was no penalty imposed for any infractions or violations. The captain of the ship was not aboard, so I could not question him. Senator THOMAS of Utah. That ship was self-disciplined? Commissioner DALY. Self-disciplined. I figured that whatever might go wrong, there would be a report possibly turned in to the Minister of Shipping and that the men would be dealt with, but the captain did not impose penalties or speak of any penalties. The mate did not speak of penalties, and neither did the chief engineer. Senator THOMAS of Utah. Was that ship run efficiently? Commissioner DALY. Evidently. It was a ship of some 11,000 tons. Its name, if I remember correctly, was the Kim. It had a meeting room that looked like an I. W. W. room. They had a bust of Stalin, and another one of some other Russian "red." All good ideas and things of that kind were put on a bulletin board and were debated. The ship also carried two young women who went around in white uniforms. I questioned them, and they said they were there for culture. The Russian Government felt that on long voyages the men should have female company, not in any immoral sense but for culture. The ship had a very healthy atmosphere except that there were no orders given. I also went below. This was a Diesel-driven ship. The members of the crew who were not working were sitting down, smoking. Of course, that would not be tolerated on a well-run ship. Those who were not sitting down or working ship were looking over the side. The mate did not seem to care. Senator MALONEY. You just state that something would not be tolerated on a well-run ship. Commissioner DALY. Yes. Senator MALONEY. What was it? Commissioner DALY. A man sitting down in the engine room when he should be working. Senator THOMAS of Utah. Is such a ship made a model for those people who have communistic aims in our own ships? Commissioner DALY. Well, the delegates have authority to direct the crew as to what they should do and when they should do it. Senator THOMAS of Utah. Is there any difference between a delegate aboard ship and a delegate such as we have had in labor for a long time, called the walking delegate? Commissioner DALY. We have never had walking delegates on board ships. Senator THOMAS of Utah. That is entirely new? Commissioner DALY. Yes; we did. We had a visiting delegate who came on board ship to see that the men were getting paid for what they did for overtime, and he would report to the superintendent of the company if anything went wrong. Senator THOMAS of Utah. Did the Communist ship have a delegate? Commissioner DALY. I do not know about that. The CHAIRMAN. They were all delegates. I have here a letter which I received from Assistant Secretary of Commerce Johnson, transmitting a report made by Commander Field under date of September 15, 1937. These relate to all the complaints which Curran made, matters which the seamen have been critical about. This report indicates that they have all been investigated. 32437-38-pt. 5-5 The letter from Assistant Secretary of Commerce Johnson reads as follows: Honorable ROYAL S. COPELAND, Chairman, Committee on Commerce, United States Senate, Washington, D. C. SEPTEMBER 29, 1937. MY DEAR MR. CHAIRMAN: I am forwarding herewith the final report of the Bureau of Marine Inspection and Navigation on the complaints filed by Mr. Joseph Curran with the Secretary of Commerce in April 1936. You will recollect that, while investigating the matters ourselves, I transmitted to you and your committee a copy of the complaints. As the complaints were of matters on many vessels in use, it has taken a very long time to complete the investigation. Much legislation has been passed since and, of course, new regulations are in existence. The Director of the Bureau states that appropriate action has been taken in each instance. Very cordially yours, Captain Field's report reads as follows: 102. 3-9 SEPTEMBER 15, 1937. MEMORANDUM From: Director, Bureau of Marine Inspection and Navigation. To: Assistant Secretary of Commerce. Subject: Reports of investigation of complains made by striking seamen. There are transmitted herewith, pursuant to the Assistant Secretary's written request of August 18, 1936, the results of further investigations of complaints made by striking seamen, said complaints having been submitted to the Department by Mr. Joseph Curran in April 1936. The complains specified above, numbered from 10 to 129, inclusive, concern a total of 72 ships and 3 United States steamship lines in general. These complaints: are of many descriptions, but in general relate to living conditions aboard ship and to defects in lifesaving equipment. Of the total number, 50 complaints concern crew's quarters, 41 complains allege deficient lifeboat drills or defective lifesaving equipment, 28 complaints concern poor food, 24 complaints concern hours of labor, 16 complaints concern insufficient or unsatisfactory crew, and the remaining complaints relate to miscellaneous subjects. Traveling inspectors from the Bureau made investigations of many of the complaints, actually making voyages on the vessels and examining the various compartments and crew quarters and conducting drills. Each complaint was made the subject of a special investigation and in nearly all cases a report was made covering each individual item of the complaint. Due to the fact that the majority of the ships are in operation, and that the turn-over in the crew has been large since the alleged complaints, it has been exceedingly difficult to secure the necessary information to either substantiate or repudiate the alleged conditions. When the fact was established that there was a violation of law, rule, or regulation, the local inspectors convened as a board and conducted a formal investigation, and in the event that the