T U B

MERCHANT MAYYJOURNAL

THE OFFICIAL ORGAN OF THE NAVIGATORS AND ENGINEER OFFICERS’ UNION AFFILIATED TO THE OFFICERS’ (MERCHANT NAVY) FEDERATION

AND TO THE TRADES UNION CONGRESSV O L. Ill, No. 3 MARCH, 1941

The Rt. Hon. Winston Churchill, C.H., M.P.

m m s s s s m

The Call to Duty

“ I have nothing to offer you but Blood, and Sweat, and Tears. . . . Com e then to the task, to the battle and the to il— each to our part, each to our station. Fill the arm ies, rule the a ir , pour out the munitions, strangle the U-boats, sweep the mines, plough the land, build the ships, guard the streets, succour the wounded, uplift the downcast, and honour the brave. . . . Never was so much owed by so many to so few. . . . Let us, therefore, brace ourselves to our duty, and so bear ourselves that if the British Commonwealth and Em pire last a thousand years men will say “ This was their finest hour ” . . . . Death and ruin have become small things compared with the shame of defeat or the failure in duty.”

Price: S IX P EN C E

In T h i s I s s u e :EDITO RIAL NOTES

□

PROHIBITION OF IMPORT OF STERLING

BANK NOTES INTO THE UNITED KINGDOM .

NOTICE TO MASTERS □

INFLUENCE OF CLASSIFICATION ON

MARINE ENGINEERING. Lecture by Dr. S. F. Dorey

□

M ERCHANT NAVY OFFICERS AN D THE

W AR.By Capt. W . H. Coombs

□HONOUR FOR

M ERCHANT NAVY OFFICERS

SOME THRILLIN G STORIES

□THE W O RKM EN ’S COMPENSATION

(SUPPLEMENTARY ALLO W AN CES) ACT,

1940 □

W ELDIN G By C. W . Brett, M .Inst.W .

□TA LK IN G OF SHIPS

AND ENGINES By Frank C . Bowen

□THE MINISTER OF SHIPPING ON HIS

TO UGH JOB□

THE “ W ATCHKEEPERS OF W ESTMINSTER ”

A N DMANY O THER ITEMS

OF PARTICULAR \ INTEREST TO ’ NAVIGATORS AND

EN GIN EER OFFICERS OF THE M ERCHANT NAVY

(GRATIS TO MEMBERS)

54 JWvuAumt Tlrnuf §ou\nat March, 1941

I N S U R A N C ET H ER E IS AN INSURANCE COMPANY IN TH E C ITY OF LONDON WHICH SPEC IA LISES IN TH E INSURANCE REQ UIREM ENTS OF MERCHANT N AVY O FFICERS. IT HAS MADE H ISTO RY IN TH E SERV ICE. B Y INTRODUCING, IN 1921, TH E INSURANCE OF CERTIFICA TES, IT INTRODUCED A NEW FACTOR OF SEC U RITY INTO TH E LIV ES OF MERCHANT O FFICERS. UNCONSCIOUSLY AT F IR ST , AND SUBSEQ UEN TLY W ITH GREAT D ELIBERA TIO N , IT HAS PLA YE D A LEAD IN G PA RT IN W ELDING TH E SERV ICE TO GETHER. IT WAS RESPO N SIBLE FO R TH E FORMATION OF TH E O FFICER S’ FEDERATION.

The Name of the Company is, of course,

T H E NAVIGATORS AND GENERALINSURANCE COMPANY LIMITED

MERCHANT O FFICERS SHOULD ALW AYS CONSULT TH E “ N. & G.” ON A N Y M ATTER OF INSURANCE. T H EY W ILL B E ASSU RED OF SOUND E X P E R T ADVICE, EQ U ITA BLE PO LICY CONDITIONS, F IR ST CLASS SEC U RITY AND “ PROM PT AND SEAM AN LIKE S ET T LE M E N T ” OF CLAIMS.

CLASSES OF BUSINESS TRANSACTED BY THE “ N. & G.” INCLUDE : NAVIGATORS AND EN G IN E E R O FFICERS’ INDEM NITY, PERSO NAL E FFEC TS, M ARINE, PILO TS’ IN DEM N ITY AND TH IRD PA R TY . YACHTS AND MOTOR BOATS, E tc ., E tc .

Free Expert Advice Given to Merchant Officers on Life, Fire and Personal Accident Insurance

The due fulfilment of all Navigators’ Policies is guaranteed by an old established British Company whose Assets exceed £ 2 3 , 0 0 0 , 0 0 0

U n d e r w r i t i n g D e p a r t m e n t : 2 3 , L E A D E N H A L L S T R E E T , E.C. 3

INDEX TO ADVERTISERS

Pago

The Navigators and General Insurance Co., Ltd......................... 54

University College, Southampton................................................. 54

Miller, Rayner and Haysom ..................................................... 55

Barr & Stroud................................................................. 55

S. G. Brown, Ltd.................................................................. 61

Dobbie Mclnnes Ltd....................................................... 64

Sims Ltd............................................................................. 75

National Savings Committee ................................... 79

The Royal Merchant Navy School .......................... 81

The Institute of Marine Engineers .............................. 81

Paisleys Ltd................................................................... 81

Austin Reed Ltd.......................................................... 83

Harveys .................................... ............................................ 84

■ ■

UNIVERSITYD E P A R T M E N T O F

S O U T H A M P T O N m a r in e e n g i n e e r i n g

P ro fesso r of E n g in e e rin g :W in g -C o m m a n d e r T . R . C A V E - B R O W N E - C A Y E ,

C .B .E ., M .I.M e ch .E ., M .I .N .A ., F .R .A e .S .

H ead of M arin e E n g in e erin g D e p a rtm e n t :J . H . S W O R D , M .I .M a r .E . E x t ra F ir s t C la ss E n g in eer.

S e n io r L e c tu re r E le c t r ic a l Eng in e erin g D e p a rtm e n t :P. G . S P A R Y , M .Eng. (S h e ff.) , B .Sc. (Lo n d o n ),

M .I .E .E ., A .M .I .C .E ., M .A I .E .E .

The Marine Engineering Department provides complete courses for all grades Ministry of Shipping Certificates of competency for Marine

Engineers.The Department is approved by the Board of Education and by the Ministry of Shipping. (Two thirds of time spent at the College is allowed to count as sea service up to a maximum of three months).Residential facilities are available for students desiring same in a College

Hall of Residence.FEES :Second Class, Steam, Motor or Combined Certificate £4 0 0First Class ,, ,» II It 1: £5 0 0Extra F irst Class £6 0 0Surveyor £6 0 0Surveyor. For those who have taken an extra first

class course at the College the special fee is £3 0 0

The fees include assistance by preparatory courses while the student is at sea, and tuition at College until the certificate is obtained.

When replying to advertiiements please mtntion the M erchant N a vy Journal.

March, 1941 JVletokant TUuuf 3*mihnal 55

Established1818 FAR-SEEING MEN

MAKE NO MISTAKETHEY CHOOSE

% The Firm that has served the Service for over 100 years

NAVAL AND CIVIL TAILORS AND OUTFITTERS

Outfits :

WR.N.R. R.N.V.R. Cadets Jr. Engineers

ILLER, RAYNER & HAYSOL- I M I T E D

110, FEN C H U R C H ST., E.C. 3ROYAL 2995

IISOUTHAMPTON

35, Oxford St. Phone - 4271

TILBURY DOCK

Phone - Tilbury 38

ROYAL ALBERT DOCK

Phone-Albert Dock 1169

L I V E R P O O L 24, Lord St.

Phone - Bank 4526

H O V E 7, St. Aubyns Gdns.

Kingsway

In v iew of the m any enquiries that they have

rece ived recently, Messrs. B a rr and S troud Lim ited

re g re t to state that they are unable m eanw hile

to accept o rd ers fo r B inoculars

BINOCULARS15, VICTORIA ST., LONDON, S.W.I ABBey 6433

When ratlying to Advertisements please mention the Merchant N a v y Journal

IR

56 jHetelumt tloo^ $©u\xud March, 1941

THE NAVIGATORS AND ENGINEER OFFICERS’ UNION

( N . E . O . U . )

Federated together with eight other British Officers' Organisations in T h e O f f ic e r s ’ (M e r c h a n t N av y ) F e d e r a t io n .

Affiliated to T h e T rad e s U n io n C ong ress .

President : Trustees :Vice-Admiral Sir Edward Heaton-Ellis, Engineer Rear-Admiral T u r n b u l l .

K.B.E., C.B., M.V.O. T h e Rt. H o n . T h e L o r d H e a d le y , Master Mariner.R. F . H a y w a rd , E sq ., M .C., K .C ., Extra Master Mariner.

General Secretary : W il l i a m H. C o o m bs.

Assistant General Secretary:

D. S. T e n n a n t .

Treasurer :S. H. J e w e l l (formerly Purser, Merchant Navy).

The Union is governed by an elected Council comprising an equal number of Navigating and Engineer Officers.

Head Office: 23, LEADENHALL STREET, LONDON, E.C. 3

Telephone : M a n s io n H o u se 0454 (4 lines). Telegrams: U n id e c k e n g , F e n , L o n d o n .

District Offices :

G la s g o w .— 125, Govan Road. Tel. : Ibrox 1557. L iv e r p o o l .— Wellington Buildings, The Strand.

Tel. : Central 1943.C a r d i f f .— 112, Bute Street. Tel. : Cardiff 2220. A v o n m o u th — (Sub. Office of Cardiff) Meadow Street. F a lm o u th .— 6, Melville Road. Tel. : 587.

S o u th a m p to n .— Havelock Chambers, Queen’s Terrace. Tel. : 4989.

H u l l . — 2nd Floor, Victoria Chambers, Bowlalley Lane. Tel. : Central 15390.

T y n e .— 10, Royal Arcade, Newcastle-on-Tyne. Tel. :27807.

L e i t h .— 8, The Shore. T e l .: 36945.

SOLICITORS IN ALL THE PRINCIPAL PORTS OF THE WORLD

Membership of the Union— the largest Union of Merchant Officers in the W orld— assures :—

(1) Participation in a virile, modern policy. Official association with over 21,000 of your brother Officers (through the Officers’ Federation) throughout the British Empire.

(2) Full protection of your professional interests. Legal Defence at B .O .T . Inquiries, and Insurance of your Certificate.

(3) A well organised, efficient Service Department is at the disposal of members— managed by experienced Navigating and Engineer Officers, themselves holding Certificates of Competency.

(4) Representation (through the Officers’ Federation) on the National Maritime Board.(5) Shipwreck Indemnity up to £15, in event of total loss of vessel.

(E X C L U D IN G WAR R ISK S)ANNUAL SUBSCRIPTION—<£3

The duties of Membership, are loyalty to H .M . the Master of the Merchant Navy, to your Brother Officers, and to your Union, and to resolve and ensure that your service emerges from the present war united and strongly organised and thus enables us to deal satisfactorily with its post war problems.

IF there be non-members in your ship, persuade them to join N O W

(Application forms will be found in the Adm iralty and Browns Nautical Almanacks, or are obtainable at anyoffice of the Union.)

When replying to Advertisements please mention the Merchant Navy Journal

March, 1941 ^ tlichant TUuty $©u\txai 57

A ll co m m u n icatio n s and M SS . should

be add ressed to th e E d ito r , “ T h e

M e rch an t N a v y J o u rn a l ," 23,

Le ad en h a ll S tre e t , Lo n d o n , E .C . 3.

THE

Merchant Navy JournalO F F I C I A L O R G A N O F T H E N A V I G A T O R S A N D E N G I N E E R O F F I C E R S’ U N I O N

A ll “ C o p y ” should reach the above

ad d re ss n ot la te r th a n th e 20th of each m on th .

T h e E d ito r w ill be p leased to con­

sid e r th e p u b lication of m an u scrip ts

from a ll q u a rte rs , but does n o t, how ­e v e r, accep t resp o n sib il:ty fo r the

v iew s e x p re ssed . A nom -de-plum e

m ay be used but nam e and address m u st be enclosed as a g u aran tee of

good fa ith .U nu sed M S S . w ill be re tu rn ed if a

stam ped addressed envelo pe is enclosed .

Editor-in-Chief

Capt. W . H. CO O M BSGeneral Secretary

EDITOR

A . D. C R IS P(Also Editor of the “ Signal,” the Official Organ of the Radio Officers’ Union)

Advertisements : All communications respecting advertisements to be addressed to A. Darby’s Advertising Service, Cobham House, 24-26, Blackfriars Lane, Ludgate H ill, E .C . 4. ’Phone: C ity 6686

Editorial Office: 23, LEA D EN H A LL ST., LO N D O N , E.C. 3 ’Phone: Mansion House 0454 (Extn. 13)

EDITORIAL NOTESThe Coining of Spring and the Attack on our Shipping.

W ITH the coming of Spring it is confidently anticipated,in responsible circles, that

there will be an intensification of the enemy’s attack on our

shipping. It is believed, however, that the Royal Navy, together with the Coastal Command, will be in a position to afford better protection than they were after the French collapse.

