as I have said before, constitutes our fourth"'ght arm of defense. However, I have been con-

rned over the manner in which this merchantarine is to be maintained..In transmitting my message on Foreign Eco­'mic Policy, to the Congress on March 30, 1954,'tated that we must have a merchant marine

quate to our defense requirements. I alsoted that such support of our merchant fleet'is required for that purpose should be provided'direct means to the greatest possible extent.

[ 2 J

expifor

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rattpringraJfonthat

AincrTheing-

Tare

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THE MASTER, MATE

National Advertising Representatives-McAVOY REPR15 Whitehall St., New York 4., N. Y. Tel. BOwling G

CAPT. THEODOR J. VANDER PLUIJM, General Advscntative in the Netherlands, Roehussenstr:lnt, 271, R

GENERAL CHAIRMEN REPRESENTING RAILROAD EMPLOOUR ORGANIZATION IN THE DIFFERENT PORT~,

PORT OF NEW YORK-Capt. C. DeMooy; Capt. M. F.Martin A. Pryga; Capt. Lawrence J. Saco; Thomas MU,llP. J. McMorrow; Capt. Edwin G. Jacobsen: R. Ma eYO'Connell; Capt. H. Hasbrouck: Capt. A. Striffolino; CSteevels.

PORT OF PHILADELPHIA-Capt. Clayton B. Dibble.

PORT OF SEATTLE-Capt. M. Fox.

PORT OF NORFOLK-Capt. Harry Marsden, Capt. .;.,: ;Capt. E. W. Sadler, Capt. W. E. Shawnn, Capt. "",i

PORT OF DETROIT-Capt. Rolla Johnson.

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

COMMUNICATIONS AND REMITTANCES may be addrchecks made payable to the International OrganizationMates and Pilots, Inc., 810~16 Rhode Island Avenue, N. E.ington 18, D. C., or 1420 New York Ave., Washington 5,

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

CHANGE OF ADDRESS should be received prior to the firatmonth to affect the forthcoming issue. The old as well AI

address must be given and the Local number silOwn.

G. HAVILAND, Associated Maritime Workers Vice President,York, N. Y.

J. M. BISHOP, Secretary-Treasurer, Wnshington, D. C.

"THE VlHDlJ'. WIOE OCEAN ANO YOU HAVE TO PLOW RIGHIiiRoUGH HERE 1"

No.9

FOREIGN. $2.00

Northeast, Washington 18,

District of Columbia, with

General and Executive

Offices at 1420 New York

Ave., Washington 5, D. C.

SEPTEMBER, 1954

Published on the 15th of each month.Sworn detailed circulation statement on request.Entered as second~class matter at the post office at Washington, D. C.,

under the Act of August 24, 1912.

SUBSCRIPTION: $1.00 PER YEAR

Vol. XVII

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

MQnthly Merchant MarineData Sheet Issued

There were 1,329 vessels of 1,000 gross tons andover in the active ocean-going United States mer­chant fleet on September 1, 1954, according to themerchant marine data sheet released today by theMaritime Administration. This was 16 ships lessthan the number active on August 1, and 159 lessthan the active fleet on September 1 a year ago,the MA said.

As of September 1, the MA data sheet indicated,the Government fleet in service decreased by 13vessels since August 1, was 121 less than a yearago. Purchase of the passenger-cargo vessels Pres­ident Cleveland and President Wilson by AmericanPresident Lines, according to the tabulation, in­creased this type of privately owned vessels, buta drop of five freighters made a net decrease ofthree in the number of privately owned ships, or38 less than the previous year's total. The reservefleet, the MA said, showed an increase of 12 shipsto a total of 1,996, making a total U. S. merchantfleet of 3,325 vessels on September 1, 1954.

With respect to construction, the data sheetshowed that four tankers and one Mariner weredelivered during August, leaving 15 ocean goingships still under construction on September 1.

THE MASTER. MATE AND PILOT

Il'TERNATIONAL OFFICERS

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

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

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

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

MORRIS WEINSTEIN, Vice President. Baltimore, Md.

ROLLA JOHNSON, Vice President, Great Lakes Region.

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

THOMAS E. KENNY, Vice Pl'esident, Pittsburgh, Pa.

H. T. LONGMORE, Vice President, Balboa, C. Z.

Published monthly. Main­tained by and in the inter­est of the InternationalOrganization of Masters,Mates and Pilots, Inc., at810 Rhode Island Avenue,

[ 3] I

Atlantic Cargo Carriers Corp.Atlantic Carriers, Inc.Baltimore Insular Line, Inc.Blackchester Lines, Inc.Blidberg Rothchild Co., Inc.'Bloomfield Steamship Co.Boise-Griffin Agencies Corp.Bournemouth Steamship Corp.A. H. Bull Steamship Co.A. L. Burbank & Co., Ltd.Calmar Steamship Corp.Carras (U.S.A.) Ltd..Central Gulf Steamship Corp.Clifton Steamship Corp.Compass Steamship Corp.Coral Steamship Corp.Dichmann, Wright & Pugh, Inc.Dolphin Steamship Corp.Dorac Shipping Corp.Doric Shipping & Trading Corp.Dover Steamship Co., Inc.Drytrans Corp.Eagle Ocean Transport Corp.Eastern Seaways Corp.Eastern Steamship Lines, Inc.East Harbor Trading Corp.Edison Steamship Corp.Elam Shipping Corp.Excelsior Steamship Corp.Falmouth Steamship Corp.Farrell Lines, Inc.Firth Steamship Corp.Global Navigation Co., Inc.Global Tramp, Inc.

New Tanker for Tide Water Associated Oil Co.

,scar Bengtson of Martinez, Calif., commands the new S.S.HFlying-A-California" operated by Tide WaterAssociated Oil Co.

Negotiations Under Way on Dry CargoContract; Pensions Are A Major Goal

NEGOTIATIONS with East and Gulf Coastdry cargo operators for the agreement due to

expire on September 30, and on the West Coastfor a wage review are well underway.

The members covered by these agreements haveexpressed a desire for better security provisionsrather than wage increases and consequently theprimary target in the demands in a pension pro­gram. At the present time, deck officers lookforward to nothing better in the way of a pensionthan that offered by Social Security.

Also included in the demands is provision for"increased vacations on the dry cargo vessels.,There are also provisions for tightening the work­ing rules and better job security.

The following East and Gulf Coast companiesre included in these negotiations:

tlantic and Gulf Coast Dry Cargo CompaniesActium Shipping Corp.Advance Steamship Corp.Aeolian Steamship Corp.Albatross Steamship Co., Inc.Alcoa Steamship Co., Inc.American Foreign Steamship Corp.Alliance Steamship Corp.

merican Merchant Marine Steamship Corp.merican Union Transport, Inc.merican Waterways Corp.mherst Steamship Corp.'nchor Steamship Corp.rc Steamship Corp.trow Steamship Co., Inc.,'stre Steamship Corp.

)

Gotham Navigation Corp.Grace Line, Inc.Greenwave Steamship Corp.Gulf Cargo Carriers Corp.Gulf Range Steamship Corp.Gulf & South American

Steamship Co., Inc.Insular Steamship Corp.Intercontinental Steamship

Corp.International Navigation Co.,

Inc.Isbrandtsen Company, Inc.Isthmian Steamship Co.Jupiter Steamship Corp.Kea Steamship Corp.Liberty Navigation, Inc.Lykes Bros. Steamship Co.,

Inc.Maine Steamship Corp.Marine Interests Corp.Marine Navigation Co.Marine Transport LinesMartis Steamship Corp.Mar-Trade Corp.Mercador Trading, Inc.Merchants Steamship Corp.Metro Steamship Corp.Mississippi Shipping Co., Inc.Moore-McCormack Lines, Inc.Mystic Steamship Division

Eastern Gas and FuelAssociates

National Shipping & TradingCorp.

