EXHIBIT 26

QUOTATIONS FROM LETTER OF A SHIP'S OFFICER ADDRESSED TO MR. KENNEDY, DATED OCTOBER 26, 1937

It has been with a great deal of interest that I have followed your splendid efforts to make life aboard ship a little more pleasant for everyone concerned thereon, also your disposition of the case of the S. S. Algic.

I would like however to present this to you as a witness to some of your statements as to the lack of discipline on board some ships coupled with the disgraceful conduct by some seaman as well as some of the officers. In my sea experience I have seen a lot of bad conduct so will confine myself to a few highlights.

The general attitude was simply that we won the strike and that now we shall run the ship. In the "bosun" got drunk-trumped up an excuse for trouble, walked off the ship with the sailors and threatened the rest of us with trouble if we did not get off also. All of this because the captain fired the first mate. The ship was tied up from two in the afternoon until ten at night. All of this time the Captain was out on the dock begging the "bosun" to let the men take the ship to where he could straighten the matter out. The matter was finally settled by the skipper promising to hire the mate back and giving everyone a five dollar per month raise.

I realize that we spend a great deal of our time at sea and that a little leeway can be and should be tolerated but at the same time there is a limit to all things.. The unions rather than try to raise the standards and rid itself of the habitual trouble makers only seem to encourage them such as they seem to be doing in the case of the Algic. When things get to the point where the petty grievances of one man can tie up a ten thousand ton liner it is about time there was a halt called and some authority taken.

The only answer seems to be the Old United States Shipping Board and I for one hope that the day is not far off when such will be the case. After talking with a lot of fellow seamen like myself, fellows with good educations and well mannered, we feel that at times we are not proud of the fact, that we are supposed to be officers on ships flying the American flag after watching some of our brothers perform.

In view of that fact I know I am not only speaking for myself but thousands of other fellows that if we knew anything else we would quit going to sea rather than fight drunks and trouble makers to earn a living.

QUOTATION FROM LETTER OF A SEAMAN ADDRESSED TO MR. KENNEDY DATED NOVEMBER 11, 1937

You would be surprised to know how many real American seamen are at heart with your policy as presented to Congress. New York harbors thousands of experienced men who can't get a job just because they don't belong to a union or have a low number there. Men that never went to sea or one-trippers and bums are shipped out, hence so many complaints.

QUOTATION FROM Letter of A TRAVELER, ADDRESSED TO THE MARITIME COM-

MISSION DATED OCTOBER 2, 1937

I understand that you are going to build a newer and better merchant marine. Don't make us experienced travelers die of laughter. A marine consists not only of ships but also of men. You can build the finest ships in the world, but if you have only a lot of unreliable, insubordinate dogs to man them you have just nothing. Today the crews of many-probably of most-American flagships are drunken, undisciplined mobs.

EXHIBIT 29

QUOTATION FROM LETTER OF A SEAMAN, DATED NOVEMBER 2, 1937

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Several members of the C. I. O. broke into the paint locker, stole a few gallons of paint, and sold it in Also urinated on dishes which we were expected to eat from. A few gallons of oil was also spilled and wasted. The fresh-water supply was cut off at various times, being forced to make drinking water from the salt water. Meat and cigarettes were sold in foreign ports that were supposed to be for the crew. Therefore we didn't have a cigarette coming home.

QUOTATION FROM LETTER OF A RADIO OPERATOR ADDRESSED TO MR. Kennedy, DATED SEPTEMBER 2, 1937

Though you may be successful in having laws passed prohibiting "quickies" and "sit-downs," you can rest assured that the radical elements now in control of the National Maritime Union and the American Communications Association will find other ways, either legal or illegal, for keeping the merchant marine in a constant state of turmoil. As you know, the ultimate aim of radicals now in control is the welding together of all seamen into a solid group, under the absolute control of the Communist Party.