It is not surprising, therefore, to note that the shipping question has had considerable prominence in recent public statements on both sides of the Atlantic.

This country was recently honoured with a visit from Mr. Wendell Wilkie who contested an epic presidential election with Mr. Roosevelt, and on his return to America gave evidence before the Foreign Affairs Committee. There is no doubt that Mr. Wilkie was impressed with what he had seen and learned during his lightning visit. He made it clear that Britain’s immediate requirement was shipping and bomber aircraft.

All the aid which America will undoubtedly give us will, of course, be unavailing without the ships to transport it to this country ; to-day, as yesterday, Britain’s influence is dependent on her sea power, but ships in themselves, without the traditional courage and endurance of both the Officers and Men of the Merchant Navy, would be useless.

The Merchant Navy Will Not Fail.

J T can be confidently assertedthat providing the ships are available, there will always

be the men to take them to sea, no matter what the hazards and no matter the amount the sacrifice entailed.

Critical as the times may be, the Government and the people of this country may rest assured that they will never find the Merchant Navy wanting, but it anticipates that when victory is won an appreciative community will demand that there will be no repetition of the shabby treatment which was afforded to the personnel of the Merchant Navy after the last war. Public memory is often short, and, therefore, the surest method of ensuring that history will not repeat itself is for every member to strive to obtain unity in the Service. A strongly organised personnel on trade union lines, determined to obtain, when peace comes, the full recognition of the services rendered to the Nation both in Peace and War, is obviously the most desirable course.

y^TTENTION is being fre-Shipments.quently called to the seemingly unnecessary

publicity as to ships’ intended destinations. In many cases general cargo lying in warehouses or on docksides bears not only the port of destination but also the ship’s name. The dangers besetting the Merchant Navy from enemy attack are a matter of grave national concern and it is thought that if some system of coding were introduced so as to avoid the ship’s name and destination being publicly exposed, a greater degree of safety to Merchant shipping would result.

It is, of course, appreciated that goods in transit in this country may be carried either by road or rail, prior to shipment, but, surely, it is not too much to expect that some system could be evolved so as to prevent what appears to be a possible leakage of vital information

W s S m - :

58 JAzhduxoJt Tlauq March, 1941

which may result in the loss of indispensable lives together with valuable ships and cargo.

* * *

The New T TSUALLY the appointmentAmbassador. of Ambassadors does not

warrant comment in our columns but it is felt that the appointment of Mr. John G. Winant, the new American Ambassador to this country, calls for comment.

The Treaty of Versailles may have been to some extent responsible for political developments during this last decade ; the League of Nations may have been an ideal conception thwarted, but one permanent institution which did arise and did much useful work in promoting social interests of the people was the International Labour Office.

It was contended that some of the roots of war were economic and not unconnected with the varying standards of employment for those engaged in industry throughout the world. Many Conventions were adopted at Geneva through the medium of the International Labour Office and subsequently enacted into national legislation thus improving not only the social standards but, in many instances, regularising and improving safety measures in industry.

In 1935 the International Labour Office prepared a draft Convention on many matters of great importance to seafarers, including Conventions on manning and hours, holidays with pay, minimum professional quali­fications for Officers, etc., and at a Maritime Conference held in 1936 these Conventions were adopted by over­whelming majorities.

It was, of course, with regret that the British Govern­ment could not be prevailed upon to ratify these Conventions, despite the fact that the Governments of some of our Maritime competitors had been sufficiently enlightened to do so.

Mr. Winant was for some time Director of the International Labour Office and is, therefore, one whom we can expect to be conversant with the aspirations of all employees, whether it be in shipping, textiles, mining or other industry.

The war has produced problems which have never hitherto confronted man and it is reasonable to expect that with the return of peace the problems confronting mankind will be equally, if not more, momentous, and if the world is to avoid, as we believe it will, another holocaust, these must be solved by statesmen fully conversant with the complicated social issues involved.

It is for these reasons that we feel confident that Mr. Winant’s appointment as Ambassador to this country will be particularly welcomed as his social administrative experience befits him admirably for the work of reconstruction which must necessarily follow the defeat of Nazism.

The Banks and 'T 'H E anouncement thatTrade Unionism. JL Barclays Bank has agreed,

after long resistance, to recognise the Bank Officials Trade Union, viz., the Bank Officers’ Guild, is one which will give general satis­faction in Trade Union Circles.

The Bank Officers’ Guild has for some time been affiliated to the T.U.C., but despite the efforts of the Guild with influential Trade Union support, the “ Big Five ” have steadfastly refused to recognise the Guild as the employees’ voice in industrial negotiations.

It is difficult to understand the mentality of Bank directors who have apparently thought that their employees will be for ever satisfied with autocratic control of their conditions of employment.

The right to organise in Trade Unions has been long established and Trade Unionism is now accepted, not on sufferance, but as an integral part of our National economy. The part played by the Trade Unions since the outbreak of War has been of inestimable value not only in interpreting to the Government the collective view of those they represent, but also in taking the necessary steps to ensure that the wage earners’ interests, Trade Union and civil rights, are as adequately protected as War conditions will allow.

It is, therefore, greatly to be hoped that now Barclays Bank has ‘ ‘ broken the ice ’ ’ other Banks will follow their example and thereby grant to their employees the enjoyment of a heritage—won through much sacrifice and toil—namely the right to organise and to receive the recognition that such organisation demands in the field of industrial negotiation.

* * *

Currency. T 7IRILE and imaginativeV leadership, combined with courageous men, whether

they be sailors, soldiers or airmen, such virtues do not alone, in modern war, unfortunately ensure victory. It is essential that the Armed Forces be equipped with the finest war implements that Science can evolve and the providing of these weapons is a tremendous strain on the financial resources of any country.

The weapons now required for the successful prosecu­tion of the war effort involve complicated processes of manufacture and having regard to the extent which mechanisation must obviously play it must consequently follow that finance is to take a more important part in ensuring victory than in any other previous war.

Foreign Exchange has had to be carefully conserved in order to ensure that this country can procure from that “ great arsenal of democracy,” the United States, the necessary tools to “ finish the job.”

Nazi Germany is exploiting and using every subterfuge in order to improve her foreign currency position and the Government has found it necessary to introduce further currency restrictions calculated to frustrate any

March, 1941 JWje\ckant TUmmj ^ao’uuiC 59

possibility of the enemy taking advantage of loopholes which existed in our Regulations.

It is known to the Authorities that there are large stocks of Sterling notes (particularly notes of high denomination) held in countries at present under Nazi domination.

The new Regulations prohibit the import into the United Kingdom of notes which are legal tender in this country. Any notes brought or sent into the United Kingdom in contravention of the new Regulations will be confiscated or dealt with as the Treasury may decide.

The introduction of these new arrangements naturally gives rise to many problems in the Shipping Industry. Funds must be readily available for ships’ disbursements in ports abroad, Officers’ and seamen’s wages, passengers’ expenditure, etc. The effect of the new Regulation will be that except in the following countries —the Dominions (excluding Canada and Newfoundland), the Colonies (excluding Hong Kong), British Mandated territories, British Protectorates and Protected States, Egypt and the Anglo-Egyptian Sudan—Sterling notes will be, in effect, valueless, but inside the countries referred to, they will retain their full value, but the import of Sterling Notes into these countries is, of course, strictly controlled. Masters and Officers should, there­fore, observe that Sterling notes cannot be carried as a convenient means of making payments on shore but, of course, other arrangements have been made for obtaining funds for these purposes.

In the majority of cases Officers will doubtless bank their money or invest it in War Savings Certificates, but where an Officer decides to take to sea with him notes of a value of less than £10 he can obtain a certificate from the Master indicating that the notes were in his possession before leaving the United Kingdom. The production of this certificate on his return to this country will enable him to bring the notes ashore.

Where it is necessary to advance wages abroad, or make payments on account for shore leave, these will be provided in local currency and not Sterling. In this connection Masters are urged to keep in mind that it is essential that advances in foreign ports should be kept as low as possible, that is, of course, outside the Sterling areas referred to, as it is very much in the national interest to economise in the use of foreign currency.

It will be of particular interest to our members who may be either living in, or engaged in trading to, Eire, that there is no restriction on the import of notes from that country.

Should members require any further advice or information regarding these new arrangements, it is suggested that they communicate with us and we shall be only too pleased to see that the information required is supplied.

Details of the new arrangements, which became operative as from the 1st February, will be found on

page 63, and as these matters may vitally affect Masters and Officers, it is suggested that they should, in their own interests, study the new Regulations carefully.

* * *

Wireless. '"T'HE Admiralty has recentlyissued an Order under the Defence Regulations that no

British ship under 1,600 tons may go to sea unless it is equipped with a wireless receiving apparatus. The instruction also provides that arrangements must be made so as to ensure that the news bulletins transmitted by the B.B.C. are received on board. In view of the critical times through which we are passing, it is not difficult to appreciate the motives which actuated the Admiralty in issuing this new instruction.

Be that as it may, the new instruction is not without irony. A “ Safety of Life at Sea ” Convention provides by international agreement that vessels of 1,600 tons and upwards are to be equipped with both transmitting and receiving sets. Attention has already been directed to the desirability, at least as a war-time measure, of having all sea-going vessels, irrespective of their tonnage, fitted with the necessary means of communicating either with the shore or other ships in the vicinity. It has been suggested that the smaller vessels could have been fitted with telephony sets, similar to those now largely used by sea-going trawlers.

For reasons best known to the Admiralty, and doubtless the Owners, these sets have not been provided on a general scale, thus if the smaller coastwise vessels are attacked by enemy aircraft, surface raiders or “ U-boats,” they are denied the opportunity of asking for assistance.

Surely it is not too much to expect that the Admiralty will, in its wisdom, decide that the Officers and seamen serving on vessels under 1,600 tons should be provided with the necessary means of communicating with other ships in the vicinity, thus ensuring that they will have at least a “ sporting chance ” of being rescued should their ships be sunk as a result of enemy attack.

* * *

Manning on T T 7HILST dealing with safetyCoastwise Shipping. W measures, it might be

opportune also to refer to the question of the manning of coastwise ships. Many smaller coasters actually engaged in trading in the most dangerous waters, namely, round this Island, have crews varying between eight and twelve hands. In time of peace the manning of many of our coasters, particularly from the Officer point of view, was little short of a public scandal. In time of war the position is even more acute, as the aids to navigation have been greatly reduced, for reasons of national security. When one considers that there may be times in certain coastwise ships that the only person on deck may be the Officer of the watch, steering,

60 JVl&idum t TUuMf fyemtoial March, 1941

keeping a look-out and, at the same time, responsible for the safe navigation of the ship, such a state of affairs is obviously not conducive to safety let alone the physical well-being of those engaged on these vital trades. In other cases the Officer may be assisted by an ordinary seaman or a boy, but in many of our coasters it rarely happens that in addition to the Officer of the watch there is a competent man at the wheel plus an efficient look-out, and also a spare man to undertake any emergency duties which may arise.

The position in the engine room is equally serious, as the majority of small coasters only carry two engineer officers, which necessitates that they keep 6 hour watches at sea or make some other arrangement to suit their own convenience. It is obvious that the many duties which an engineer officer must perform in the engine room, in addition to the superintendence in the stokehold which is desirable, makes it impossible for him to be at all times handy promptly to manoeuvre the engines as necessity frequently demands under war conditions.

So far as we are aware, there are no regulations laid down which provide for the minimum number of crew for safety requirements in the coastwise trade as there are for foreign-going ships, although, of course, it is appreciated that Ministry of Shipping Surveyors can detain a ship if they are of the opinion that the manning is such as to warrant a vessel being classed as unseaworthy.

In the absence of any definite instructions to Surveyors they must frequently be placed in an invidious position when called upon to make a decision as to whether a coastwise vessel shall be held up on account of

v undermanning.It is understood that all matters affecting persons

employed in industry come within the province of the Minister of Labour but the Minister has delegated his powers, so far as the personnel of the Merchant Navy are concerned, to the Minister of Shipping. To date there appears to have been little inclination on the part of the Ministry of Shipping to investigate the present manning standards of coastwise ships and it is to be hoped that the Minister of Labour will have time, among his multitudinous duties, to look into this matter and, we hope, to introduce something comparable for coastwise vessels to Board of Trade Circular 1707, which sets forth the minimum number of crew which are to be carried to comply with seaworthiness for vessels engaged in the foreign-going trades.

* * Hs

Trade Union T T was recently reported in theVigilance. X Press that an employee of

the City of London Electricity Supply Company was trapped and killed in one of the Company’s coal bunkers.

It would apparently have appeared at first that the death was due to injuries received in the course of his

employment and that the dependants, in accordance with the provisions of the Workmen’s Compensation Act, would be entitled to compensation amounting to £440.

The deceased workman’s Trade Union, however, carefully investigated the circumstances attending the fatality and decided that there appeared to be negligence on the part of the employers, and a breach of statutory duty, consequently the owners were sued for damages.