National Waterways Corp.New York & Cuba Mail Steam­

ship Co.North American Shipping &

Trading Co.Northatlantic Carriers Corp.North Atlantic & Gulf Steam-

ship Co., Inc.Northeastern Steamship Corp.North Seas Navigation Corp.Ocean Carriers, Inc.Ocean Shipping, Inc.Ocean Transportation Co., Inc.Oceanic Waterways Corp.Omega Shipping Corp.Orion Shipping & Trade Co.,

Inc.Oro Navigation Co.Overseas Navigation Corp.Pacific Cargo Carriers Corp.Pacific Waterways Corp.Pan Cargo Shipping Corp.Pan-Oceanic Navigation Corp.Pan Oceanic Steamship Corp.Pantransit Steamship Corp.

[ 4 ]

Faroh Steamship Corp.Pegor Steamship Corp.Peninsular Navigation Corp.Phoenix Steamship Corp.Polarus Steamship Co., Inc.Prudential Steamship Corp.Puerto Rico Marine Corp.Saxon Steamship Co.Seafarer Steamship Corp.Seas Shipping Co., Inc.

(Robin Line)Seatraders, Inc.Seatrain Lines, Inc.Sea Transport Co.Seven Seas Steamship Corp.Shepard Steamship Co.

(Shepard Line)Shipenter Lines, Inc.Southatlantic Navigation

Corp.South Atlantic Steamship LineSouthern Cargo Carriers

Corp.Southern Steamship Co.Sprague Steamship Co.Standard Fruit & Steamship

Co.States Cargo Carriers Corp.States Marine Corp.States Marine Corp. of Dela-

wareSteelcraft Steamship Corp.T. J. Stevenson & Co., Inc.Stockard Steamship Corp.Stone Steamship Corp.Stratford Steamship Corp.Strathmore Shipping Co., Inc.Sword Line, Inc.Tak Shipping Corp.Terrace Navigation Corp.Three Oceans Steamship Corp.Tini Steamship Co., Ltd.Traders Steamship Corp.Tramar Shipping Co., Inc.Tramp Cargo Carriers Corp.Transfuel Corp.Trident Transport Corp.Triton Shipping, Inc.Trojan Steamship Co., Inc.Troy Shipping Co., Inc.United States Lines Co.Universal Cargo Carriers

Corp.Universal Oil CarriersVeritas Steamship Co., Inc.Victory Carriers, Inc.Waterman Steamship Corp.Wessel, Duval, & Co., Inc.Western Navigation Corp.Whitehall Steamship Corp.

Following is the list of WestCoast dry 'cargo and passengeroperators whose agreement~

with the organization are cur:rently opened for wage review:'

Alaska Steamship Co.American Mail LineAmerican President Lines,

Ltd.Burns Steamship Co.W. R. Chamberlin & Co.Coastwise LineCoastwise Pacific LineGeneral Steamship Corp..Grace Line, Inc. (North P

cific Line Service)James Griffiths & Sons, Inc.Luckenbach Gulf Steamship;

Co., Inc.Luckenbach Steamship

pany, Inc.Matson Navigation Co.The Oceanic SteamshipOlympic Steamship Co.Pacific Argentine Brazil Li

Inc.Pacific Atlantic Steamship

(Quaker Line)Pacific Republics Line (Mo

McCormack Lines, Inc.);Pacific Transport Lines, IPope and Talbot, Inc. •States Steamship CO. 'J

The Union Sulphur and.Corp.

West Coast Trans-OceaniC:Steamship Co. .;

Weyerhaeuser Steamship'

264.

"r already have L~fe,Fire and Health msUray

What I need most f~'little Job insurance.,

NORFfam

nual eratemberState Pfolk, V2"touch:the threthe nigthe sto

ThBeneficiof one (shows, '

YOU!

International Secretary John M. Bishop, who attended thefeast with Mrs. Bishop and their daughter Judy, is shownwith Brother Floyd Gaskins, secretary of the Norfolk

Masters, Mates and Pilots.

r5 ]

M.M.P.&M.£.I.A.CRAB FEAST

ieee de resistance'~ at thecrabs like this. Hoist and

e required to get the mon­e crab pots. Despite their

;?ved to be delicious eating.

g, left to right: R. W. Pugh, MEBA No. 11; Capt.ishop, l\'lMP Int'l Sec'y-Treas.; George Taylor, Jr.,No. 11; F. T. Gaskins, Sec'y-Treas., MMP No.9."g, left to right: R. L. Merrick, MEBA No. 11;

itchell, Sec'y. MEBA No. 11;R. Gresham, Pres., MMP No.r Johnson, MMP No.9; E. 'V.ns, patrolman, MMP No.9.

NORFOLK Brothers and theirfamilies enjoyed their an­

nual crab feast on Saturday, Sep­tember 11th in the Seashorestate Park just outside of Nor­folk, Va. Final plans were on a"touch and go" basis because ofthe threat of Hurricane Edna onthe night preceding. However,the storm obligingly passed the Norfolk area by and the feast got under way as was planned.

This annual frolic, jointly sponsored by the Masters, Mates and Pilots and the Marine EngineersBeneficial Association of the area was heartily enjoyed by all. Above, reduced in size, is a replicaof one of the posters used at the outing. Below are photographs of the affair. As one of the picturesshows, the Norfolk area grows crabs of truly jumbo proportions. (Continued on page 16)

nes,

"Carol)) IsUnwelcome Guest

At Providence

The bus terminal at Providence, R. T. Note that the old uFall River Line" istrying to come back via a new route. Biltmore Hotel is shown at top, left.

A familiar scene with a new look to memb~~;' of Local No. 5 and stude~';'-:fArduin Navigation School. Weybosset Street in front of office of Local No.5

after the waters had subsided in Providence, R. 1.

[ 6 J

CAPTAIN JOHN F. BEIRNEpresident of M. M. & P.

Local No.5 in Providence, R. 1.reports that "Carol" arrived iProvidence shortly before nOonAugust 31. 8he was far frowelcome. During her short antempestuous visit she causedamage estimated in the millionof dollars to home and businesestablishments in ·Rhode IslandArriving just at high tide thurricane pushed the wate;'sNarragansett Bay up into thdowntown section of Providencto a height of approximately sifeet in Exchange Place. Peopwere forced to take refuge abothe ground floors to escape trising waters. Any of the braters wishing to check into LacNo.5 that day could almost hadocked at the front door.

The 8.8. Benvindvale ofmore 8.8. Company which h'docked early Tuesday morniriAugust 31, was unable tosume discharging until FridThe Be.·windvale is undercommand of Captain John

.Lister of Local No. 11, W.Brothers John T. Burgess, c·officer; John 8chmouth, secQofficer, and Charles Horan, t~officer-all of Local No. 11. .damage was suffered byvessel. •

The 8.8. New Bedford, an'cursion steamer plying bet.Providence and Block lsI"under the command of CaP:Cliff Evans of Local No.5cancelled her sailing thating and rode out the stoher dock. However, CaEvans with Thomas Rich,pilot; George W. Ollweile~

ond pilot and Frank Lumate-all of Local No.5,get much pleasure out aday off as the N e1(' Bedfone time during the huwas riding about even wroof of the 8hed. As thsubsided, the Nell' Bedfohung up on the pilings b~work by the Providenboats pulled her off befdamage occurred. .