If you could give the time to a complete study of what started the unrest of seamen-who is behind it and what it is leading up to, you will find that the basic reason for the turmoil now prevalent in the merchant marine is, absolute control of transportation. You will find that this control is almost an accomplished fact. You will find that practically the same methods are being used to obtain control of communications, not only on ships, but also telegraph, cable, telephone, and broadcast. You will find that with but few exceptions the officials of marine and communication unions are members of the Communist Party, all sworn to exert their every effort to overthrow our existing form of Government, setting up in its place a Soviet State of America.

Once transportation and communications come under full control of the Communist Party, a condition will exist which in all likelihood will be the first decisive step towards a soviet state. You may smile at this statement, but it nevertheless is the exact plan that has been laid down by the “party” and you will have to admit that it is having a pretty fair measure of success and if not stopped soon will go on to complete success.

As one of the officials participating in the 1936–37 marine strike, I was in a position to learn of these things. On threatening to expose the whole rotten mess, had the pleasure of having a gun pushed into my belly and told to get out of town "or else."

EXHIBIT 31

SEPTEMBER 30, 1937.

Prior to the organization of the National Maritime Union the Steamship Corporation on its own account had spent approximately $1,000 per vessel for each of the 14 Hog Island vessels to improve the crew quarters. Under this arrangement, there was a maximum of three men in a room and most of the rooms call for two men.

Subsequent to the organization of the union, there have been many other demands which have necessitated substantial expenditures by the corporation. These have involved expenditures for equipment and supplies and also additional amounts in overtime.

Attached herewith is list of some of the demands made by the National Maritime Union.

LIST OF DEMANDS BY THE NATIONAL MARITIME UNION

1. All white linen for firemen, ordinary seamen, and able seamen, $4,268.

2. Additional and larger fans, $1,783.

3. Electric ice boxes in crews' messrooms on freight vessels, $1,658.

4. Coffee percolators instead of coffee urns, $67.

5. Demands for awnings on the freight vessels over poop deck, which necessitated an expenditure of approximately, per vessel, $600.

6. Steel lockers on freight vessels, $1,791.

7. Port screens and wind chutes for all ports, $996.

8. Ice-water cooler in messrooms, $62.

9. Demand for free prophylactics.

10. New toilet seats, every voyage, costing approximately, per seat, $4.

11. New mattresses and pillows.

12. Door screens for all messrooms.

13. Two pieces of toilet soap and two cakes of laundry soap per man per week. 14. Mirrors in all aft quarters.

15. Cowl ventilators instead of mushrooms on poop.

16. Bathrooms tiled.

17. Fresh milk three times per day.

18. Fresh vegetables and salads daily.

19. Fresh fruit daily.

20. Ice cream twice weekly.

21. No stews or goulashes: steaks and chops only.

22. Extra men in galley.

23. Dismissal of union members who stood by during strike.

24. Demand cadet join union.

25. Coffee time morning and night.

26. Men repeatedly drunk to be kept on board.

27. Wages while on sit-down strike.

28. Removal of certain engineers.

29. Increase in wages for nurse-stewardess.

30. Oiler's and firemen's work to be confined to engine and fireroom.

31. Employment of firemen not wanted by the corporation.

32. War bonus.

33. Four-hour watch system for oilers, water tenders, and firemen.

34. Use of swimming pool on passenger ships.

35. Forcing pursers to join the union.

36. Able seamen only shall be sent into the chain locker to stow chains.

37. No one to cut in or out boiler or bulkhead stops or install water glasses but the engineers.

38. Day oiler to go on watch and the engine cadet on day work.

39. Fresh-water pump to be run at all times to give more pressure on the shower-35 pounds.

40. Firemen while on watch to work only in the fireroom to take care of their respective stations, boiler paint work, floor plates, burners, and strainers. No firemen to go above first grating or below floor plates while on watch.