The Court ruled that the dependants should receive £2,250, a very substantial increase on that which the dependants would have otherwise received had it not been for the intervention of the deceased’s Trade Union.

Surely, this is but another example of the value of membership of a Trade Union.

* * *

WHEN the war began a Royal Commission was in the midst of an inquiry

into the working of the Workmen’s Compensation Law. The Inquiry was suspended, but was later resumed in deference

to the view that the work of the Commission should not be lost even in war-time. Pending the production of a report from the Commission, however, the T.U.C. General Council brought strong pressure to bear upon the Government to legislate immediately for an increase in the amount of compensation. The Act here reprinted (see page 71) is the outcome of these representations, and of consultations between the T.U.C. and the Home Office, which took place when the measure was introduced in Parliament, in a form which the T.U.C. General Council felt to be unsatisfactory.

Whilst the T.U.C. recognised that a complete overhaul of Workmen’s Compensation law was difficult in existing circumstances, the General Council insisted strongly that emergency measures were necessary to increase the amount of compensation. In the discussions with the Government, the T.U.C. representatives urged that the amount should be 75 per cent, of normal weekly earnings, with a minimum of £ 3 or full weekly wages, whichever is the less.

In its original form the Government Bill met with considerable opposition in Parliament, and it was withdrawn and revised. The revision, however, did not provide for more than an all-round increase of 5s. a week, 4s. a week for the first two children, and 3s. a week for other children ; with a maximum, in case of full incapacity, of seven-eighths of average weekly earnings. After consideration of the redrafted Bill as a whole, the T.U.C. General Council decided to support its acceptance as a temporary measure, on condition that the increased compensation should become payable at the earliest possible moment. On this basis the measure became law on 8th August, 1940, and took effect as from 19th August last year.

Emergency Legislation on Workmen’s Compensation— T.U.C. Attitude on the New Act.

March, 1941 ftXeichant TVouy. fauJmal 61

DANISH SEAFARERS CLUBS Opened in Newcastle

SIR ALFRED SALTER ON SPEED—EVERY POSSIBLE HOUR COUNTS

Sir Arthur Salter, Parliamentary Secretary to the Ministry of Shipping, opened two Danish clubs at Newcastle on 5th February, 1941, one for officers and one for seamen of the Danish merchant service. In his address he made a special appeal to all engaged in handling ships at the ports and in the shipbuilding and repairing yards to save “ every possible day or hour.”

Sir Arthur Salter referred to the special interest of the British Government in the welfare of the Danes, whose homes and families were in a country occupied by the enemy and who had no Government of their own in this country to look after their welfare.

To illustrate the value of ships to the war effort, he pointed out that the enemy drew on the resources of the greater part of a continent. We could draw upon the resources of the world. With these we could outmatch the enemy—but upon one condition ; that we could transport by sea to the scene of conflict the supplies that oversea countries could furnish. Above all, we could on this condition draw upon the vast supplies of the greatest industrial country in the world, the U.S.A.

“ The enemy knows this,” he proceeded, “ and does everything in his power to stop us. We command the sea, and no enemy merchant ship can venture far from her own home waters ; but we cannot make the seas immune from attack. We cannot help having to send ships to more distant sources of supply and by longer routes than in peacetime. We cannot dispense with imports by sea not only of the food we brought in peacetime but of munitions, and the materials used by our war industries. And we want ships, too, as armed cruisers and to carry troops.

“ We have in the Allied service a large mercantile marine for this purpose —British, Norwegian, Dutch, Greek, Belgian, Polish and Danish. But we want all the ships we have, and more if we can get them. And we want, too, to make the best possible use of every ship in service. Every ship must keep her convoy date, must be turned round in port as quickly as is humanly possible, must be repaired with all speed when damaged. Every hour that can be saved by officers and seamen in a vessel’s turn-round or voyage ; every hour that men in the yards can save by intenser effort in building or repairing is a definite help to an Allied victory—and to an earlier Allied victory. And there is no one in this room who cannot make a contribution of this kind.

A SINGLE SHIP’S WORK.

‘ ‘ Let me remind you of the value for the war effort of even a single ship, and of the importance of saving even a day of her time. A single ship can bring in a year as much wheat as can be grown in 30,000 acres. One ship can give us in a year as much timber as a forest of trees that has taken a generation or more to grow. One ship can feed a whole city or supply a whole division. I remember an incident that brought vividly home to me the great value that is concentrated in a single ship. Some time ago I heard some owners of road lorries describing an excellent scheme under which, by a certain pooling of their lorries, they had saved 300,000 miles of lorry journeys and a corresponding amount of petrol. It was a laudable arrangement. But as I listened I had it in my mind that, at that very moment, there was a tanker in the Channel which had been damaged by a mine ; it was being towed in with care and skill to a home port. I did not then know, no one could then tell, whether the ship or her cargo could be saved. I made a rapid calculation. The cargo alone in that single ship was enough to drive lorries not for 300,000 miles but for 30 millions—100 times as much. And the ship herself could bring as much four times a year. Happily, in fact, the ship and her cargo were both saved— and this was worth at once in petrol 100 times as much as the rerouteing of the lorries, and 400 times as much within a year.

“ With such facts in your minds, I wish to make a special appeal to you. I know you will continue, in spite of every peril and hardship, in the service you have undertaken. But will you also watch for every chance of saving a day or an hour—whether your work is to man ships to discharge them, to build or repair them. Will you remember that every hour saved is of real value to the Allied cause ; will definitely help to hasten the day when the countries enslaved by the enemy will be liberated and the menace be removed from those which are now being attacked.”

To Officers’ Wives

A WELCOMEThe Officers’ (Merchant Navy) Federation has great pleasure in extending

a hearty welcome to all officers’ wives to make use of the new Member’s Room, at 23, Leadenhall Street, London, E.C. 3.

The Federation desires you to make the room a meeting place. If you have to meet your husband in the City, then make the new Member’s Room, at 23, Leadenhall Street, London, E.C. 3, the rendezvous.

This room has been specially furnished for the comfort and convenience of all Merchant Navy navigators, engineer and radio officers and their wives.

All authoritative information concerning the Merchant Navy and its personnel is available on the spot, and there is a large and well trained staff waiting to serve you—to issue reduced rail fare vouchers, to give information on travelling, hotel reservations, etc.

MERCHANT NAVY OFFICERS’ TRAINING BOARD

Your General Secretary AppointedYour General Secretary has been appointed to be a Member of the Board.

Our members will be well aware that we have always held that to put the Merchant Navy on a really satisfactory footing, it will be necessary to introduce a well-thought-out scheme of proper training for future Navigating and Engineer Officers. Equally necessary is the introduction of a system of careful selection not only of aspirants of the right type but also in the right numbers.

Many of the economic problems with which our Service has been faced in the past are attributable to haphazard recruitment in numbers, unrelated to the requirements of the Service. Periodic shortages of Officers is as unsatis­factory from the point of view of the Shipping Industry and the nation as is the superabundance of officer personnel. This is evidenced by the present-day shortage of Engineer Officers, and incredible as it may seem, the fact that there are still a considerable number of unemployed Navigating Officers to-day.

IN SERVICE W ITH THE LEADING NAVIES AND SHIPPING COMPANIES TH RO U G H O U T THE W O RLD

S. G. BROWN, LTD., LO N D O N , W. 3A C O R N 1174

IF THERE IS AN OFFICER, NON-MEMBER

ON YO UR SHIP, PERSUADE HIM TO JOIN

THE N .E.O .U . . . . U N ITY IS STRENGTH

62 JVletekant Tlaw* fyoutoial March, 1941

THE KING’S FUND (1940)Benefits for Merchant Navy and Civil Defence Victims

The Minister of Pensions announces that, with the gracious approval of his Majesty the King, a voluntary fund, to be known as “ The King’s Fund (1940),” has been instituted in order to continue for the purposes of the present war the useful work of occasional assistance that has been done for over 20 years by the former “ King’s Fund ” (instituted in 1918 with the approval of King George V.) for ex-service casualties of the war of 1914-1918 and their dependants.

The King’s Fund (1940) will, however, with his Majesty’s approval, cover a wider sphere than the earlier fund in so far as, besides casualties of the armed forces, it will cover cases of distress among war-disabled and dependants of deceased members of the Mercantile Marine and Fishing Fleets, and of the Civil Defence Forces who have rendered such signal and devoted service in this war. The new fund will operate on the same lines as those of the earlier fund, which has been of timely assistance to many thousands of cases in the past 20 years. It will in no sense be a substitute for pension or other benefit that is or can be granted by the Ministry of Pensions or any other department, but will within the limit of its resources give or help to obtain temporary assistance for war disabled officers and men, and for widows and other depen­dants of those killed in the defence of their country on occasions of need or hardship for which public funds do not provide. The fund does not work in rivalry with other large well-known funds, such as the British Legion, or the Red Cross, but in cordial co-operation with them, and indeed seeks to act in the manner of a central exchange in association with other voluntary funds serving similar purposes who choose to take advantage of it. This is the more feasible, since through the local organisation of the Ministry the needs and circumstances of cases can be reliably ascertained.

SIR W ALTER CITRIN E(General Secretary of the British Trades Union Congress)

At the

Am erican Federation Convention

Full reports have just reached this country of the remarkable address delivered to the 60th Annual Convention of the American Federation of Labor by Sir Walter Citrine. He went to the Convention, at New Orleans, as the repre­sentative of the British T.U.C. a t the pressing invitation of the American Federation of Labor. Representatives of the Federation met him on his arrival at New York and accompanied him to New Orleans. When he appeared on the platform of the Convention he received a great ovation.

His speech covered a very wide field. He spoke (he said) from a somewhat privileged position as he had acted for the last 12 years as President of the International Federation of Trade Unions, and his duties had taken him into almost every country in Europe ; he had had the opportunity of discussing at first hand with statesmen, workers, democrats, all kinds of problems.

Dealing with the present position of Britain, Sir Walter Citrine declared that he did not want any member of the Convention to labour under the delusion that even after five years of British rearmament we have mads up our losses and drawn abreast of the Nazis.

Our Prime Minister said in an address reported recently that Britain is only a quarter armed. Why do I recount this ? in order that you may profit by this experience, that you may not make our mistakes, that you may realise that this menace may burst upon you any day, and that when it comes you ought to be as adequately prepared for it as the Nazis.

In the report of the Executive Council of the American Federation of Labor it is said that rearmament will take under ordinary conditions, from two to four years. I ask you to consider whether in this process of rearmament the Nazis will wait four years. They may make some very unexpected moves in the Western Hemisphere. My purpose in saying this to you is clear. The only thing the dictators fear is force, and if you can shorten the process in amassing that force, I am certain you will promote the cause of humanity.

Since I have come here I have found some very strange and unaccountable beliefs that in some way the British people are wavering. Only a month ago in our Congress at home we passed with a complete support of the delegates, a resolution pledging our determination to carry on the struggle until victory is won. We know that the basic principle upon which the dictatorship rests is that there can be no other form of organisation within the community, that can challenge the will of the dictatorship.

In Germany every vestige of organised religion, organised politics, organised trade unionism was crushed with a ruthlessness that belongs to the Middle Ages. When the dictators marched into Holland and Norway and Denmark and found labour organisations they immediately disbanded the organisations and

confiscated the funds. Can anybody doubt that if Hitlerism and Fascism become trium phant our movement cannot survive.

When I say our movement I mean our Labour Movement. Our movement is not some soulless organisation. It is a movement of a band of people trying to express themselves in an organised form, to raise the standard of life of the community as a whole. Thousands of people have made sacrifices in order to enable this movement to function. I ask what will be the fate of that movement if the dictators triumph.

Trade unionism is both a cause and a product of democracy. It can only function in an atmosphere of free expression. It can not function in cellars or behind closed doors.

There is a gradual emergence of the principle that there are some inherent rights, some inherent dignities in labour itself. We affirm with you that labour is not a commodity. Labour is not something inanimate, like glass or steel, or wood, or coal, labour is a live vibrant, human thing. It doesn’t do what it is ordered like some inanimate thing. It has an incurable habit of doing exactly the opposite to what has been predicted by the psychologists, the sociologists, the economists, and all the other “ ists ” who dogmatise on labour questions.

We must in essence ground our movement on the principle that dictatorship is alien to our conceptions and to our ideals. We have obtained tangible achievements in our countries, and we are not going to exchange those tangible achievements of British citizenship for slavery and servitude under the dictators.

As your President said in 1934, at the Convention in San Fransisco, no red-blooded man has ever submitted to tyranny. American labour has never done it and it never will. I say that, too, of British labour. No dictator will wrest from us, while we have life and power to resist, the gains which we have made.

Now, what is the trade union part in this struggle. We have pursued three main aims of policy. The first is the continuance of our inflexible resolve to prosecute this struggle. The second is to maintain and safeguard the rights and the standards of life of our people, and thirdly, to widen the influence of our Movement. So I say that we are determined to go on. The courage of our people displayed in the factories, in the workshops, in the transport systems, and on the high seas is something that makes me feel very proud. I have seen the bombs trying to blast their bodies, but I have yet to see the bombs that can blast the spirit of our people. So, as far as the first point is concerned we are determined to pursue our inflexible resolve.