One of the stories WI.

morous twist that camthe disaster, concerne4

THE MASTER, MATE

thetowpers(the tbrealploYEherofficeup t(office

AtunabLocaof 10ever,repolmemganslossetieswindman;blowdam,Loca~J,d

"1'ir/ I

.~"

Important messages are be­ing held in the Interna­tional Office, 1420 NewYork Ave., Washington,D. C., for:

.Robert Caswell HudsonCarl Robert Bruno

[7]

and then the electrical systemfailed.

Radioman James E. Sheahanof Framingham was painfullyburned when his radio eruptedsparks as he frantically sent outan SOS. After the first distresssignal he was able to get off onlyone other message.-"We're tak­ing a hellua beating."

C.G. to RescueAs always fo'r ships in dis­

tress, help was quickly on theway by the Coast Guard cuttersYakutat and Campbell fromNewport, R. 1. A Coast Guardreconnaissance plane came outof New York and the buoy ten­der HO"nbeam rushed fromWoods Hole.

Abandon ship? Hardly, thelife boats were smashed to pieceswith the first big wave.

The Nantucket is one of the38,169 aids to navigation main­tained by the Coast Guard thisyear. Included were 39 Loranstations and 41 Racon stationsoperated on the Atlantic andPacific coasts.

Before the Hurricane Struck,,",',,-, •.•..,~

Nantucket LightshipRides Out the Storm

ANOTHER chapter of dangerand drama was logged into

the 100-year history of Nan­tucket lightships this month,when crew members of the U. S.C. G. fioating lighthouse Nan­tucket reported on their two andone-half-hour battle with thehurricane seas. The 959-ton,149-foot vessel was towed intoBoston Harbor with her ruddergone, bow plates smashed andher bridge almost demolished.

Chief Boatswain's Mate John.C. Corea of Providencetown,skipper of the craft, told thestory of "two and one-half hoursof hell" after his ship was slam­med by a 70-foot wave and 110­mile an hour winds when Hurri­cane Edna ripped across her sta­tion 49 miles southeast of Nan­tucket Island.

Hit with Roar"I had just left the bridge

when the hurricane hit with athunderous roar. This is it, Ithought," he said.

Boatswain Richard E. Arnoldof Gloucester was on the wheelwatch when the waves struck."What did I do? Man, I prayedreal hard," he said.

Fires broke out throughoutthe ship as tons of foam crashedthrough a jagged hole in thebow. The fog hom was silenced

the feminine employes of thetow boat company. The officepersonnel were told to get onthe tow boats as the dock wasbreaking up. One of the em­ployes insisted on putting onher rubbers before leaving theoffice, only to step into the waterup to her middle as she left theoffice.

At this writing we have beenunable to contact members of

. Local No.5 to find out the extent.;' of loss to our brothers. How­

ever, through the press and radioreports, we believe that severalmembers living close to Narra-gansett Bay suffered heavy

. losses. Many of these communi­ties were hard hit by the high

"winds and heavy surf, with'many of the houses being either1:\fdwn or washed away. The onlydamage suffered in the offices ofocal No.5 was caused by rain

ci wind through the windows.The U. S. Coast Guard hasready started to restore some.0 hurricane displaced naviga­n aids in Narragansett Bayd on the Coast Guard dock at'stol, R. 1. Chief Flores, whosedquarters and equipment atstol was washed out, said thatnoys and 103 gas cylinderseswept off the dock duringblow. These were scattered

. g, the north of the harbor,. squely marking cornfields,. up railroad tracks and the

ins of a textile plant's pow-:use, instead of indicating,r-hidden dangers to shipsheir crews.

e first vessels to enter Nar­,sett Bay after the storm,the S.S. Calif01'nia ofr Lines and the S.S. Ne10­,t of Trinidad Tankers.of the lumber which haddischarged by the S.S.

an Eagle and the S.S.}a,' State just prior to the'was blown to the opposite

the harbor and had tod back to the Municipal

The new shed on the,al Wharf which had beenation only a short time,rge segment of the roof!I and other damages,

,NE,., P.to 1.,'d inloon,':romand

.usedlionsinessland.,, thers of

thelencey s"eopl'tboY, thOrot'Go'hi

Know Your Local:

With Associated Maritime II70rkers_l~oca! No.1, in New York City

In this pieting congratPennsrh'unbo1', while.

As.sociatl

CaptainsLocfl No,as chHirn

Negotilsylvaniaerease" [Imen by tare beingmaining;

Plans:wherebyto provi,,the misc'

Associ:~res tlC1b\lgatio

kingte ptlv,1nn ti

tugs, he attended night preparatory school in Jesey City and continued his education in New Yo ,­University, School of Engineering.

In 1948, Brother Hilyer was elected recordisecretary of his local. At various times unOctober, 1953, he has acted as chairman and ­sistant chairman on the New York Central, piaing an active part in negotiating improvemenin the conditions for the members in the maridepartment. His administration of the officesecretary-treasurer since 1953 has been outstaning in the progress made toward making the 10a first-class labor organization which is truly reresenting the membership. The members hiresponded to his leadership by taking an active.'tel'est in the organization.

Serves on Joint CommitteeBrother A. O. Carlsen is a newcomer to

organization since November, 1952. He isployed as a floatman on the Pennsylvania tugbin New York harbor. Mr. Carlsen is general ch,man representing the P .R.R. marine departand is also on the safety committee of the I'

representing the local on behalf of the meship. He is also serving as chairman of the jcommittee, comprised of all the Masters, Mand Pilots railroad members in New York:bor. As a unionist, he is one of the most a.in the organization and is helping to develo'local into a first-class labor organization.

Most railroad tug employes believe thestrictly "railroad employes" when in reality.:are seamen. Because of this misbelief, the 0,

of Associated Maritime Workers Local No. 1\initiated an educational program designed tcate the membership on the various lawSas the Jones Act, the Federal Employers Li:Act and the Federal Longshoremen Harbor.ers Compensation Act, which are benefithe membership.

Plan "Master Contract"A special joint committee representing al

tel'S, Mates and Pilots in New York harborhas been created for the purpose of formplans for a "Master Contract" for all 1',members in the Port of New York. The ~tee is composed of Brothers Frank PirrOA. O. Carlsen representing Associated. :Workers Local No.1, Captains George BIBand Ed Jacobson of Local No.1, New"f

THE MASTER, MATE Ai

Pictured are President John Tellekamp of the Jay StreetConnecting Railroad, SecretarY-Treasurer Vincent Hilyerof the New York Central Railroad and A. O. Carlsen, gen-

eral chairman of the Pennsylvania Railroad.

THE membership of Associated Maritime Work­ers, Local No.1, Masters, Mates and Pilots of

New York City, is composed of unlicensed deck(tugs) personnel which also includes maritimetransfer floatbridge motormen and float bridge­men.