allegation was proven, appropriate action was taken against the licensed officers involved. In the course of these investigations, it has been found that the majority of owners and operators of vessels are willing to cooperate with the Bureau in its efforts to enforce the laws and regulations. The support by the operating companies and the master and officers, in their efforts to properly supervise the ship and her equipment, would go far toward eliminating many of the conditions cited. Since the submission of these complaints a great deal of legislation has been enacted which looks forward to the correction of many of the mentioned conditions, such as hours of labor, insufficient or unsatisfactory crew, emergency drills, and so forth. Many complainants allege that safety valves were tampered with to increase the steam pressure. Since January 1, 1935, the Bureau regulations have required that all safety valves be sealed, as a consequence of which it is impossible to change the pressure of the valve without breaking the seal. In cases where it was necessary to break the seal to effect repairs, a report has been made to the local inspectors. There were many complaints, particularly with reference to living conditions, which were without the jurisdiction of the Bureau; however, the act of June 25, 1936, amending the Seamen's Act of March 4, 1915, has extended the Bureau's authority in the matter of ventilation, plumbing, and toilet facilities and inspection, and the Bureau is of the opinion that considerable progress has been made in improving living conditions on board ship. Section 4 (a) of the above act requires a monthly inspection of crew quarters, and insofar as the available force is able, these inspections are being carried out. At the present time the Bureau has a committee in the field investigating living conditions, particularly crew quarters, on American vessels. Based on the findings of this survey, regulations will be prepared covering in more detail the requirements for ventilation, insulation, toilets, showers, washing facilities, bunks, food, and other living conditions on new and existing vessels. Relative to complaints concerning poor quality of provisions, sections 4564, 4565, and 4566, R. S., provide definite procedure for enabling seamen to obtain an improvement and specific penalties against the master who issued or permitted insufficient or bad food, and provision is made for legal redress through the district courts. The statutes referred to have been in effect since December 21, 1898; however, until the present time the seamen have been fearful of reporting deficiencies due to retaliatory measures on the part of the owners. At the present time the seamen, through the unions, are able to enforce compliance, not through the courts, but by striking for better conditions. Means for correcting nearly all of the conditions complained of are provided by statute, but fear of losing their positions has prevented the seamen from reporting these conditions to the proper authorities. Another matter which appeared to be strongly put forward was the condition of the boats and davits. The Bureau's rules are very stringent, and as the inspectors are practical seafaring men, the boats and davits together with other life-saving apparatus receive more than cursory attention. Complaints alleging long hours of duty can only be answered by the fact that the Seamen's Act of 1915 permitted 12 hours a day for sailors, but did not limit the hours that stewards would be required to work. This condition has been corrected by the act of June 25, 1936, limiting the hours of duty to 8 insofar as seamen in the deck and engine departments are concerned. My reply reads as follows: R. S. FIELD, Director. OCTOBER 5, 1937. The Honorable J. M. JOHNSON, Washington, D. C. DEAR COLONEL JOHNSON: Receipt is acknowledged of copies of the reports of investigations made by your office into the complaints filed by Mr. Joseph Curran in April 1936, transmitted with your letter of September 29. Cordially yours, ROYAL S. COPELAND. I suggest that the attached papers be made an appendix to our report. They take up every item involved in the Curran criticisms, and the action of the Department is noted in these reports. (The individual reports referred to are to be included in the appendix to the committee report, p. 324.) The CHAIRMAN. Commander Field and Commissioner Daly, we thank you very much for your appearances here today and for giving your views to this joint committee. We have now, gentlemen, Commander E. G. Small, of the Naval Intelligence Department, who will address us. (At this time Commander E. G. Small, Navy Department, made a statement to the joint committee which, at the direction of the chairman, was not reported. The following then occurred:) The CHAIRMAN. The committee has received what is known as "A Guide for Communist Work Aboard Ship." We have on file quite a bit of material relating to the possible relationship of these unions with communism. This has come into our possession during our study of this problem. It would seem to me that for the benefit of the committee this pamphlet entitled "A Guide for Communist Work Aboard Ship" should be included in the record, and I will ask that it be printed at this point. (The pamphlet entitled "A Guide for Communist Work Aboard Ship" is to be inserted in the record at this point.) A GUIDE FOR COMMUNIST WORK ABOARD SHIP [Issued by waterfront section, 230 7th Ave.] THE PARTY IS THE LEADER The campaign and mobilization of the workers for struggle must be carried out by all party organizations above all by the factory nuclei (unit) . . the factory (ship or dock) must be the center for carrying on our party and trade union work in carrying on for the struggle. It is on the ship that we must "root" ourselves. Abstract agitation around general issues that may be meaningless to the average seaman will gain us nothing. Work in the union meetings only will not solve the issues. We must prove that our party deserves their support and loyalty by giving correct leadership in their day to day struggles and demands. A UNIT ABOARD EVERY SHIP To accomplish the rooting of the party aboard the ships is the duty of every party member. He must build a unit by recruiting aboard his ship and establishing his prestige as a capable seaman and fighter for the crew's interests. He must have a long range view of the need of the party being the leader of the workers in the ultimate struggle for power. The presence of party units, leaders of the rank and file, are our only guarantee of response to strikes and actions. To build units mean that comrades will have to stick to ships. We have to overcome the natural tendency for turn-over. ORGANIZATION AND ACTIVITIY OF THE UNIT Comrades working in mills and factories do not think of leaving their jobs (unless fired) without party permission. We must have the same feeling of responsibility. Every ship and factory must become a stronghold for our party. It takes 3 or more comrades to form a unit. These units belong to the waterfront section, but are independent of the shore unit. They are furnished with their own dues, stamps, etc. The unit needs an organizer, educational director, literature agent, and dues payment (finance) secretary. In other words, this unit functions like a shoreside shop unit. PARTY IS NOT A CRAFT ORGANIZATION Every comrade aboard the ship will belong to the unit. Craft functions have nothing to do with party organization. The organizer will see to it that the unit carries out the work decided upon. The educational director is responsible for the general presentation of the party to the crew (agitation, etc.) and for the political study and development of the members and sympathizers, arranges forums, etc. If membership is large enough, several units can be organized on a watch basis, with coordination through the organizers. KEEP IN TOUCH WITH THE SHORESIDE Before sailing, the unit must meet with a section representative. These meetings will be for the purpose of reporting on the functioning of the unit, planning future work, correction of work, etc. MEET REGULARLY ABOARD SHIP While meeting regularly, care must be taken not to expose the party as such. A little thinking will determine how to go about this, depending on the individual ship. Generally, two things expose the party: (1) Carelessness, (2) poor work. The first gives the spies an easy indication of the party membership and apparatus. The second gives red-baiters and backward workers a chance to gripe at the party. ELECT THE UNIT LEADERSHIP Be frank and self-critical in getting the unit organized and electing the leadership, because, once elected, the leadership must be respected and obeyed. YOUR FIRST MEETING Discuss the general conditions aboard ship and select a common grievance as the first task of the delegates of the departments. This for mobilizing the crew and getting an opportunity to "classify" the members of it. Organize the meeting times and places. Plan a definite campaign of activity in all the divisions of the work on the basis of a discussion as to what seems the most proper methods of work, in the union, political education, etc. ISSUE A SHIP'S PAPER This paper should be handwritten, typed or mimeoed, depending on the ship situation, length of trips, etc. The paper should reflect ship and company news and should also raise issues for the crew. Establish contact with "Sparks" and if he willing and capable he can be of great help inetting out timely leaflets, bulletins, etc. He can also give careful interpretatio. of news in his regular bulletin. LITERATURE Establish our literature in the regular library, if possible. Have it aboard and in circulation, at any event. If possible, get contacts to subscribe to the cost of it. Don't throw the "pulp" junk overboard! This is sectarian and plays into the hands of the red-baiters. CLASSES AND FORUMS The unit leadership should determine the type of classes and study groups that can be established. A union class in current maritime problems and union strategy is generally possible. Smaller political study groups can be organized among the members and sympathizers. Where possible, organize forums and lectures, using people from the passengers, etc. Develop any type of activity along these lines that will involve any number of the crew in it. If some of the men want to study a language, etc., and if there is someone aboard who can help them, get it going. WE ARE THE PARTY FACTION IN THE UNION We must see to it that union work is carried on in the correct manner. We should always try to develop honest, capable nonparty forces in the work. We must not function as only a progressive union group. We are not "wobblies." We are revolutionary workers preparing for the decisive struggle to end capitalism. We have to exist as an independent and influential force in our own right, not just be the "tail" for the union work. FRATERNIZE WITH THE SHORESIDE WORKERS When ashore in the home port, particularly, we should see to it that as many members of the crew as possible get acquainted with the longshoremen and fraternize with them. In union meetings aboard ship, a report on the current I. L. A. situation should be made. This information can be secured by reading the rank and file paper of longshoremen and by inquiring at the section. It also goes as a matter of course that we should be informed as to the current situation in the licensed men's unions. Proper attention to the above two points will speed the actual building of the federation spirit in the industry. |