TH E W ORK OF T H E N A TIO N A L M A R IT IM E BOARD IN 1940

We give below an analysis of the Meetings of the National Maritime Board held during the year 1940 :—

NAVIGATING OFFICERS’ PANEL : 6 meetings, 2 of which were held jointly with the Engineer Officers’, Sailors’ and Firemen’s and Catering Depart­ment Panels, and 1 of which was held jointly with the Sailors’ and Firemen’s and Catering Department Panels.

Following a meeting of the Navigating Officers’ Panel held on 11th April,1940, a discussion in regard to the Masters’ Panel took place between repre­sentatives of the Shipping Federation Limited, the Employers’ Association of the Port of Liverpool, the Mercantile Marine Service Association, and the Officers (Merchant Navy) Federation Limited.

ENGINEER OFFICERS’ PANEL : 6 meetings, 2 of which were held jointly with the Navigating Officers’, Sailors’ and Firemen’s and Catering Department Panels.

SAILORS’ AND FIREMEN’S PANEL : 9 meetings, 2 of which were held jointly with the Navigating Officers’, Engineer Officers’ and Catering Department Panels ; 1 jointly with the Navigating Officers’ and Catering Department Panels, and 5 jointly with the Catering Department Panel.

Two meetings of the Standing Sub-Committee and 1 meeting of the Short Sea Trades Sub-Committee were held jointly with the Catering Department Panel.

CATERING DEPARTMENT PANEL : 8 meetings, 2 of which were held jointly with the Navigating Officers’, Engineer Officers’, and Sailors’ and Firemen’s Panels ; 1 jointly with the Navigating Officers’ and Sailors’ and Firemen’s Panels, and the remaining 5 jointly with the Sailors’ and Firemen’s Panel.

TH E MERCHANT NAVY JO U RN A L

DISTRIBUTIONIf you desire a copy of this Journal sent to you each month please send us a post card or advise your Union Officials . . . It is Gratis and Post Free to Members of the Union. Tell your Brother Officers

March, 1941 ^Me’ickont Tlaoy $outaaI 63

ANNEX C.

Prohibition of Import of Sterling Bank Notes into the United Kingdom

(Defence (Finance) Regulation 2B)

NOTICE TO MASTERSSterling bank notes may only be brought into the United Kingdom with the

permission of the authorities. The object of this Regulation is to prevent the enemy benefiting from the large stocks of sterling notes (particularly notes of •£5 and upwards) which are known to have been held in countries now in enemy occupation.

The words “ sterling bank notes ” are used in this notice to mean all notes issued by the Bank of England and other issuing banks in England, Scotland, and Northern Ireland (but not Eire).

United Kingdom metal coins are not affected by the Regulation and should not therefore be included in certificates (see IIIA) which are solely to enable notes to be landed.

These instructions are issued by the Ministry of Shipping to secure the enforcement of the Regulation and at the same time to allow as far as possible the legitimate use of sterling on board ships. They will unavoidably involve extra work and trouble for officers and men, but it is hoped that all concerned will appreciate the importance, in the national interest, of preventing notes reaching this country from the enemy through neutral channels, which would enable the enemy to dispose of the hoards of occupied countries to his own profit. I t should also be realised tha t by strictly adhering to the arrangements laid down, inconvenience and possible loss to individuals will be avoided.

I.—USE OF NOTES ON BOARD SHIPOnly £1 and 10s. notes may be used on board ship, for all purposes. Notes

of £ 5 or higher sums must not be accepted, whether from passengers, officers or men.

Masters will have received from their company instructions regarding the encashment of travellers’ cheques and the use or exchange of foreign currency on board ship.

II.—PASSENGERS ENTERING THE UNITED KINGDOM OR STERLINGAREA COUNTRIES

Passengers may bring into the United Kingdom or into certain other countries of the sterling area,* sterling notes up to <£10 a head. Passengers should be warned th a t permission to bring in larger sums will not be granted, and that any notes held in excess of £10 may be seized and will be liable to confiscation.

III.—SHIPS’ OFFICERS AND SEAMEN.A.—Entering the United Kingdom

Ships’ officers and seamen wishing to bring notes' into the United Kingdom must obtain a certificate from the master or purser of their ship. Stocks of the necessary forms may be obtained from Customs offices and Mercantile Marine offices in all ports.

Certificates must only be issued in respect of £ 1 and 10s. notes—not for notes of £ 5 or higher denominations.

They may only be issued to cover :(a) notes brought on board on leaving the United Kingdom, up to a limit

of £10 a head. In no circumstances should a certificate be issued covering a larger amount taken out of the United Kingdom. Care should also be taken not to issue more than one certificate to one man, and also to avoid “ duplication,” i.e., issuing two certificates to different men covering the same notes produced by each successively ;

(b) notes received in the course of a m an’s duties on board ship (in the case of, e.g., stewards in passenger liners). In such cases it is important to make certain that notes are not obtained on shore during calls in ports abroad and included in any certificates issued ;

(c) notes received by way of pay or advances upon arrival in a United Kingdom port.

Certificates for notes taken out of the United Kingdom should be issued as soon as possible and in any case before the ship enters its first port of call outside the United Kingdom. They should bear the date of issue and the initials of the master, or, in the case of a passenger liner, of the purser.

Where a man receives further notes on board ship, his certificate should be amended to show the new total held, and the alterations should be dated and initialled. Notes received by way of pay and advances should be shown as a

separate item, and again the entries should be dated and initialled. As only £ 1 and 10s. notes are permitted on board ship, pay or advances made on arrival a t a United Kingdom port must not be in notes of higher denominations, otherwise the seaman is liable to have them confiscated by the Customs at any time during his stay in port when going to and from his ship.

Not more than one certificate should be issued to any one man ; in no circumstances will any individual be allowed to take notes into the United Kingdom on more than one certificate.

Certificates will not be transferable and will permit the import of notes on the person only—i.e., not through the post or in baggage.

All sterling bank notes in the possession of ships’ officers and crews on arrival at a United Kingdom ort must be enumerated on the Customs List C.142 already in use in connection with dutiable goods in the possession of officers and crews. Pay and/or advances received after arrival need not be noted on C.142 though they must, of course, be noted in Part II. of the certificate. Certificates and the bank notes must be presented by the holder to the Customs boarding officers, who, after check, will stamp and initial each certificate. The certificate will then be available for use as a permit to land the notes.

Notes brought in by officers or men and not covered by a certificate may be seized and will be liable to confiscation.

The right to issue certificates will be granted in respect of ships owned or managed by a British company who have given an undertaking in suitable terms to the Ministry of Shipping. In such cases Masters will receive from their Company a form, issued by the Ministry, which must be produced to the Customs if called for, to show tha t the issue of seamen’s certificates on board that ship has been approved.

B.—Entering certain Sterling Area Countries* other than the United KingdomCertificates issued as stated in III. A above will enable officers and seamen

to land sterling notes in certain sterling area countries other than the United Kingdom. This should, however, be avoided wherever possible ; advances for expenses on shore should be provided in , local currency,f and where remittances to dependants are desired these should be made as arranged by the Company.

C.—Entering other CountriesSterling notes should not be taken ashore, either to spend locally or to send

home ; they can only be exchanged ashore, if at all, at a heavy discount, and sending them into the United Kingdom through the post is prohibited. Advances for expenses on shore must be made in local currency.f

Masters should particularly note the importance of keeping advances as low as possible in ports outside the sterling area. To provide currency in those countries costs foreign exchange, which could otherwise be used to buy foodstuffs or war materials essential to the nation.

D.—Seamen Discharged Abroad.Seamen discharged abroad should be sent home on a Conveyance Order, and

not with sterling notes.

IV —SHIPS’ DISBURSEMENTS ABROADThese should never be made in sterling notes, particularly in ports outside

the sterling area where, as stated above, the notes can only be exchanged into local money at a heavy discount.t

V —SHIPS' FUNDS.Companies will be given permission to take sterling notes in the ships’ funds

out of the United Kingdom and to bring them in, on the understanding that the present instructions are strictly observed in their ships. The form issued by the Ministry of Shipping (see end of III.A above) should be produced to the Customs officers on entering or leaving the United Kingdom as evidence that such permission has been obtained.

Masters should particularly note that this permission only applies to £1 and 10s. notes. Notes of £ 5 or higher denominations should not be taken into ships’ funds from any source whatsoever.

64 JWrfuhanl tX aw f $ou\nal March, 1941

VI.—DATE OF COMING INTO OPERATIONThese instructions come into force on 1st February, 1941, and must be

applied on leaving any port after that date.Ships which have sailed before that date and enter a United Kingdom port

after it will receive special treatment. Officers and men will be allowed to bring in up to £10 a head. Where men are paid off, or receive advances of pay, on board the ship in a United Kingdom port, certificates should be issued to the men concerned covering such pay or advances only, in accordance with the instructions given in III.A.

VII.—THE STERLING AREAThe countries of the Sterling Area in which restrictions exist on the impor t

of sterling notes consist of the British Empire (excluding Canada, Newfoundland and Hong Kong) and British Mandated Territories, together with Egypt and the Sudan.

* The Sterling Area countries concerned are named in VII. below.t Masters should refer to their Company’s instructions as to arrangements

for obtaining local currency.

SIR ALFRED SALTER ON BRITAIN’S MERCHANT NAVY WAR EFFORT

STATEMENT TO U.S. NEWSPAPER CORRESPONDENTS.

Sir Arthur Salter, Parliamentary Secretary to the Ministry of Shipping, made the following statement on 18th January, 1941, in an interview with United States newspaper correspondents :

In speaking of our needs last night Mr. Winston Churchill said : “ We do not require in 1941 large armies from overseas—what we do require are weapons, ships and aeroplanes.” You may perhaps wish to ask me something about the second of these needs—ships.

It has been a good thing, as the New Year opens, to learn that America is going to put a big effort into merchant shipbuilding. Past experience shows what she can do in this field. In 1918, under a policy adopted only the year before, she launched over 3,000,000 gross tons.

This is 15 times as much as she had been building a few years before, and more than all the British shipping sunk by the enemy in the 16 months of this war. We are certainly glad to see a prospect ahead of more ships at America’s disposal.

America is becoming an arsenal which, with our own resources, will enable us to outmatch the enemy. It would be a tragedy for both our countries if this aid with the instruments of war were either reduced or delayed by any lack of shipping to carry them. We want to be sure that not only this year, but next year and, if need be, longer, we can bring in all the munitions, aeroplanes, raw materials—as well as our essential foods—as fast as they are ready for shipment.

Our need for ships is not to be measured by any net reduction in our tonnage. Up to date our losses have been nearly balanced by new building, transfer and capture. We still have more than 97 per cent, of the total sea-going tonnage under the British flag in 1939.

A reduction of less than 3 per cent, would in itself, of course, not be serious. We have cut down on the civilian peace consumption of imported goods by about ten times that percentage. But our losses have increased since the enemy has been able to use the French ports as bases for attack.

Till June, 1940, the average weekly toll exacted by the enemy (if we include Allied and Neutral as well as British tonnage) was 41,000 tons. Since then it has averaged 90,000 tons and our opportunities of replacement are in some respects, for example by capture, less than they were.

Moreover, shipping carries less in a given time under war conditions than in peace. There are delays through convoy and other protective measures such as the fitting of guns. The situation in the Mediterranean and the need to replace supplies previously available in the occupied ports of Europe from further afield involve longer voyages, and many of our ships are needed to carry troops or military supplies or to serve as armed cruisers and are not therefore available to bring imports.

Then again, if we are comparing our present with pre-war British tonnage, we must remember that in peace time a third of our imports came in foreign ships. We have chartered much neutral and Allied tonnage ; but many ships that used to come here come no longer. American ships, for example, are debarred.

We are doing all in our power to meet this situation. We have requisitioned all ocean-going British vessels and are using each where we think it is most useful to the war effort. We are sending ships to the nearest available source of supply, switching them, for example, from Australasia and the Far East to the Atlantic.

We are ruthlessly sacrificing foreign trading on which British shipping was so largely engaged in peace time, and severely curtailing the shipping which

supplies the Dominions and Colonies. We have, to take just one example , withdrawn all the liners on the U.K. Register previously trading between the U.S.A., Brazil and the River Plate. In cases where a vital Empire need has so far made complete withdrawal impracticable, we have recalled a large proportion.

We are building, buying and chartering all we can. We have, for example, chartered 4,000,000 tons of neutral and Allied shipping and we have bought over 500,000 tons, mainly from the U.S.A. We have stopped luxury imports, curtailed necessaries and are rationing both our industries and our consuming public.

We are making every effort to give the utmost protection to our shipping— and the American destroyers and increased aircraft will of course, both help— but the enemy too is active.

The net result is that if we have a prospect of adequate replacement some time ahead and can get assistance in bridging the interval, we can be confident about the future. It is certainly encouraging in these circumstances to reflect on America’s potention resources.