President John Tellekamp started life in Rot­terman, Holland. His working career began atthe age of 12. At the age of 14 he had alreadybecome an active unionist in the Machinists' Un­ion in Holland. This ended his work in that fieldas he shortly lost his job for being "too active"a unionist. He next tried the sea but by the timehe was 17, he was ready to settle down on shore.Brother Tellekamp jumped ship in Hoboken, N. J.,and after working ashore for awhile, began hislong career with the Jay Street Connecting Rail­road in 1923. He also became an American citi­zen and joined the Masters, Mates and Pilots. Hehas worked long and hard for this organization.Since 1942 he has served as the general chairmanfor the Jay Street Connecting R.R. He has servedthe local as second vice president, first vice presi­dent and is now in his second year as president.

Hilyer Is VeteranSecretary-Treasurer Vincent Hilyer became ac­

tive as a member of the local in October, 1940. InMarch, 1941, he was drafted into the militaryservice where he rose from the ranks to be com­missioned and was discharged in January, 1946.

While working aboard the New York Central

[ 8]

rdiriuntO

,d a'pianen,ariIcetan'I '

In this picture, Captain B. Mazurowski (center) is receiv­'ng congratulations from Boatmaster H. S. Unangst (left),',erinsylvania Railroad Marine Department. New Yorlt Har~or, while A. E. Carlsen (right), general chairman for theAssociated Maritime Workers Local No.1 looks on.

tains George Hine and A. Striffolino fromcal No.3, Jersey City. Mr. Carlsen is servingchairman.egotiations have been opened with the Penn­

, ania management for a "differential pay in­se" for tug mates and transfer bridge motor­

.11 by the officers of the local and preparationsbeing made to open negotiations with the re­ning New York carriers for the same increase.Jl\ns are also in the malcing for a sick fund,'reby funds will be raised by voluntary methods'rovide a supplemental benefit to help with\lliscellaneous expenses during illness.s'sociated Maritime Workers Local No.11;_

~s the belief with management that a jointation lies between labor and management in'ng together to make the maritime industrye place to work. The local has taken thetive in this direction by presenting a semi-,al meritorious recognition award to the cap­~n the harbor who in the opinion of the local

,e best safety record.

, Noted Safety Recordj;ain Mazurowski won the entire 1954 meri­

recognition award for his safety record.iene is taking place at the boatmasters' of­Ill' H, Jersey City, N. J. Brother Mazurow­a !'lember of Masters, Mates and Pilots,City Local NO.3, and has been steeringlvania Railroad tugs for the past 33 years.'sthe progress which has been made for the

the membership during the past several.~sociation Maritime Workers Local No.

York Harbor, can truly boast that it is, one labor organization.

Gutf Local No. 20 MakesProgress in Organizing

By R. L. Jones, President, Local 20Starting with the organization of the six tank­

ers under the banner of the Trinidad Corporationin April this year, Local No. 20 officers have metwith success in bringing additional members intothe Organization. Trinidad operates six T-2 tank­ers in the bulk fuel trade from Texas ports up theEast Coast. The S.S. San Jacinto of this fleet suf­fered the experience of being broken in half dur­ing a hurricane off the coast of Cape Cod severalyears ago. She was towed to New York and laterrebuilt in Galveston shipyard.

The agreement between the Masters, Mates andPilots and the Trinidad Corporation is superiorto any other in existence in that it calls for load­ing mates from the time the ship ties up until shesail again.

Local No. 20 also initiated the negotiations tocover the deck officers on the Excello with a con­tract. The deck officers on the ship were membersof the organization but the .Excello Corporationhad balked at signing a contract.

The Excello is a converted LST which hauls aliquid chemical, formaldehyde, on a regular runfrom Corpus Christi to New Haven, Conn. It isunderstood that another ship is soon to join in thistrade for the company.

Local No. 20 is currently conducting an organ­izing campaign for the deck officers on the fourT-2 tankers in the fleet of the California TankerCorporation. This company operates the S.S. FortMims, S.S. Clark's Wharf, S.S. Rock Landing andS.S. Kettle Creek in the bulk fuel trade out ofVenezuela and Texas ports for New York. Themajority of the officers on these ships have au­thorized the Masters, Mates and Pilots to repre­sent them in bargaining for an agreement anda consent election is to be held shortly between theorganization and the company.

Electronic Fog Gong ReadyA new electronic gong has been developed to play in

the melancholy orchestra of whistles and bells that per­forms when fog closes in over harbor anchorages.

The C. C. Galbraith & Son Electric Corporation hasannounced that its electronic fog gong has been approvedby the Marine Inspection Division of the Coast Guard'sThird District.

A shipboard g'ong is mandatol'y on all anchored largecraft under a Coast Guard regulation stipulating that abell must be rung forward and a gong sounded aft duringHfog, mist, falling snow, heavy rainstorm" and otherobscuring phenomena.

The gong and bell signals aid vessels in the vicinity inestimating the position of the anchored ship. Normallythe gong has to be sounded by a seaman on watch at theship's stern who strikes it with a mallet for five secondsevery minute.

The electronic gong is regulated automatically from thepilot house, relieving- the man for lookout duties.

[9 J

Fate of the Nation Rests withu. S. Merchant Marine Polic

•

I T SHOULD be obvious to every American, butsometimes seems obscure even to the leaders

in Congress, that if war comes the fate of thenation will rest to a great extent in the strengthand preparedness of the American Merchant Ma­rine. If ships are not immediately available, andeven more important, if men are not trained andqualified to operate them, it is inconceivable thatAmerica will be able to maintain military forcesabroad or bring raw materials to the United Statesin sufficient quantity to do battle.

Since the United States, as rich in resources asit is, does not have all the materials so necessaryto a full-scale modern war machine, its war pro­duction must rest on its ability to transport thesevital materials across thousands of miles of sea.A chain is only as strong as its weakest link Thesame applies to the defense chain-military, pro­duction and transportation-it is only as readyas the least prepared unit.

Too many Americans, including again too manymembers of Congress, assume that the UnitedStates can overnight develop its forces of defenseinto the powerful, efficient, coordinated machinenecessary to insure continued freedom. Nothingcould be further from the truth.

To expand these defense forces-military, pro­duction and transportation-from a hard core tothe needs of all-out war, requires careful plan­ning and full consideration of each phase.

Recognition has been given to the need for anadequate military "hard core." Similar provisionshave been made for the retention of skilled per­sonnel and facilities in production. Forgotten isthe sea transportation without which neither ofthe other two can completely function.

No Action in CongressPresident Eisenhower long ago sounded the

warning that "we must have a merchant marineadequate to our defense requirements." Yet, latelast month the 83rd Congress packed its bags andwent home without giving serious considerationto that warning.

True, there were those in Congress who recog­nized the danger-Rep. Thor C. Tollefson (R­Wash.), Rep. John Shelley (D-Calif.), Rep. JohnAllen (R-Calif.), Sen. John M. Butler (R-Md.)and a handfull of others. But their voices werenot enough to overcome the apathy within thenation's legislative bodies.

On first glance it might appear the merchantmarine fared well in the 83rd Congress. It passed

[ 10 J

a number of items relating to the maritime indutry which on the surface would indicate ari undestanding of the problems and dangers existi'there. A closer look at the maritime relatedleg(lation of the 83rd Congress shows otherWise,'

The measure of any Congress is its legislatfaccomplishments and the ability of thisl legisltion to do the job for which itis intended.: Fort'men who go to sea in ships the 83rd Congrdid only one really good thing and from all i 'cations that was only a stop-gap measure of ctinuing a program in operation for 155 years.'