41. While on watch water tenders to take care of water levels and steam pressure. Water tenders while on watch to do no work for the maintenance of the ship or go above first grating or below floor plates while on watch.

42. Oilers while on day work to work at the discretion of the first assistant. 43. Oilers while on watch perform regular duties pertaining to the watch and such work on their station which may be necessary for their upkeep.

44. Oilers while on watch perform regular duties pertaining to the watch and such work on their station which may be necessary for their upkeep.

45. Oilers not to go above first grating or below floor plates or shaft alley to work while on watch.

46. Members of steward's department shall not be required to carry heavy stores and provisions except laundry on board, but all stores and provisions shall be stowed by the steward's department.

47. Members of steward's department shall not be required to paint anything but their own quarters.

48. No member of the steward's department shall be required to serve coffee or meals on the bridge or in the engine room, nor shall they be required to enter the same at any time unless for the safety of the vessel.

49. No work to be done after Saturday noon, Sundays, and holidays outside of regular watch duties for the safety of the ship.

50. Time starts when men are called, if they report for work within 15 minutes; if they do not report within 15 minutes, time is to start from the time of reporting for duty, and time shall count from the time men are turned to until they are released, including time of standing by.

51. On days of departure all watches shall be set not later than 12 noon.

52. The day vessel arrives from sea to a port of call shall be considered the day of arrival and that subsequent sailings from that port occurring in inland waters, bays, and rivers and sounds shall be considered as moving the ship.

53. All men between the hours of 6 p. m. and 8 a. m. are to perform no work excepting the regular watch duty.

54. In the steward's department a working day of 8 hours in a spread of 12 hours shall be recognized as a day's work. A utility man to be carried on ship when carrying five or more passengers.

55. Breakfast, 7:30 to 8:30; dinner, 11:30 to 12:30; last regular meal shall be at 5 p. m.

56. No meals or coffee will be served to anyone other than the crew without written authority of the master or chief officer. When the captain or chief officer orders meals served to watchmen, customs officers, etc., the sum of 30 cents for each meal served to the above-named persons shall be equally distributed to the men in the steward's department actually engaged in the work. 56. Require passengers' meal hours changed to suit hours of crew in foreign ports.

57. Messmen instead of mess boys.

58. Fumigation of crew quarters on all ships each voyage.

59. Overtime for Saturday and Sunday and legal holidays while performing routine duties, both domestic and foreign ports.

60. Overtime to remove debris from holds.

61. Overtime for installing cooling water pump in port.

62. Steward's department: Overtime for gangway watch in foreign ports.

63. Steward's department: Overtime for legal holidays in foreign ports.

64. Deck department: Overtime in excess of 8 hours in foreign ports.

65. Engine and deck departments: Overtime in excess of 8 hours. 66. Overtime docking and undocking when watches are broken out.

67. Where actual overtime work is less than one hour, payment for one hour will be allowed. Where overtime work exceeds one hour, payment will be allowed for actual time worked but not less than 4-hour periods.

68. Oiling winches or keeping steam on deck between noon Saturday and midnight Sunday in ports is to be overtime for those on watch; when cargo is worked weekdays after 5 p. m., the watches are to be paid overtime in all ports. For watches from noon Saturday to midnight Sunday in foreign ports men to be given time off.

69. In lieu of overtime on Saturday afternoon and Sundays at ports other than home ports on freighters overtime shall be paid for work on holidays whether in port or at sea.

70. Quartermaster standing gangway watch and station man standing their regular watches on Saturday afternoon Sundays and holidays shall be paid overtime to work such watches.

EXHIBIT 32

QUOTATIONS FROM REPORT OF OPERATOR OF GOVERNMENT-OWNED SHIP TO MARITIME COMMISSION DATED SEPTEMBER 8, 1937

Deck crew refused to put up the semi-permanent grain fittings when instructed by the mate. As you know, these grain fittings had been installed by the crew for the last 10 or 12 years, ever since they were placed on the vessel. It was not until this question was taken up with the Union Authorities in New York, and they sent a telegram to the ship at Norfolk, that the crew started putting up these fittings.