To take the two things on which shipbuilding depends, steel and applied engineering skill, America is incomparably the world’s largest producer of steel (she produced in 1937 more than 30 times as much steel as all the enemy has sunk in this war) and she has the largest resources of readily adaptable engineering labour.

I cannot, myself, believe that the munitions and aeroplanes she is making will stay the other side of the Atlantic when they are needed here. But I do not want now to make either prophecies or proposals—it is better that the facts that I have tried to summarise should speak for themselves.

The Rt. Hon. Lord Rotherwick, D.L., J.P., Nominated President Elect of the

Chamber of ShippingAt a well-attended meeting of the Council of the Chamber of Shipping of the

United Kingdom held on 30th January, 1941, at its offices in Bury Court, London,E.C. 3, the Rt. Hon. Lord Rotherwick, D.L., J.P., was unanimously nominated as President Elect, and Mr. Philip Runciman as Vice-President Elect for the ensuing year.

The Rt. Hon. Lord Rotherwick is Vice-Chairman of the Clan Line Steamers Limited, and Cayzer, Irvine and Company Limited and Mr. Philip Runciman is Managing Director of Runciman (London) Limited and Chairman of the Anchor Line.

The elections for the offices of President and Vice-President will take place at the Annual Meeting of the Chamber, to be held on Thursday, 27th February, at 10-30 a.m. at the Chamber’s Offices.

TH E VALUE OF TH E TR A D E UNIONS

Increases of Over £104,000,000 a YearExcluding farm workers, shop assistants and government employees (who

have already gained substantial improvements in pay) nearly 8,000,000 work­people in industry received increases in their wage rates during 1940 equal to more than £104,000,000 a year.

This estimate, given in the January issue of the Ministry of Labour Gazette covers only changes reported to the Ministry.

The new National minimum of 48s. a week for agricultural workers resulted in increases of 9s. to 17s. a week for men. That represents a gain of some £17,000,000 a year for 500,000 workpeople.

E N G IN E IN D IC A T O R SDOBBIE M clN N E S

T h e In d ica to r is in d isp en sab le . . . not only fo r a sce rta in in g H o rse -P o w e r but a lso fo r in d ica tin g reaso n s fo r im p e rfe c t running of an engine. A s so m uch depends upon th is in stru m e n t it is e sse n tia l th a t o n ly the m ost m odern and m ost accu ra te is chosen . T h e ** D o b b ie -M cln n e s ** In d ica to r Range, designed fo r a ll typ es of e ng in es, is g e n e ra lly reco g n ised as th e m ost

e ffic ient ob ta in ab le .

DOBBIE; M cIN N E S ITI>.Engineering and Nautical Instrument Makers

57, BO THW ELL STREET, GLASGOW

March, 1941 jVle cluwvt ttcuuf 65

Influence of Classification on Marine EngineeringScope and Application of Lloyd’s Register Rules

Developments in Materials and Methods Used in Ship Construction

Thirteenth Thomas Lowe Gray Lecture by Or. S. F. Dorey

P A R T 1.

In th e a b se n c e th r o u g h i lln e s s o f D r . S . F . D o re y , W h .E x ., c h ie f e n g in e e r s u r v e y o r to L lo y d 's R e g is te r o f S h ip p in g , th e 1 3 th T h o m a s L o w e G ra y L e c tu r e w a s rea d a t a m e e t in g o f th e I n s t i tu t io n o f M e c h a n ic a l E n g in e e r s on 2 4 th J a n u a r y b y M r . W. D . H e c k , o n e o f th e p r in c ip le s u r v e y o r s o n h is s ta f f . In th e le c tu re , e x t r a c ts f r o m w h ic h a re h e re r e p r in te d , D r . D o rey s u r v e y s m a r in e e n g in e e r in g p r o g r e s s m o re p a r t ic u la r ly f r o m th e s ta n d p o in t o f th e c la s s i f ic a tio n o f s h ip s , in d ic a t in g th e n a tu r e o f c la s s i f ic a tio n , i ts “ m o d u s o p e r a n d i ,” a n d i ts se rv ic e s to th e s h ip p in g c o m m u n i t y fo r o v e r 100 y e a r s .

A l th o u g h h is r e m a r k s a re n e c e s s a r i ly c o n fin e d to th e w o r k o f L lo y d ’s R e g is te r , w h ic h is th e fo r e r u n n e r a n d p r o to ty p e o f a l l o th e r c la s s i f ic a tio n s o c ie t ie s , D r . D o rey e m p h a s is e s th a t th e so c ie ty d o es n o t c la im a n y m o n o p o ly a s r e g a r d s th e fo s te r in g o f p r o g r e s s in m e r c a n t ile m a r in e e n g in e e r in g , b u t th a t i t h a s ta k e n a la rg e sh a r e in e n s u r in g th a t c la s s i f ic a tio n sh a l l n o t p la ce a n y o b s ta c le in th e w a y o f lo g ic a l te c h n ic a l a d v a n c e s .

Classification may well be defined as “ a division by groups in order of merit.” In its more limited application to ships the word was originally intended to signify a grading in order of strength and seaworthiness, each grade being assigned a symbol or character, by which merchants and underwriters could compare the relative merits of one vessel with another. Later, however, the increasing uniformity of practice in shipbuilding and marine engineering, effected mainly by the application of ever more comprehensive rules, led gradually to the elimination of the inferior characters assignable to vessels, until to-day classification implies compliance with a single standard of quality, and thereby acquires the nature of a hallmark. In the case of Lloyd’s Register, the attainm ent of this standard is now denoted by the symbols >J<100A1 for hull and equipment, and >J<LMC for machinery.

At the commencement of this history of Lloyd’s Register of Shipping in its reconstituted form (1834) the regulations in respect of steamers were very brief and did not call for the survey of the machinery by the society’s surveyors. The rules were based on the Government regulations then in force and merely required that the machinery should be surveyed twice yearly by a competent master engineer, who was to sign a certificate describing the condition of the engines and boilers. If considered satisfactory, the vessel would be eligible for a notation of M.C. (machinery certified) in the Register Book. It should here be noted that the classification of hull and machinery was not at that time made interdependent, as is the case to-day.

NEW TYPES OF ENGINES

In 1834, a typical installation in a steamer consisted of paddle wheels driven by side lever engines with a boiler supplying steam at a pressure of about 3.} lb. per sq. in. The successful introduction of the screw propeller about 1837 gave an added impetus to steam propulsion and paved the way for various new types of engines, including the direct vertical marine engine. The boilers in use at that time were of the box type, which was weak in design, and this, in conjunction with poor workmanship and methods of manufacture, precluded the use of pressures above 25 lb. per sq. in.

At this time the heavy loss of life resulting from boiler explosions led the committee of Lloyd’s Register to take steps to enforce more rigid compliance with the rules relating to the survey of machinery. Although it was not yet decided to appoint special engineer surveyors, a step in the right direction was made in the year 1869, when for the first time the engines and boilers were included as part of the vessel’s equipment and the assignment of the figure “ 1 ” of the vessel’s character was made conditional upon a satis­factory report from the surveyors as to their safety and efficiency.

The history of the development of the steam reciprocator is no doubt so familiar that it is not proposed to give a detailed account of this phase of marine engineering progress. Briefly, it may be stated that the compound principle was introduced by John Elder in 1854, and by 1860 was in general use with screw propellers in the form of the inverted vertical, or ‘ ‘ steam hammer ” type, at which time also surface condensation was becoming increasingly favoured.

SURVEY OF MACHINERY

The success attending the compound engine led in 1874 to the development of the triple-expansion type, and thereby to the use of higher boiler pressures up to 60 lb. per sq. in. This, in turn, necessitated improvements in boiler design, the result of which was the appearance of the Scotch, or cylindrical, type.

By the year 1873, the greatly increased number of steam vessels impelled the committee seriously to consider the question of the survey of machinery, it being by then fully realised that the efficiency of the machinery and boilers was no less vital to the safety of a vessel than that of her hull and equipment. As a result, in the following year the first fully qualified engineer surveyor was appointed and other appointments quickly followed.

One of the first reforms recommended by the engineer surveyors was the prevention of accidental flooding resulting from a faulty arrangement of bilge pumping arrangements. There can be little doubt that many mysterious founderings prior to these improvements must be attributed to this cause.

FORMULATION OF RULES

A valuable result derived from the appointment of an engineering staff was that from their reports on the scantlings of the machinery and boilers of vessels classed with the society, the committee were very soon in possession of information as to the practice of the principal marine engineers in the country, and were therefore early in a position to formulate rules for the strength and construction of boilers, which rapidly gained the confidence of manufacturers.

The first rules to be issued aimed chiefly at a standard of strength and safety in the more important respects, but placed no restrictions upon the design and proportions of engines, thus affording free scope to the many new ideas in propulsive efficiency.

The services of the society’s engineer surveyors being keenly appreciated by owners, the committee shortly after introduced the principle that the machinery of all new steam vessels to be classed with the society should be constructed under the supervision of the engineer surveyors. Thus were the classification of hull and machinery made interdependent.

The logical extension of this im portant step was the requirement issued in 1879 to the effect that periodical surveys of the machinery of vessels were also to be carried out by the engineer surveyors concurrently with those held on the hull and equipment, and that a special notation of M.S. (in red) should be introduced to indicate such inspections. Additionally, the boilers were to be subjected to annual survey after they were six years old.

A study, therefore, of marine engines and boilers in use a t the commence­ment of the period under review brings convincing evidence to show that the modern successors to the earlier types owe much of their superiority not only to improved methods of manufacture and advances in the quality of materials available, but also to the close observance of their behaviour under service conditions, which a regular and reliable periodical survey entaiils.

The introduction of steel made by the Siemens-Martin open-hearth process, about 1877, together with improved methods of manufacture, led to rapid developments in marine engineering in the next 29 years. Higher steam pressures were now possible, and by 1890 the triple-expansion engine was in general use, whilst in that year the quadruple-expansion engine was first applied to the propulsion of large vessels. About this time also the water-tube boiler was being developed, although mainly for naval purposes.

FORGINGS AND CASTINGS

Following the satisfactory experience with steel for use in ships and boilers, greater attention was next given to forgings and castings. Prior to 1888 only large iron forgings were examined at the forge, others being inspected after delivery. At this date a system of inspection of all large forgings and castings during and after the process of manufacture was instituted, together with regulations for their quality, a change of system which proved of con­siderable benefit both to makers and purchasers.

66 }Kihckant Tlaoy. foutoal March, 1941

The regulations for the testing and inspection of steel material were revised, and these contained a list of the steelworks recognised by the committee for its manufacture. These regulations provided for a thorough supervision being maintained by the society over the manufacture and testing procedure adopted at all steelworks producing steel for use in classed vessels or machinery. At the same time the society published its first rules for the sizes of shafting. These were amended in 1900 in view of the increasing number of screw-shaft failures, particularly in vessels engaged in Atlantic voyages in ballast.

The year 1897 must be regarded as a milestone in the history of marine engineering, in that it witnessed the triumph of Parsons with his world- renowned “ Turbinia ” at the Spithead Naval Review, and from that time onward the society was closely associated with the application of steam turbines to ship propulsion.

THE CUNARD COMMITTEEAs an example of the value attached by owners to the society’s advice and

guidance, it may be noted that in 1903 the Cunard Steam Ship Co. approached the committee with a request that the society’s chief engineer surveyor, Mr. James T. Milton, might serve as a member of a special committee whose object was to inquire into the practicability of adopting turbine machinery for the new fast Atlantic steamers to be built for the Cunard Co. under agreement with the Government. To this the committee glady acceded ; and as a result of the findings of the inquiry committee, steam turbines were installed in the “ M auretania” and “ Lusitania,” with what degree of success their subsequent history bears eloquent testimony.

The beginning of the present century marked the extensive development of the use of the steam turbine in merchant ships the classed yacht “ Emerald,” built in 1903, being the first turbine vessel to cross the Atlantic. In 1905 there were 10 classed turbine vessels of a total tonnage of 16,000 gross tons in the society’s Register Book, and by 1908 this had increased to 30 ships of a total tonnage of 166,000, by which time it could be claimed that the steam turbine method of propulsion in merchant ships had passed the experimental stage. Low-pressure steam turbines in conjunction with reciprocating engines were also being introduced at this time.

GAS, PETROL AND OIL ENGINESIn 1906 the subject of gas engines for marine propulsion was first brought

under the notice of the committee, and in 1910 the classed vessel “ Holzapfel I.,” of 260 tons, was constructed and fitted with a suction gas engine using anthracite coal as fuel and developing 180 h.p. at 450 r.p.m. The engine, which was not reversible, was connected to the screw shaft through a Fottinger transformer, which not only reduced the revolutions to 120 per minute, but also made provision for reversing the direction of rotation of the propeller.

Meanwhile increasing attention was now being devoted to petrol and oil engines. By 1908 more than 2,000 British and American yachts had been fitted with internal-combustion engines, and the possibilities of the use of these

■.engines for the motive power of ocean-going vessels became evident.In the investigation and solution of the various problems which confronted

the early designers and engine builders the society was actively associated, and in particular, Mr. Milton, the society’s chief engineer surveyor at that time, made a special study of the subject. Valuable papers were read by him before the Institution of Civil Engineers and the Institution of Naval Architects, both of which aroused widespread interest and discussion in marine engineering circles.