50-50 Bill DiscussedIn the months to come there is going to b

lot of talk around seaports about a 50-50"passed by the 83rd Congress. This legislation'be held up by many as the salvation of the Anican merchant fleet. Some will insist it is gOto provide jobs. others will contend that 'legislation is sufficient to insure the United Sthe all important "hard core" of trained and qfled officers and seamen on which to build'war-size merchant fleet.,

But will it? Will this so-called 50-50 bill:;vide jobs? Will it keep the merchant fleetshrinking still more? Will it provide en,cargoes to keep the American merchant t

afloat? A good look at the bill, as enactedlaw, suggests not.

As originally introduced to Congress thebill would have satisfied these requiremen_was a compromise product designed by ma,labor and management. At the first the G.ence of American Maritime Unions had sug100 per cent of American foreign milita,economic aid be shipped on privately:American flag vessels, After considerable ','sion with representatives of the Commer,partment and Maritime Administrationpromise was worked out which provided:least 50 per cent, and in some cases 100 p,of Government financed cargoes be shi,American-flag ships. '

This bill, drawn as an amendment to,l901 of the Merchant Marine Act of 19,contained strong protections for U. S, ,ping by prOViding that the only time fore:might get more than 50 per cent of the;ment financed cargo was when the "SeqCommerce after public hearings" finds!,,_U. S. foreign commerce that cargo~S t"on foreign vessels or when "pnva "

THE MASTER. MAlE;

United ~

availablenage caIl"Htes."

The ".importanof the aTwas intel

Whenbill to th

"Some.,. I agr,phasis. Ichange i..

On intHouse, Robgervatleagues.

"My IE!ish car~

chant m,cargoes ito carrya policyforeil!nhardly apolicy in

With Iobservat

ouse audyin~

'eThereIring

beion i,8. It

pr,r 0:

henptet

br­ic

In short, the American Merchant Marine is injust about the same position as before this lawwas passed.

There was one piece of legislation approved bythe 83rd Congress which might be considered con­structive in regard to the maritime industry. Thiswas the $401 million ship construction and shipconversion program. This bill does maintain acertain "hard core" of skilled workers and engi­neers. This program is expected to provide some35,000 jobs in shipyards. It is designed to keeptogether the basic personnel necessary to buildships and serve as a base in the event emergencyexpansion is necessary.

But this program, as solid as it is for the jobit performs, fails to recognize a vital considera­tion-whose going to man the ships?

This program calls for the construction of fournew passenger cargo ships at a cost to the FederalGovernment of $44,500,000. It also provides forthe conversion of several old Liberty ships toincrease their speed through repowering and theimprovement of their cargo handling facilities.

Another provision of this program is the auth­orization for the Navy to charter large, high-speedtankers from private industry. These are to bebuilt in private shipyards. In addition there is aa "trade-in-and-build" clause through which 40old tankers will be replaced by 20 new, high-speedtankers constructed by private industry.

The total outlay by the Federal Government isto be $173,600,000. Private industry will pay upthe rest. While this program is an answer tothe "readiness" condition of the shipbuilding in­dustry, the most casual study of it leads to but one

Pittsburgh Terminal to Aid Barge Lines

Barge traffic down the Ohio and Mississippi Rivers is expected to get a big boostfrom the newly announced plans of the Union Barge Line and the McKeesRock Industrial Enterprises to open a huge river-rail-truck terminal three andone-half miles below Pittsburgh's Golden Triangle. The new terminal, situatedon a lOB-acre site fronting on the Ohio River, will be located on property shutdown as a steel mill in 1949. The site has half ,a mile of waterfront, 13% milesof. railroad track, 1,800,000 square feet of covered storage space, 30 acres ofopen storage space, and 40,000 square feet of office space. Union Barge willbe the exclusive booking agent for river transfer service at the terminal but

other barge lines will have access to the terminal.

[ I I 1

.'il"lb'e-n-o-"public hear:e entire amendmented at the whim of thethe Secretary of De­~ Congress.

pressure from the Stateent Congress ignoreddamental fairness" ofmeasure and strippedajor protective provi­en it was all over thewas as weak and in­as those provisionsto Foreign Aid bills

United States-flag commercial vessels are notavailable in sufficient numbers or sufficient ton­nage capacity, or at the aforesaid reasonablerates."

The "public hearings" provision was the reallyimportant clause for insuring that the remainderof the amendment perform the job for which it

'was intended.When Senator John M. Butler introduced the

bill to the Senate he noted that: ', "Some may object that it goes beyond 50-50.''. '.. I agree that this i~ an important change in em­Jlhasis. I further unequivocally state that such a-hange is long overdue."

On introducing the companion measure to theouse, Rep. Thor C. Tollefson made an important

bservation that failed to get through to his col­gues.'My legislation," said Tollefson, "would estab­

h cargo preference in favor of our own mer­nt marine in respect to Government purchased,goes to the extent that our own ships are able, 'arry them. The fundamental fairness of such

licy cannot be challenged even by competitiveign steamship lines, whose nations, withly an exception, have a similar preferential

cy in favor of their own lines."ith the warning of President Eisenhower andrvations of Butler and Tollefson before the'e and Senate, committees started to work, ing the proposal.ere have been, for some time, provisions re­, g 50 per cent of Government financed car­

e shipped in American vessels. This pro­is, when applied, written into Foreign AidIn practice this provisionroven nearer 20-80 inof the foreign ships.it the House and Senate, ed work on the so-calledill they had left most ofholes through which then had previously been

indu'undexisti:1legirise.islatilegisl[<'ormgr,II iof c.ars,

conclusion-a smaller rleet of larger, faster shipsand fewer jobs for seagoing personnel. The pro­gram, rather than helping to maintain the neces­sary "hard core" in the merchant marine, is help­ing to destroy it.

One of the important units in water transpor­tation is the officers who command the ships. Toomany people in this country, including Membersof Congress, seem unable to understand that ittakes years of training to make a ship's officer.It is not a job, for which a man can be taken offthe sidewalks and trained to handle in a fewweeks or a few months. It takes years of constantsailing to equip a man with the knowledge andability required in operating a large vessel. Onlyon a ship can this experience be gained for thereis no shoreside counterpart to the ship's deck offi­cer. Yet the Congress, through apathy or faultythinking, has completely neglected to provide fortraining grounds-ships.

Ships are the only place where deck officers canbe trained for the job and as the cargoes becomefewer the industry retrenches and there becomesless and less opportunity at sea. Of necessity themen who will be needed in a war to transporttroops and materials are turning from the sea toother forms of employment. They are being lostforever.

The one concession the 83rd Congress did maketo the merchant marine was the appropriationof funds to continue the Marine Hospital program.But even here there is every indication that it wasdone with reluctance and might not be done again.

The program for providing merchant seamenmdical treatment in U. S. Public Health ServiceHospitals dates back to 1787 when President JohnAdams signed into law a measure creating theMarine Hospital Service. From this has grownthe Public Health Service and the Department ofHealth, Welfare and Education.

[ 12]

Last year the economy hatchet of the new Administration settled on this program. Budge'Director Joseph M. Dodge sent word to the Dopartment of Health, Welfare and Education th;'it was to eliminate from its budget request fundfor all but three of the U. S. Public Health Service Hospitals. Mrs. Oveta Culp Hobby, Secretar'of the Department, was further instructed to exclude any request for funds to provide mediccare of seamen.