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This vessel arrived in New York September 2d and was ready to sail for Philadelphia September 4. However, on account of the holiday, in order to give the crew shore leave, the ship was scheduled to sail for Philadelphia at 10 a. m. September 7th. When the tugs arrived at that time, and the ship was ready to sail, the deck, engine, and steward's departments, unlicensed, refused to sail until another galley boy was placed on board. The ship was also short one able seaman, who was taken off that morning, and his replacement had not arrived from the union, and it was our intention to use the utility man, but the deck delegate stated the men refused to sail until the able seaman arrived. While the controversy over the galley boy was being settled the replacement (A. B.) arrived. We explained to the ship's delegate that the ship had its full complement in the

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steward's department-that is, six men, which included a messman and two messboys-and that it did not rate a galley boy unless it was carrying passengers. It was not until this question was taken up with the union authorities, and much time lost, that the men were told by the union authorities to sail the ship without the galley boy. She sailed at 12:10 p. m.

(Complete documents from which these quotations were taken are on file in the Senate Commerce Committee.)

(The Maritime Commission transmitted 21 documents in addition to those from which quotations are made and which are of similar tenor. Twelve of these are dated within the last 3 months, and 4 more within the last 6 months.)

(The following cases were also brought to the attention of the Maritime Commission and were forwarded to the Senate Commerce Committee.)

STEAMSHIP "ATLANTIC"

Owner: Argonaut Line, Inc.

Place of occurrence: New Orleans, La.

On June 30, 1937, articles were signed before a shipping commissioner for a voyage to East and South African ports via coastwise and return to final port of destination in the United States for a period not to exceed 12 calendar months.

On July 31, 1937, when the vessel still had several tons of cargo yet to be loaded on her voyage to Africa, the steam was turned off and the three mates and three assistant engineers notified the captain that they would no longer perform their official duties until the master met certain demands. The vessel was delayed on her voyage from July 31, 1937, to about August 22, 1937. During the entire period the six licensed officers referred to refused to take the ship to sea and were finally replaced by other officers.

The matter was referred to the Department of Commerce. An investigation was started on August 23rd and ended on August 25th, and the said officers were tried on August 25th, the case still pending in the Department, no decision having been rendered.

STEAMSHIP SEATRAIN "NEW YORK"

Owner: Seatrain Lines, Inc.

Place of occurrence: New Orleans, La.

On April 20, 1937, shipping articles were signed before a duly designated U. S. shipping commissioner for a period not exceeding five calendar months.

About 5 p. m. on August 18, 1937, the vessel being fully loaded and ready for sea (a great portion of the cargo being perishable), the captain ordered the lines cast off. The unlicensed personnel refused to cast off the lines and take the vessel to sea. The master again ordered the crew to "turn to" but they refused. The ship was delayed on her voyage from August 18, 1937, to August 29, 1937. A report was made to the Bureau of Marine Inspection and Navigation. An investigation was ordered. The board convened on August 26, 1937, and a majority of the crew of the unlicensed personnel were tried on August 28, 1937. The matter is still in the hands of the Department of Commerce, no decision having been rendered.

STEAMSHIP SEATRAIN "HAVANA"

Owner: Seatrain Lines, Inc.

Place of occurrence: New York, N. Y.

Articles were signed before a duly authorized Shipping Commissioner somewhat similar to the articles signed on the S. S. Seatrain New York. On August 18, 1937, the vessel was fully loaded and ready for sea. The master gave the order to cast off. The men refused. The matter was reported to the Bureau of Marine Inspection and Navigation. An investigation was ordered. The Board convened on August 26th and adjourned on August 31st. The ship was delayed on her voyage from August 18, 1937, to August 29, 1937. The matter is now in the hands of the Department of Commerce, no decision having been rendered.