Visits were also paid by Mr. Milton to makers in this country and on the Continent with a view to an interchange of opinion in the various problems then receiving attention. The pooling of the available accumulated experience of so many engine builders did much to advance the study of internal- combustion engines, and enabled the committee early to formulate rules for the shafting and for the construction of these engines.

The year 1912 witnessed the construction of the famous motorship “ Selandia ” and her sister vessel “ Fionia ” by Messrs. Burmeister and Wain for the East Asiatic Company. The performance of these two vessels was so successful that the prejudice which had, until then, existed among the more conservative marine engineers was in large measure dispelled ; and prominent British, Dutch and Swedish owners soon followed the courageous lead given by the Danes.

Conversions from steam to oil engines were also successfully accomplished and by 1914, when the society issued its first rules for the construction and survey of diesel engines and their auxiliaries, there were 27 classed vessels so fitted and 20 others building to class, in addition to 36 classed motorships fitted with heavy-oil engines of other than diesel type.

It should be noted that these rules were perforce of a somehwat tentative nature, in view of the limited experience available a t that time, and were subject to such revisions as might be dictated in the course of later developments.

By this time also, two-stroke cycle single-acting engines were being employed for ship propulsion, notably by Messrs. Sulzer Brothers, of W interthur. In 1914 Messrs. Doxford, of Sunderland, introduced a two- stroke cycle opposed-piston engine which was subjected to an interesting shop trial of 341 days’ duration. In the course of the trial the Society’s

surveyors continuously checked the data obtained and the results proved in every way satisfactory.

It was in the period after the war of 1914-18 that the diesel engine may be said to have been developed in earnest. W ith the steadily increasing need for economy consequent upon falling freight rates and sharpened competition among the shipbuilding and seafaring nations of the world, it is not surprising that marine engineers quickly applied themselves to the task of perfecting a prime mover which held so much promise in the field of fuel economy.

In this connection it may be remarked tha t the advance of the heavy-oil engine was relatively far more rapid than was the case with the reciprocating steam engine. This is not surprising when it is recollected tha t the early marine engineers and naval architects were continually breaking entirely new ground in their efforts to apply the steam engine to marine propulsion. The position at the time of the introduction of the oil engine was very different, in that marine engineers had at their disposal the accumulated experience of over half-a-century of reciprocating steam engineering.

Moreover, oil engine manufacturers received very considerable support from the oil-producing industry itself. If the early steam engineers had received a similar backing from the coal industry, there is little doubt that the marine steam engine in its present economical form would have been developed very much earlier, and, indeed, it is not beyond the bounds of possibility that the producer gas engine might by now have been generally used for the propulsion of merchant vessels.

Nevertheless, high tribute must be paid to those enterprising engineers to whose skill and resource the heavy-oil engine largely owes its present efficiency, and in this connection no small honour is due to the metallurgists, without whose co-operation these advances would have been to a great extent impracticable.

(To be continued)W ith acknowledgments to the Institute of Mechanical Engineers

SHORTAGE OF NAVY GOLD LACEAdequate Supplies Soon Available

Shortage of gold lace will soon reduce the distinction bands on many naval officers sleeves to short horizontal stripes.

Captain Austin Hudson, Civil Lord of the Admiralty, said in the House of Commons on the 13th February, 1941, that it was hoped adequate supplies would soon be available.

As a temporary measure, a “ modified form of distinction lace has been approved for certain officers of the Royal Naval Reserve and the R.N.V.R.”

Directory of Solicitors and Legal Firms Abroad

In view of his many other commitments, Mr. George E. Harris, Barrister, of 8, Prince Street, Halifax, Nova Scotia, has been compelled to relinquish his duties as the Union’s legal representative in that town. Will members, therefore, erase his name from the Directory of Solicitors which will be found in the wallet of their membership book.

The Union’s legal representatives in Halifax are Messrs. Steward, Smith, McKeen and Rogers, whose address is : Roy Buildings, 435, Barrington Street, Halifax.

INSTITUTE OF MARINE ENGINEERSDenny Gold Medal and Other Awards

The Council of the Institute of Marine Engineers have awarded the Denny Gold Medal for 1940 to Mr. Sydney A. Smith, M.Sc., for his paper on “ Marine Steam Turbine Design,” the Institute Silver Medal to Professor E. Forsberg for his paper on “ Oil Purifying with Continuous Lubrication,” and the Junior Silver Medal and Premium to Mr. R. A. Collacott, B.Sc., for his paper on “ Heat Insulation of Cold Stores.” The Extra First Class Engineer’s Medal has been awarded to Lieut. (E.) J. F. Tucker, R.N. These awards will be presented by the President, Sir Percy Bates, at the Institute’s annual general meeting on Friday, 14th March, at 12 noon, at the Connaught Rooms.

The Navigators and Engineer Officers’ Unionat 23, Leadenhall Street, London, E .C .3

G E T S T H I N G S D O N E

March, 1941 jHetofuint TUuuf $ou\nal 67

Merchant Navy Officers andthe War

A Tribute and Some SuggestionsBy Capt. W . H. CoombsGeneral Manager of the Officers (Merchant Navy) Federation

(Reprinted from the Journal of Commerce Annual Review—January, 1941)

In writing an article outlining the war work of the officer personnel of the Merchant Navy during this present war, one is necessarily hampered by the wise restrictions of the censorship authorities as well as by the natural reticence of merchant officers themselves.

I meet, on the average every day in the course of my work, about 100 captains, navigating and engineer officers, and it is true to say that they regard the discharge of their arduous and exciting war-time duties merely as a matter of routine, although they certainly realise the importance of the part their Service is called upon to play in this most critical of all wars.

I am confident that no section of the public realised the inevitability of this war with the same conviction as did the Merchant Navy. Sailormen have unique opportunities in their voyaging to foreign ports to sense, almost intuitively, the trend of world affairs, and anyone visiting German ships, as I did in Indian ports at the end of 1938, and yarning with German ships’ officers, could not fail to sense that they knew that Hitler was intent on war with Britain. There was an indescribable difference in the atmosphere aboard German ships to tha t on board Norwegian, Swedish and, indeed, ships of any other nationality.

I think it was probably such impressions formed by British merchant officers which led them to ask several years before the war that the Merchant Navy should be instructed in the arts of defensive warfare, with the result that the Merchant Navy Defence Courses were in full swing by the time war was declared. How wise was the decision of the Admiralty to set up these courses and how splendidly has the Merchant Navy discharged its duty in defending its ships against a ruthless and dishonourable foe ! The story recently told by the Minister of Shipping of the heroic defence of the “ Sussex ” is but one episode in the glorious history still in the making.

It will be remembered how, several years before the war, we urged that a Ministry of Shipping should be inaugurated in peace-time, not so much to intervene in the solution of the difficult commercial problems with which the industry was faced, but more to cope with problems affecting personnel. I feel that it was unfortunate that this advice to set up a Ministry of Shipping was not heeded. Much valuable time would have been saved if the Ministry of Shipping had been in working order at the outbreak of war instead of being somewhat hastily improvised after a delay of several months. Much credit, however, is due to the officials of the Marine Department of the Board of Trade for the way in which the Ministry of Shipping was organised and developed once the vital order to inaugurate it had been given.

I am certain that many problems, such as the merging of Merchant Navy personnel under T.124 Agreements into the complement of armed cruisers could have been dealt with much more satisfactorily if greater consideration had been given to them before the war. Similarly, pre-war discussions with the officers’ organisations would, I consider, have avoided many of the difficulties which have arisen in the supply of an adequate number of certificated engineer officers.

I have always been impressed by the fact that we, typically I suppose as a nation, have never really organised our Merchant Navy personnel as an integral part of the potential defence services of the Empire. History should surely have taught us that immense demands are inevitably made upon the Merchant Navy in time of war, yet we have never evolved a proper system of selection and training of our future officers.

Maybe there has always been the underlying fact that British men will always be forthcoming to serve in British ships in time of peril and, incidentally, there has probably been an unconscious realisation that there is always an unmeasured reserve of navigating and engineer officers who in peace time have left the sea, dissatisfied with its conditions, but who roll up to do their bit when the call comes ; this “ rolling up,” however, takes time and does not make for the greatest immediate efficiency, as it is surprising, with the rapid technical development, how easy it is to get out of date.

The Merchant Navy Reserve list, inaugurated shortly before the war, was undoubtedly an effort in the right direction but, in my view, could have been operated much more successfully than was the case. I believe the time has

come, indeed is overdue, when there should be a central register, preferably operated jointly by the shipowners’ and officers’ organisations, designed to ensure the better regulation of ships’ officers’ employment. There have been many officers suffering unemployment in war-time and, of course, it is an absurd and unfair state of affairs. In my view, unemployed officers should be kept on pay for so long as they may be required to meet the potential needs of the shipping industry. If they are not required, then they should be permitted to accept a commission in the Royal Naval Reserve, which is not now always the case, lest they be required in merchant ships.

The Merchant Navy has, of course, augmented the officer personnel of H.M. Navy. Permanent Royal Naval Reserve officers were called up in the early days of the war and large numbers of Merchant Navy officers have taken temporary commissions in that Service. A number of former Merchant Navy officers are doing most valuable work as navigational instructors in the training of that gallant cohort of heroes, the Royal Air Force. The special training and experience of merchant officers has made their services invaluable in appointments as sea transport officers—a branch of service vitally im portant in the transport of our armies.

The story of the Merchant Navy’s work at Dunkirk has been told, and no incident in our long history has reflected greater credit to the shipping industry as a whole, not only to the sailormen but to shipping managements and officals of the Shipping Federation.

The speedy introduction of a scheme of disablement and widows’ pensions created a most favourable impression throughout the Service, as did the scheme for compensation for loss of personal effects owing to enemy action.

The arrangements made by the railway companies, through the Ministry of Transport and Ministry of Shipping, for reduced fare travel facilities for members of the Merchant Navy and their wives, have proved a boon in doing much to alleviate the natural anxieties of the times. The fact that representations to the authorities that merchant seafarers should be notified of fatal air raid casualties suffered by their relatives were successful has been much appreciated. In fact every action calculated to convince merchant officers and seamen of the fact that they are regarded by those on shore in the same light as members of the Royal Navy, Army and Air Force, is of inestimable value in eradicating that widely felt fear that the Merchant Navy is, even now, not regarded by public opinion as one of the vital services upon whom our deliverance from world tyranny depends.

By the time the Annual Review is published, there will have been launched a scheme of national savings, designed to enlist the enthusiastic interest of merchant officers and men. I am confident that in this, as in every other possible way, the Merchant Navy will do its duty to the utm ost of its ability. None knows better than seafarers the dependence of this country upon sea­borne supplies of food, munitions and raw materials ; they know that these things have to be paid for, and I shall be much surprised if their response is not up to their admittedly limited capacity to save. I am sure they will respond splendidly, despite memories, in some cases, of selling their houses, their life insurance policies and all that they had, in order to maintain themselves and their families during those dreadful days of the shipping depression.

The fact that the Government, on the one hand, has given an assurance with regard to savings, in the application of the means test, etc., and, on the other hand, that the Shipping Federation has given an undertaking that knowledge in regard to savings will not be used in resisting claims for wage advances, will remove any doubts which might have mitigated against the success of a national savings scheme for the shipping industry.

Although the Merchant Navy knows full well that all tha t matters to-day is the achievement of victory from the evil forces of Nazism, it would be idle to deny that the minds of officers, especially those who were at sea in the last war, are concerned about their post-war position.

It is reasonable to suppose that the shipping industry will, in due course, again be confronted with problems somewhat similar to those which arose out of the last post-war period. I am confident that the goodwill and mutual understanding between ship-owners and the representatives of officers and

68 J\e\dMink Tlooy $ou*nat March, 1941

seamen, which has been one of the happier features of this war, will make possible a determined and successful endeavour so to organise and control the affairs of seafarers as to bring a greater measure of economic security into their post-war lives. Much well-deserved and greatly appreciated praise has been given from all quarters for the quiet, steadfast service of our Merchant Navy.

There can be little doubt that even greater demands will be made upon British shipping and upon those who take our merchant ships to sea during the months that lie ahead. Exacting as the demand was in the last war, this present war is placing an even greater strain upon the personnel of the Navy, and those in touch with merchant officers cannot but marvel at the manner in which they are bearing the heavy strain upon them.

Added to the difficult and anxious task of maintaining station in convoy, of avoiding collisions and strandings, with ship and shore lights either partially or totally obscured, and the necessity for a sharp look-out against submarines and raiders, is the additional necessity for an equally sharp look-out against marauders from the air. Magnetic mines, bombs, and the devastating effect of modern torpedoes have intensified the risks to which engineer officers are exposed, and no praise or admiration can be too great for those who supervise and those who carry out the manual labour in the engine rooms of merchant ships to-day. All those who serve in our coastwise ships are working under particularly strenuous conditions.