That these funds were appropriated and thprogram continued another year is a credit 'Reps. Shelley, Tollefson, Sen. Butler, and thhandful of others interested in maritime legisltion.

The significant factor here is that the progra'is opposed by top Administration officials. Thmight well be successful in killing the progranextyear.;

The Congress appropriated $33,040,000 in 19for the operation of Public Service Hospitals a'medical care functions. This was half a millfdollars less than appropriated for the same pipose in fiscal 1953 and over $2 million less til'the estimated need for fiscal 1954.

The Marine Hospital program, like most ot'areas of the maritime industry, is being neglec'Such neglect could be fatal. .

This is the record of the 83rd Congress tow'the maritime industry; apathy, neglect and sh'sightedness. How the maritime industry will fin the 84th Congress is dependent entirely 0

composition and the efforts of the industry i'own behalf.

Whether the mechant fleet will be "adeqto our defense requirements," as President E'hower warns it must, or will continue to shis a question vital to every American. Onanswer may well rest the fate of the nation.?

Deed Is Presen,Left: Captain Cosmo o'Neilwho will command the SoS;Mariner" for Moore-McCormalooks on as New York ShiCorp. President H. W. Pierpresents the deed of shipOtto, chief district inspec~oin the wheelhouse of the hiclass cargo ship during reee

ceremonies.

THE MASTER, MATE'~

Op

A. ,

The following members have unclaimed wages. The money maybe claimed by writing or appearing in person at the dock pay­master, Pier 32, San Francisco. When writing for claim, be sureto have your full name, correct address and social security number.

Name Vessel and Voyage Amount

Ball, Harry S East Point ViCt01'Y, 5/13 $ 5.42Beiles, George D Wellesley ViCt01'Y, 6/13............ 1.51Beucher, .Raymond C Wellesley Victory, 6/13.... . . . . . . . . 1.14Bishop, Henry T Wellesley Victory, 5/12 '.'... .. 3.72Campbell, Valdeman Wellesley ViCt01'y, 6/13....... . . . . . 2.58Case, Thomas Ame1ican Victory, 1. . . . . . . . . . . . . .. 13.25Fargo, Sidney Wellesley Victory, 5/12..... .. . . . . . 4.59Johnson, Frederick A Josiah Tattnall, 5......... . . . . . . . . .71Nelson, T. J James J. Hill, 1................... 21.28Pfiel, Harry L Elmi1·a Victo1'y, 1........ . . . . . . . . . 1.64Ranier, Upsher C East Point 'Victory, 8/16. .. . . . . . . . . 2.00Staeuer, Curtis H Wellesley Victory, 5/12............ 4.07Szitanko, John American VictOl'Y, 1 and 3......... 9.53Weidner, H. F Rig Foot Wallace, 5............... 12.73

Unclaimed Wages Listed

[ 13 I

Always too ManyWe were anxiously waiting for

the present railroad negotiationsto end so that we could call onour International officers andliave their talent and experiencework for the Masters, Mates andPilots of the harbor as well asfor the steamship men.

"Too many unions in the har­bor" has always been our weak­ness. We are now in a positionto rub them out of the harborand gain and enj oy the strengththat we should always have had,

tains and Deck Personnel to talkit over with your crew membersand don't be fooled by these newleaders entering the field tousurp our union and take us forsuckers because we have righthere in New York Harbor, Cap­tain C. T. Atkins, President ofLocal 88 and also President ofour International Organizationand in Washington, D. C., Cap­tain John M. Bishop, Interna­tional Secretary-Treasurer, whodo not have to apologize to any­one when it comes to negotiatinga contract and getting every­thing possible for their men. Youcan see this in the offshore ship­ping industry where their wagesand conditions are second tonone.

road employes by first bringingthe Independent Boatmen's scaleup to ours with no gain for usfor at least a couple of years.

Think this over very serious­ly before acting on any impulsivemove. We come under the Rail­road Labor Act instead of the'Taft-Hartley Law as they doand we must comply with theRailroad Law which definitelyprescribes how we can bargaincollectively.

Our opportunity lies in thefact that our International hascreated the Association of Mari­time Workers and authorizedthem to enroll unlicensed em­ployes into one organization andlicensed employes into anotherbut all under the one banner ofthe International Organizationof Masters, Mates and Pilots.

Talk It Over

The purpose of this messageis for you, the Masters and Cap-

By Capt. A. G. Hine, Officer, Local No.3,Masters, Mates and Pilots

Opportunity to Organize

N. Y. Under One Banner Seen

:'A,T LONG last, opportunity'has arrived in the Port of

, New Yorkwhere we arenow in a posi­tion to organ­ize the wholeharbor into theMasters, Matesand Pilots andthe Associationof MaritimeWorkers of theInternational

anization of Masters, MatesPilots.his is due to the existing

in the harbor created by.errific struggle of John L.s' District 50 of U. M. W.'Mike Quill's Transporters, C. I. 0., both spending, of money on propaganda.vince us of the necessit-jemployes being under oner. It does not take too·in the way of gray matterre out that since it will beears this coming October

e Masters, Mates andwon the Union Shopent through negotiations,cooperation with the 15ting Railroad Organiza­ese \mions whose repre­§ have been approach­ith the golden promises,. their eyes on the Mas­tes and Pilots for the'years as a big, juicy,ues paying members­

be plucked.

"Three Lies"

aeli once said, "Therekinds of lies: Lies,and Facts." It is only,se to realize that theil move is for them to'lroad employes as a,better their own po­

expense of the rail-

Text of Captain Bishop'sLetter to President Eisenhower

(Continued fTom page 1)

financed by our Government, and cargoes financedby foreign currencies whose convertibility is guar­anteed by the United States. This is an importantlaw to our merchant marine which is sinking evenin today's tense international situation. We weregratified to know that you have repeated yourfirm belief that an adequate American flag mer­chant marine is essential to our nation in timesof peace as well as war.

Maritime labor was extremely disappointed inthat part of your statement which expressed theneed of the maritime industry study being madeby the Department of Commerce before legislativeaction is taken in the next session of Congress.As you know, this industry is saddled with thereputation of being the most studied industry inOur nation. From the very origin of our Govern­ment to the present date, studies have been madecies, private agencies, and Universities. The com­mon conclusion of these studies is that our nationmust achieve and maintain a merchant marineadequate for the development of our foreign tradein peacetime and for our national defense in timeof national emergencies. Our sad experiences inhistory have proved that the common conclusionswere right but that they were too often ignoredby the Executive Branch of our Government.

The Merchant Marine Act of 1936 was the re­sult of a long series of studies, investigations, andreports. Since 1936, the Act has been scrutinizedfrom every conceivable angle by Congress and theExecutive Branch of our Government. The com­mon conclusion is that we do have laws which pro­vide for an adequate merchant marine. However,the industry is permitted to wither away in timesof peace; then it is built up by a great burst ofactivity and billions of dollars in national emer­gencies.