Without wishing to introduce special pleading into this present article, I feel that I can properly suggest that in the national interests, as well as out of consideration for those serving the nation so well at sea in these strenuous days, a special endeavour should be made by those in authority to find some means of arranging that more shore leave is available for navigating and engineer officers. Only those who have been at sea under war conditions can really realise how much a few days’ rest and absolute detachment from ships’ affairs means to an officer anxious to see something of those near and dear to him.

It will be well known in shipping circles that the Merchant Navy has accepted a war-time obligation while ships are in port—an obligation which has necessarily curtailed shore leave at a time when it is more than necessary that the most generous leave possible be granted. Nights aboard when a ship is not working cargo in a home port have always been regarded by sea-going officers as something in the nature of a traditional imposition. I believe that the problem could be solved by introducing a system of port relief officers. There must be many hundred merchant officers who have hauled ashore for various reasons, such as eyesight failure, ill-health, etc., whose services could be secured to keep nights aboard in home ports. Such an innovation, which I feel confident could, and should, be worked out on the officers’ panels of the National Maritime Board, would, of course, involve expense, but it would be more than justified as an insurance against physical and nervous breakdowns in the strenuous months that lie ahead and by the incalculable goodwill and gratitude that would be engendered.

An article on the Merchant Navy in war-time would be seriously incomplete if reference was not made to the splendid services which are being rendered by the officers and men of the merchant fleets of our Allies—Norway, Poland, Holland, Belgium, and the services of many Danish and French captains and officers who, when disaster befell their countries, brought their ships to British ports and continued to serve the Allied cause. Added to the normal anxieties of war-time seafaring is the complete absence of news from their families and dependants in the occupied countries. These Allied and friendly officers are standing up to these anxieties in a fine spirit of service and determination. British merchant officers have been honoured with opportunities of assisting their foreign colleagues in every possible way.

There can be no doubt that the bonds of friendship between British and foreign merchant officers, which were created before this war, will he strengthened by the personal contacts, the official collaboration, and the sharing of common perils which this war has brought about. To that great reality—the comradeship of the sea—has been added common service and sacrifice in the extermination of a system which threatens to destroy civilisation.

A TRIBUTE TO TANKER CREWS

In a recent broadcast, Mr. Geoffrey Lloyd, Secretary for Petroleum, paid tribute to the heroism of the crews of tankers. Mr. Lloyd said :—

“ Many of you may have read two tales of valour. One told how an officer and 15 men brought the stricken tanker ‘ San Demetrio ’ with 10,000 tons of valuable cargo safe to port. The other described how a patrol officer of the Southend Fire Brigade saved a comrade from death during an air attack on petrol tanks. The tanks had been set alight, and the blaze was so fierce that everyone was ordered to run. A fireman, stumbling over oil pipes, fell into a crater containing oil and water. Regardless of the danger, the patrol officer turned back and dragged his comrade to safety. A few seconds later the crater was an inferno of flames.

The tanker ‘ San Demetrio ’ was one of the convoy sailing under the escort of the ‘ Jervis Bay.’ You have all heard how she was attacked by the

German raider, abandoned and later boarded again while she was still burning. Charts, compasses, steering gear and wireless, had all been destroyed. Never­theless, the men fought and subdued the flames and brought the vessel 700 miles to harbour. One of the men, John Boyle, a greaser, who had been badly injured, carried on, without a word of complaint, in the engine-room until his strength failed him. His comrades moved him to one of the few rooms which had not been burnt out. The next morning they found him dead. Tributes have already been paid to these brave deeds, but there is a further tribute—a practical one—which many can pay : you can make up your minds to be more careful than ever with petrol, and to use it only for essential needs.

OUR NEED OF OIL.

It is no simple matter to bring to Britain all the petrol and petroleum products that she needs. It is no simple matter to guard it once it has reached these shores. Tankers and oil installations can be protected by material means. Ultimately, the arrival and the safety of this indispensable munition of war depends upon the courage and resourcefulness of men. Lives are risked, and lives are given. In recent weeks, new theatres of war have been opened up, and brilliant successes achieved. In the future, there may be other campaigns which will help to shorten the war. Our commitments for petroleum for direct war use have increased and are likely to increase. It is a responsibility which the Government has foreseen, and we are ready to meet it. Every ship, every plane, every tank and mechanised vehicle tha t is added to the nation’s growing strength from its own industry and from the United States, must and shall have waiting for it supplies of fuel to enable it to strike at the enemy.

Let me give you some idea of the magnitude of the nation’s petrol requirements. For obvious reasons, I can quote only peace-time figures. In 1938, we imported nearly 12,000,000 tons of petrol and petroleum products. — more than 3,000,000,000 gallons. The cost of our petroleum imports in 1938 exceeded £45,000,000. To-day the calls on our finances for aeroplanes, ships, munitions, raw materials and food from abroad are so great tha t it is imperative for us to reduce all unessential demands on our foreign exchange resources.

I will end by giving you a brief extract from a report about a tanker which, unlike the ‘ San Demetrio,’ did not reach port. ‘ Picture a vessel being torpedoed without warning before dawn, being blown into two between the bridge and the after accommodation, a winter gale blowing, yet all boats from amidships and aft getting safely away with all hands but the boatswain, who unfortunately was lost overboard while trying to get boats launched. Then, finding that the after end of the vessel remained afloat, the master decided to board her again with his crew and endeavour to save the remains of the vessel. ’ The men of the British and Allied tanker crews do not fail us, and we, in recognition of their constant and amazing gallantry, cannot fail them .”

MR. CHURCHILL AND THE UNITED STATES

A Falsehood Exposed

On the authority of Mr. Churchill, the British Embassy in Washington has issued the following statement (says Reuter) :—

There have been repeated allegations in the Press, some of which have even found an echo in the Congressional Record, to the effect that Mr. Churchill issued a statement in 1936 deprecating America’s participation in the war of 1914-1918.

The alleged statement, as reproduced in various newspapers, read : “ Legally we owe this debt to the United States, but logically we don’t, because America should have minded her own business and stayed out of the World W ar. If she had done so, the Allies would have made peace with Germany in the spring of 1917, thus saving over a million British, French, American, and other lives and preventing the subsequent rise of Fascism and Nazism.”

As a number of persons and some newspapers have apparently been deceived by an utter untruth, put forward for the sole purpose of destroying good relations between the United States and Britain, the British Embassy wishes to state on the Prime Minister’s authority tha t it is totally untrue tha t he ever made any such statement to the above or similar effect.

When You’re in the C ity o f L ondon c a ll

in a t —

23 LEADENHALL STREET

March, 1941 JA thdtuxnk T la o y ^ o a ’in a t 69

Honour for Merchant Navy OfficersFifteen Honoured — Some Thrilling Stories

It is officially announced that the thrilling story of the experiences of the crew of a large merchant ship in convoy can now be told.

Captain F. C. PRETTY, D.S.C., the Master of the ship, and Mr. A- DRUMMOND, the Chief Engineer, have been appointed Officers of the British Empire, Mr. J. JESSE, the Chief Steward, has been appointed M.B.E., Mr. N. A. THOMAS, the Chief Officer, has been commended and Carpenter J. FRATER and Able Seaman L. DABNER have both been awarded the British Empire Medal.

Early one afternoon a formation of enemy aeroplanes suddenly appeared over the convoy and dropped a clump of bombs round Captain Pretty’s ship. Three bombs hit the ship. One exploded amidships on the top of the W/T cabin in which an operator was killed instantaneously. The other operator had a miraculous escape. He was sitting on his bunk watching the aeroplanes out of his porthole— the two wooden bulkheads which separated him from the W/T cabin were blown to smithereens and he was buried in the debris— but he was got out unhurt except for a badly bruised back and a good many cuts.

The ship’s canary was hung up in its cage not far from the cabin when this bomb burst. The canary and its cage were hurled 20 feet up the deck. One of the crew rushed to pick it up— the canary was obviously very cross— but with a little petting it recovered and very soon was singing away again with its usual gusto.

Another bomb exploded on the poop not far from the guns and not more than ten feet away from six members of the guns’ crew. Four of these men were blown off the gun platform right through the awning and landed in a heap on the deck below— unhurt !— a fifth man, the 3rd Officer, was badly burnt and the sixth— the gunner, A.B. Dabner, had his ankle fractured and was also burnt— but even so he managed to throw overboard some H.E. shells which were on the point of falling into the fire that the bomb had started in the magazine and the crew’s quarters.

The magazine blazed up at once— and it was then found that one seaman was caught in the crew’s quarters and could not get out and before help could reach him the magazine blew up— and it blew a hole in the roof through which the imprisoned man made haste to escape— much shaken but none the worse !

The third bomb completely wrecked the steering gear and blew a hole in the ship’s side below water level in the stoke hold. The Chief Engineer, Mr. A. Drummond, immediately took the situation in hand and not only stopped this dangerous leak but kept his engines going as they were the only means of steering the ship.

All this time the fires started by the second bomb were still raging the Chief Officer, Mr. Thomas, was in charge of the fire party and with the ship’s Carpenter, J. Frater, did excellent work getting the fires under control— it took them five hours to get those fires out.

The Chief Steward, Mr. Jesse, and one of the younger engineers rendered First-Aid treatm ent to the wounded who made a cheerful party in the saloon which was turned into a temporary hospital. When later that afternoon a medical officer came on board he found everything restored to excellent order — and by the next morning all the injured men were full of good humour and made light of their sufferings.

Great credit is due to Captain Pretty for the seamanship he displayed in handling his ship and in dealing so efficiently and rapidly with the damage she sustained.

During the whole time a heavy sea was running and in spite of the attack and the damage inflicted Captain Pretty managed not only to keep up with the convoy but to maintain a speed of only one knot less than his maximum— and to keep an accurate course with no usable steering gear at all. His action contributed very largely to the safe arrival of the whole convoy in port.

Captain THOMAS KIPPINS has been appointed Officer of the Order of the British Empire for his courage, fortitude and seamanship, and one of his crew, Able Seaman S. H. LIGHT, has been awarded the George Medal by His Majesty The King.

Captain Kippins’ ship was torpedoed at night in the North Atlantic. With a strong gale blowing and high, confused seas, it was hard work launching the boats and in keeping them from being stove in. After making a thorough search to see that none was left behind, Captain Kippins took command of No. 2 boat with 26 men. During the night two men were seen in the water and were only rescued with great difficulty. In the heavy seas the boat was almost overturned ; four men, thrown overboard, were rescued, but the mast, sails and several oars were lost and the boat was filled to the thwarts. She was righted and two more men were picked up. The sea anchor was lost and all through the night the men had to work at the oars.

Next day, as the sea went down, the tired men made a sail from part of a boat cover and hoisted it, using a boat hook as mast. Several ships were sighted as the boat sailed East, but they failed to see her signals.

Thereafter for 14 days, often in heavy seas, exhausted and running short of water, the boat crew sailed and rowed in spite of weakness, cold and hardship.

At last a merchant vessel was sighted and the boat’s crew was rescued- Throughout this heroic voyage Captain Kippins never faltered ; his inspiring leadership and fine seamanship heartened his men and brought them to safety after facing for many days what seemed to be certain death.

Another boat, of which Able Seaman Light had taken charge, got away from the ship. He stepped the mast and set sail. Some ships were sighted but they failed to see the low lying boat. A life boat from another sunken ship were seen and closed. She reported having seen a boat without sail or oars. They searched in vain for her and set sail again.

The weather worsened and they had to shorten sail. Heavy rain squalls caused the exhausted crew great hardship.

Seaman Light kept his men in heart and they sailed on until a lifeboat was sighted with no oars, sails or any sign of life except a canvas tent amidships. This boat was closed and was found to have 16 men from a torpedoed Merchant Ship on board.

Seaman Light towed the derelict boat in spite of rising seas and wind, which made continuous baling necessary.

They sighted an unknown rocky shore, and decided to lie off till daylight, but the boats were driven out to sea again. They saw no more of that coast. In a dead calm the men rowed all day till they were worn out.

In the towed boat men were giving up and Seaman Light went over into it and himself massaged two men and gave them his stockings, and dressed their wounds. Later, in his own boat again he massaged a deck boy who was in agony, and bound up his feet with blanket strips.

A breeze sprung up and they were able to sail again ; they had to row when it fell. Provisions and water were placed in the towed boat, and later the wind rose again. At long last, on 22nd October, after ten terrible days of privation, exhaustion and danger they sighted a British Ship. She answered a flare from the boat and came to the rescue. In a steep sea the exhausted crews were with difficulty transferred to the Steamer where every care was given to them. Seaman Light’s courage, leadership, self-sacrifice and stout heart thus saved not only his own crew but the 16 men whose boat he had towed and tended so well. This fine Seaman kept a log of the whole voyage.

In peace he sails his own yacht, is an expert skier and rides his own hunters ; he “ joined up ” for the war as an Able Seaman.