The answer to the maritime industry's prob­lems is simple. The laws which are now on thebooks have not been, anei are not now being, ad­ministered in accordance with their intent. Wedon't need additional studies to determine thiswell-known fact. For example, if the 1936 Actwere administered properly, our ships would becarrying at least 50 per cent of oUr total exportand import cargoes instead of the 25 per cent weare now carrying. Too, we would have a muchlarger merchant fleet than at present. This islargely the fault of the Executive Branch of ourGovernment which approves the maritime legis­lation passed by Congress and then administersthe laws in a manner which tends to destroy theindustry. The outstanding opponent of the Ameri­can Merchant Marine is the U. S. Department ofState. They have reached the point where theylobby outwardly for the foreign merchant marines

[ 14]

and against our fleet. The Department of Agrlculture and the General Services Administration UsAmerican ships only to the minimum degree I'

quired by law. For years the Military Sea Tranportation Service has been expanding at the epense of our privately-owned and operated me:chant marine.

Above all, the Maritime Administration, tagency assigned to the responsibility of developithe U. S. Merchant Marine, has not and is n"fulfllling its responsibilities. Instead, they ha'embarked on a program that is resulting in ha'ing our ships transferred to the runaway fiaof Panama, Liberia, and Honduras. As of Janary 1, 1954, there were a total of 346 ships1,000 gross tons and over which were ownedAmerican companies and operated under foreiflags. Also, there were a total of 72 ships beiconstructed for these companies for foreign fioperation. These 418 ships are 34 per cent ofnumber of privately-owned ships under the D.!flag.

Of the 418 American ships under foreign fi340 are tankers. Two hundred and eight-five85 per cent of these tankers are owned by .large American oil companies. These compaare Gulf Oil Corporation; Socony VacuumCompany, Inc.; Standard Oil of New Jer'Standard Oil of California; and the Texaspany. These oil companies earn most of tprofits from the sale of petroleum and allied Iiucts to the American public. Shipping is man incidental business to them. Still they p"to register their ships under the runaway'!in order to evade paying U. S. taxes, high:inspection standards, and American wag'seamen. It is high time that Our Governmeto bring these tankers back under the Amflag. We can hardly expect the Governme,partments to sponsor our merchant mariaccordance with our laws, when you, theExecutive, give high approval to the operaforeign flag ships by U. S. companies. On J1954, you sent a congratulatory message;:S.S. W. Alton Jones, the new Cities Service;tanker. In your message you made the prthat the ship will demonstrate to the wo~

great achievements that are possible asof cooperation between American labor an,ican private capital." As you know,labor is excluded from this venture. Th.flying the runaway flag of Liberia andAmerican flag. Instead of American creship is manned by foreign crews. Tcompany has th1'ee more supertankersThese are to carry the great nameswith American patriotism: Statue of.'Libe1'ty Bell; and entdle of Liberty. ."f.e,fly foreign flags as soon as the publIC]names has been exploited.

The latest anti-American Merchanttion taken by the Executive Branch

time Adfer of (to the' 1

even PI'not re-ethe rempolicy c,tart ofAmeric~

you knoflag in 0

almost t:

wise anlor timedry car,The greing theiThc'e sl

Brothhonorar

[ 15]

RR RetirementAct Liberalized

fishing and working around thehouse and garden are keepinghim well occupied.

tion-just another milestone in the mal-adminis­tration of our shipping laws.

We appeal to you, as the President and the Com­mander-in-Chief of our nation, which is poised onthe brink of all-out war, to compel the Administra­tors in the Executive Branch of our Governmentto start to administer the existing laws for theAmerican Merchant Marine. Only 'by so doingcan our nation hope to meet communist aggressionaway from our shores.

We thank you for the kind attention given toour outline on how to save this vital industry.

Very respectfully yours,JOHN M. BISHOP, ChaiTman,

ConfeTence of American Maritime Unions.SecTetaTy-T1'easuTeT of InteTnationalOTganization of Masten, Mates and Pilots.

until 1950, and as tug captainuntil his retirement in 1953,

Brother Donaldson reportsthat he has no trouble keepinghimself busy by working aroundhis home, doing some fishing andwatching the baseball games.He says that he feels most for­tunate to have reached the age of65 and is grateful to all thosewho have made it possible forhim to retire.

Liberalized retirement andsickness and unemploymentbenefits for railroad workers andtheir widows are provided in abill signed by the President.

Under the law payments to­ward the benefits may be in­creased.

Captain Samuel S. McNeely In the past the employer andretired from the Crescent River employe each paid 6%, per centPort Pilots Association on June of his salary, up to $300 a15, 1954, after more than 33 month, toward his retirement an­years service. During that time nuity. Now the payments will behe served as president and mem- on salaries up to $350 a month.bel' of the Board of Directors for The employer contributes onlyseveral years and was president one-half of 1 per cent of theof the state Board of Commis- worker's salary, up to $350 asioners, having been appointed month, toward sickness and un­by Gov. Earl K. Long for the employment benefits. Contribu­years 1950, 1951, and 1952. tory payments were formerly on

Capt. Sam started steamboat- salaries up to $300' a month.ing under his father, Captain The new law provides that anHarvey P. McNeely in the year employe's benefits will not be1910. He worked up to Master less than half his regular pay onof river steamers and deep sea his last railroad job in the pre­tugs, then in December :of 1920 ceding year up to a maximum' ofwas elected into the River Pilots $42.50 a week. Almost all em­Association. ployes will get at least $30 a

. His many friends will be glad week, a railroad retirementto know that he is enjoying his board spokesman said.retirement in B".ton Rouge, liv- .. Another revision reduces froming near his daughter and grand-. 65 to 60 the age at which widowschildren. His hobbies, traveling, may receive monthly annuities.

Brothers Enjoy Retirementrather Daniel E. Donaldson,orary member of Local No.

3, Jersey City,reports that heis enj oying hisretirement athis horne, 179Colfax Avenue,Grant City,Staten Island,N. Y. He hadbeen an activemember in thelocal for 23

Donaldson's first con-. ith boats was in 1903,

the age of 15 he went to'n the oyster vessels at

Bay and at Port Rich­.Staten Island. At thatwas the practice for oys-

.sels to come from Rock­'Oyster Bay, Greenport,.ort and Glen Cove and

e oysters before takingGansworth oyster mar­stayed with this untils in Kill Nan Kull were.d for drinking oysters.

1, he started on steam'as floatman on the tug

. Randolph for theailroad. He received

r's license in 1914 and'Pis entire career either. n or indirectly con­

h. tugboats. He also'B. & O. Railroad aspervisor from 1943

time Administrator's decision to permit the trans­fer of 'over 40 American dry cargo tramp shipsto the- runaway flags. In his action he has noteven provided that these transferred ships shallnot re-enter U. S. ports in direct competition with

. the remaining American ships. This unwarranted,policy can have only one end result. This is thestart of forcing our dry cargo ships to join theAmerican-owned tankers under foreign flags. As;you know, there are few tankers flying the U. S,'flag in our foreign trade. Our tankers now operatealmost exclusively in the protected domestic coast­wise and intercoastal trades. After a given periodOf time our merchant marine will consist of a fewry cargo and tankships in our domestic trades.

. e great American steel companies are expand­g their foreign ore imports. This takes ships.hese ships are being built for foreign flag opera-

,gricufion us":ree reTransthe e~d me.

Have YouGiven YOur $1

toLabor's League forPolitical Education?

Norfolk BrothersEnjoy Crab Feast

(Continued from page 5) "

The entertainment committeewith Brothers Floyd Gaskinschairman, and Melvin E. Woo'representing Masters, Mates anPilots, Local No.9, and BrothersGeorge Taylor, Jr., and F.Benson acting for M. E. B.Local No. 11, worked hard anwere most successful in seeinthat the picnic moved alonsmoothly and the 400 guests haan enjoyable afternoon.

Thirty-five cases of heel' Icases of soft drinks, 600 po~nof steamed crabs, 40 pounds 0

h.ot dogs and an unknown qua'hty of roasted oysters were co'sumed.

SEMI.PRIVATE TUTORING

MERCHANT MARINE SCHOOL01 tho SEAMEN'S CHURCH INSTITUTE 01 NEW

25 South Street, New York 4. N. Y.

BOwline Green 9.2710

Founded 1916

Licensed by the State of New York

COURSES FOR ALL GRADE L1CENSES-D.ck .nd E'91•

NEW YORK HARBOR PILOTAGE

Instructions to unlicensed personnel (Deck and ~En9in.1

endonomenh to their certificates.

Captain Nicholas Zic Klacic,who had been a member of J er­

sey City LocalNo.3 for thepast 23 years,passed awayafter an illnessof 3112 months, .last May 14thHospital onat the MarineH 0 s pita IonStaten Island,N. Y. He was

born in Austria (now Yugosla­via) in 1898 and came to thiscountry at the age of 15. Heimmediately started to work forthe B. & O. Railroad Companyand was made a captain in 1922.

Brother Klacic was possessedof a warm and friendly disposi­tion which endeared him to allwith whom he came in contact.He is survived by his wife Ma­tilda. Dozens of friends mournhis passing.

DECKSNo Painting

TARPAULINSNo Re-wate1'proo/ing

BOAT COVERSNo Holes

AWNINGSNo Buming

GUARANTEED-REPAIRS FREE

JATONCANVAS

Marine Canvas Supply Corporation700·6 Court Street, BROOKLYN

Branches: New Orleans, Boston and San Francisco

T. A. O'NEILL, J'resident

In MemoriamCaptain James MInarik, first

mate on the S. S. North Ameri­can, died sud­denly aboardship on last Au­gust 17th asthe ship wasleaving Buf­falo, N. Y.

BrotherMInarik wasborn in 1890and was a na­tive of Mari­

nette, Wis. He began his sailingcareer at the early age of 13,working as a deckhand on theold lumber ships on the GreatLakes. He obtained his Master's.license at a very age and hasskippered the old S.S. Sidney O.Neff, the S.S. Swift and the S.S.Inca.

He was a staunch member ofthe Masters, Mates and Pilots onthe Great Lakes and will be sad­ly missed by all of his friends.

[ 161 THE MASTER, MATE A"'

RlD·WIDE PAINT ORGANIZATION

II

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LIST OF EXECUTIVESWith Their Addresses-Connected with the

International Organization of Masters, Mates and Pilots, Inc,

PAST PRESIDENTS

International Organization of Masters, Mates and Pilots, Inc,

SECRETARIES OF LOCALS

International Organization of Masters, Mates and Pilots, Inc,

CAPT. C. T. ATKINSPresident,l05~l07 Washington St., New York 6, N. Y.

CAPT. C. F. MAYFirst Vice President,209 California St., San Francisco 11, Callf.

CAPT. R. D. LURVEYVice President,3ao Atlantic Ave., Boston la, Mass.

MORRIS WEINSTEINVice Pl'esident.1029 E. Baltimore St., Baltimore 2, Md.

CAPT. H. M. STEGALLVice President,419-23 Grnvier St., New Orleans 12, La.

CAPT. FRANK H. WARD (1887), New YorkCAPT. GEORGE S. TUTHILL (1888), Brooklyn, N. Y.CAPT. WM. S. VAN KUREN (1889-99), Albany, N. Y.CAPT. WM. S. DURKEE (1899 to 1901), Boston, Mass.CAPT. JOHN C. SILVA (1901 to 1908), Boston, Mass.CAPT. JOHN H. PRUETT (1908to1929), Brooklyn, N.Y.CAPT. HORACE F. STROTHER (1929 to 1980), Pied-

mont, Calif.

1. CAPT. GEO. EISENHAUER105·7 Washington St., New York 6, N. Y.(Phone: Bowling Green 9·4766)

2. WILLIAM MISUNAS240 S. Third St., Philadelphia 6, Pa.

3. CAPT. C. DEMOOY829 Pavonia Ave., Jersey City 6, N. J.(Phone: Hendcrson 5-6679)

4. P. L. MITCHELL, Pl'esident105 North Jackson St., Mobile, Ala.(Phone: 2-1294)

5. CAPT. EDWIN E. DAVIES, President86 Weybosset St., Providence, R. I.(Phone: UNion 1-4519)

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

8. WM. BAILEYPuget Sound Pilots2208 Exchange Bldg., Seattle, Wash.

9. FLOYD T. GASKINSRm. 600, Portlock B1d.lr., 109 W. Tazewell St.,

Norfolk 10. Va. (Phone: Norfolk 2_4806)

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

12. A. JANTZ204 H Street, Chula Vista, Calif.

14. A. M. GOODRICH1029 E. Baltimore St., Baltimore 2, Md.(Phone: PEabody 1~6854)

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

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

17. CAPT. ALBERT J. CARLTON403 Labor Temple, S. W. 4th and Jefferson Sts., Port­

land, Oreg. (Phone: ATwater 0107; Ext. 303)

18. CAPT. F. C. MEYER269 La Verne Ave., Lona Beach 3, CoJif.

19. CAPT. HAROLD WILSONBox 103, Gardiner, Oreg.

20. ROBT. L. JONES, President407 % 21st St., Galveston, Tex.

22. CAPT. H. C. WOODc/o Sandy Hook Pilots, 24 Stnte St., New York, N. Y.

CAPT. ROLLA R. JOHNSONVice President,75 Cresswell Ave., Bedford, Ohio

CAPT. J. A. GANNONVice President,Room 14, Ferry Bldg., San Francisco 11, Calif.

CAPT. THOMAS E. KENNYVice President,1436 Beaver Road, Glen Osborne, Sewickley, Pa.

CAPT. HAROLD T. LONGMORE,.vice President,P. O. Box 493, Balboa, Canal Zone

~GEORGE HAVILANDAssociated Maritime Workers Vice President,521 West 51st St., New York 19, N. Y.

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

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

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

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

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

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

Astol"ia, Oreg.

24. CHAS. A. CLEVELANDRoom 5, 204 East Bay St., J ncksonvilIe. Fla.

25. W. H. GRIFFITHStandard Life Bldzo., Room 1000, 4th Ave. cI: Smithfield St.,

Pittsburzoh 22, Pa.27. CAPT. MAURICE F. DUNN

P. O. Box 2283. Oristobal. Canal Zone

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

Mo. (Phone: CEntral 1836)

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

36. W. L. WALLS40 East Buy St., Savannah, Ga.

40. CAPT. J. A. GANNONRoom 14, Ferry Bld.lr., San Francisco 11, Calif.

47. CAPT. ROLLA R. JOHNSON75 Cresswell Ave., Bedford, Ohio

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

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

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

Calif.

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

Apprentice Local. No.1

VINCENT M. HILLYER. Trustee105-7 Washinaton St., New York 6, N. Y.

Apprentice Local, No. 2

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

Norfolk 10, Va.

Apprentice Local, No.3E. A. ADAMS

725 Cotton Belt Bldg., 408 Pine St., St. Louis 2, Mo.

Apprentice Local, No.5

CAPT. ROLLA R. JOHNSON75 Cresswell Ave., Bedford, Ohio