Captain SINCLAIR BEGG has been awarded the O.B.E. for gallant leadership. He was the master of a tanker which carried a full cargo of herring oil— a valuable and highly imflammable cargo.

The ship was making her way to an English port. It was very early in the morning and some of the crew were still asleep in their bunks. Suddenly an enemy aeroplane glided silently down out of the low clouds and, before any warning could be given, dropped a bomb. A fire was started which within a few minutes enveloped the whole of the poop deck.

Now under this deck the ship’s ammunition was stored and it was impossible to tell whether it had exploded when the bomb burst. Captain Begg decided the risk of the magazine exploding was too great to take and so he sent off in the boats all the crew except the fire fighting party— but he, his Second and Third Officers, the carpenter, the steward and the wireless operator all fell to and for four hours they fought the fire. An escort vessel hurried alongside and her hoses helped the work of these brave men.

Only when he saw that the flames were under control did Captain Begg call the rest of the crew back on board and in due course he brought his ship safely to port.

By their gallant action, under the determined leadership of Captain Begg> the fire party, all of whom have been commended for their bravery, saved not only their ship but also her valuable cargo.

Captain T. 0 . WRIGHT has been appointed Officer of the British Empire and three of his crew have been commended by His Majesty The King.

Captain W right’s vessel was badly damaged by an under-water explosion. Having no emergency control on deck, Captain Wright, at once went forward and dropped anchor.

70 JW.l\ckant TVauy- Vmal March, 1941

Captain W right ordered all but seven of his crew into the boats and later decided that four of the party could be dispensed with. All seven volunteered to stay, so he selected three. With a fire raging there was danger of the magazine exploding.

Captain Wright showed great courage and presence of mind in staying aboard his burning and shattered ship and making every effort to save her, and he was ably seconded by the CHIEF OFFICER, the BOATSWAIN and Able Seaman VICTOR MATCHETT who refused to leave their vessel until she had been beached.

Mr. JAMES ALEXANDER EMBLEY has been appointed an Officer of the British Empire Order.

Mr. Embley was Chief Officer of a ship which was sunk by an enemy torpedo. The crew got away in two boats—one, in charge of the Captain—the other under Mr. Embley.

Mr. Embley, who is 57 years old, acted with great courage and showed fine seamanship. Soon after they pulled away from their sinking ship Mr. Embley’s boat ran into increasingly heavy weather—sail had to be furled and the boat lay to the sea anchor. All night long spray swept the boat—the next night the storm was raging still—for three days more they sailed on and at last were rescued.

During the whole voyage the Chief Officer kept up the spirits of the men in his boat—who had nothing but praise for the way he had taken charge—for his obvious ability and his cheerfulness and extreme unselfishness. For six days he sat at the tiller—and so far as the men knew he had never left the sternsheets and had had little, if any, sleep.

His Majesty The King has been pleased to award the George Medal to Captain R. T. PAINE.

Captain Paine’s ship was torpedoed at night and sank in 15 minutes.A high sea was running and the ship’s decks were littered with debris and

the launching of boats was extremely difficult.Captain Paine refused to leave his ship till he was satisfied that the boats were

away and that four men whom he had seen struggling in the water had been safely picked up and only jumped into a boat just as his vessel sank.

They hoped a rescue ship might come and lay to for the night, but next morning when none appeared Captain Paine decided to try and reach the coast several hundred miles away. Most of the crew were scantily clothed and rations were short—a dipper of water and three dry biscuits a day was all that the master could allow. W ith only a boat compass to guide him he set sail for home.

For six days they battled through gales and rough seas, and then the water ran out—the men became too weak even to eat the dry biscuits—but on the eighth day land was sighted and a coaster took the weary men on board and

'tow ed their boat into harbour.Captain Paine’s good seamanship, stout heart and fine example undoubtedly

saved the lives of all the men in his boat.

Mr. D. B. MORRIS has been appointed Member of the Order of the British Empire.

Mr. Morris was Fourth Engineer of a Motor Ship which was bombed by enemy aircraft. He was on duty in the Engine Room—and the whole place was immediately flooded to water level. Though cut on the forehead by a flying rivet he stopped the engines and brought his firemen up the ladder and then dashed to the back of the engines to try and rescue one other man whom he had seen fall with the water almost up to his neck he tried to drag him round to the ladder, but the swirl of water was too strong and he was forced to let go and swim for his life—the Chief Engineer luckily saw him, when in difficulties, from the top of the ladder and was able to drag him to safety. Later it was found that the man Mr. Morris had tried to rescue had, in fact, been killed by the explosion.

The ship was eventually grounded.

The excellent organisation and good leadership of Captain HERBERT PERCIVAL has received recognition from His Majesty in the London Gazette dated 4th February, 1941—as also the good services of his Chief Officer, his Chief Engineer and the ship’s Baker.

Captain Percival’s ship was torpedoed. She carried passengers, including many children, and cargo. The weather was clear and the sea calm—and having had warning that an enemy submarine was in the neighbourhood Captain Percival had told all his passengers not to undress and to carry their life-belts—and the emergency organisation was ready to act at a moment’s notice.

As a result of this, in spite of the damage caused by the explosion of the torpedo, eight out of nine boats were cleared even though a heavy swell was running.

Two passengers were killed in their cabin by the explosion, a third occupant, though badly injured, was saved by the ship’s Baker who bravely forced his way into the cabin in spite of great danger to his own life.

In the meantime another ship had come up to help in the work of rescue. This ship was in ballast and rode high in the water, which made harder the transfer of the passengers and crew, already hard because of the heavy swell^

Some of the children were slung aboard in ash bags and some of the women passengers too—and all the others were helped up the side ladders with lines round them. The Third Officer of the rescuing ship, Elson by name, twice dived overboard to save children who had been swept into the sea.

Except for the two passengers killed by the explosion all the passengers and all the crew were saved.

Not long ago a passenger ship under Captain J. C. BROWN was attacked by a large enemy bomber. The aeroplane dive bombed the ship four times and machine-gunned the decks—but the crew stood their ground and replied with their anti-aircraft gun and rifle fire.

The German dropped an incendiary bomb which hit the ship. Able Seaman MONK saw it in time and threw it overboard. Some bales of sisal were set on fire but two small laundry boys, J. WIGGINS and A. McLELLAN, on their first voyage at sea, at once attacked the flames and, with other stewards who were on the spot, showed such initiative and courage tha t the fire was under control before the Fire Parties arrived.

The aeroplane then dropped four large high explosive bombs. The first bomb burst alongside and smashed a life boat, two others fell close to the stern, luckily missing the ship, but the other fell amidships. Providentially it was a dud and did not explode. Knowing it would be dangerous to move it, Captain Brown refused offers to throw it overboard and called for volunteers to sandbag it. The same two laundry boys were the first to get to the spot with their sandbags ready.

His Majesty has commended these brave actions which have been recorded in the London Gazette, dated 4th February, 1941.

Under cover of darkness a German raider stalked a British merchant ship in the Atlantic—and almost the first thing the crew knew of the presence of their attacker was when shells started to explode over their ship. Much damage was done by the heavy shelling which lasted for 20 minutes.

The Master gave orders for his men to lower the boats—but the raider apparently determined that there should be no survivors and kept the ship lit up by searchlights and raked the decks with machine-gun fire as soon as anybody appeared on deck, with the object of preventing any escape.

A torpedo was then fired which hit the ship amidships and she sank very quickly.

At this point the raider’s lifeboat was launched and the Germans started to pick up the drowning men.

The Master, Captain JAMES CHADWICK, the Chief Officer, Mr. JOHN STORM, and Mr. JAMES SIGNEY, the Third Engineer, found themselves near each other in the water and they decided that they would try and get away. They found a water-logged boat and in this they hid—they “ kept quiet,” to use their own words—until the German lifeboat returned to the raider ship, which later steamed away. Thereupon they started to bail out their own boat — “ After about an hour’s bailing we seemed to make an impression ” they said—and so they went on until they managed to drain her out sufficiently for their needs. At daylight they returned to the wreckage to see if there were any more survivors and if they could find a water breaker as they had neither food nor water in the b o a t- this they knew when they decided to try and avoid being taken prisoners. All they found amongst the floating wreckage was a boat’s compass and with that—and that alone—they set sail for land a great many hundred miles away—a determined fight against terrific odds.

Their courage was rewarded. The next day they sighted a British steamer which rescued them.

His Majesty the King has commended these men for their splendid spirit so typical of the British Merchant Navy to-day.

Long Membership of UnionSHIPYARD WORKERS’ RECORD

Three Sunderland shipyard joiners can claim a record of 146 years’ unbroken membership of the same branch of the Amalgamated Society of Woodworkers.

They are Mr. William Sparkes, of Canon Cockin Street, and Mr. Thomas Sparkes, both employed at Messrs. Joseph Thompson, and Son’s shipyard, who have been members of No. 6 Branch for 50 years, and Mr. Albert Sparkes, of Penrith Road, employed at the yard of Messrs. Sir James Laing and Sons, who has been a member of the branch for 46 years.

The first two mentioned brothers have been'presented with silver jubilee badges.

March, 1941 fllitehanl TVam fyuVwal 71

THE WORKMEN’S COMPENSATION (Supplementary Allowances) ACT, 1940

3 & 4 Geo. 6. Ch. 47.

ARRANGEMENTS OF SECTIONS

Section.

1. Supplementary allowances to workmen entitled to weekly payments.2. Provisions as to redemption.3. Requirements as to furnishing of information.4. Proof of age and marriage.5. Provision with respect to certified schemes.6. Provision with respect to schemes applying to workmen suffering from

silicosis and certain other industrial diseases.7. Consequential adaptation of Assurance Companies Act, 1909.8. Short title, construction, commencement and extent.

CHAPTER 47.

An Act to provide for the payment of supplementary allowances to workmen entitled to weekly payments by way of compensation under the W orkmen’s Compensation Act, 1925, and for purposes connected therewith.

[8th August, 1940.Be it enacted by the King’s most Excellent Majesty, by and with the advice

and consent of the Lords Spiritual and Temporal, and Commons, in this present Parliament assembled, and by the authority of the same, as follows :—

Supplementary allowances to workmen entitled to weekly payments.1—(1) Subject as hereinafter provided, where any workman is at any time

while this Act is in force entitled to a weekly payment by way of compensation under the W orkmen’s Compensation Act, 1925 (which Act, as amended by any subsequent enactment, is referred to in this Act as “ the principal Act ” ), he shall, whether the accident giving rise to the compensation happened before or after the commencement of this Act, be entitled, in respect of each week after the commencement of this Act in respect of which he is entitled to the weekly payment, to :

(a) a supplementary allowance at a rate not exceeding five shillings a week ; and

(b) in the case of a male workman who has children under the age of fifteen years, a supplementary allowance in respect of each such child at a rate not exceeding four shillings a week for the eldest or only child under that age and for the second child under that age, and not exceeding three shillings a week for any additional child under that age.

(2) Where the weekly payment is in respect of total incapacity or equals the amount which would be payable to the workman in the case of total incapacity resulting from the injury, any such allowance shall be the maxmum allowance, specified in the foregoing subsection, and in any other case shall bear the same proportion to the maximum allowance as the weekly payment bears to the amount of the weekly payment which would be payable to the workman in the case of total incapacity :

Provided that the total amount of the supplementary allowances payable in respect of any weekly payment shall not exceed such sum as would, together with the said weekly payment, amount :

(a) in the case of total incapacity, to seven-eighths of the average weekly earnings of the workman before the accident, calculated in like manner as for the purpose of ascertaining the weekly payment ; or

(b) in the case of partial incapacity, to seven-eighths of the difference between the amount of the said average weekly earnings of the workman before the accident and the average weekly amount which he is earning or is able to earn in some suitable employment or business after the accident.

Any reference in this subsection to the average weekly earnings of the workman before the accident shall be construed, in a case where the amount of the weekly payment is increased as a result of a review under subsection (2) of section eleven of the principal Act, as a reference to the weekly sum which he would probably have been earning at the date of the review if he had remained uninjured.

(3) The supplementary allowances shall be deemed to be part of the said weekly payment for all purposes except :

(a) the calculation of the compensation payable in a case where death results from the injury ;

(b) the provisions of section fifty-one of the National Health Insurance Act, 1936 (which limits the benefit payable under that Act in cases where compensation is payable under the principal Act) ;

and the allowances shall accordingly be payable by the employer liable to make the weekly payment :

Provided that the provisions relating to the redemption of weekly payments shall have effect subject to the modifications contained in the next following section of this Act.

(4) Any workman who is entitled while this Act is in force to two or more concurrent weekly payments shall be entitled to supplementary allowances in respect of each such weekly payment :

Provided that the aggregate of such allowances shall not exceed the maximum allowances respectively specified in paragraph (a) and paragraph (b) of sub­section (1) of this section and where, but for this provision, the aggregate would exceed those maximum allowances and the weekly payments are not all payable by the same person, the several persons liable to make the weekly payments aforesaid shall only be liable to pay such allowances as bear to the said maximum allowances the same proportions as their respective weekly payments bear to the aggregate of the weekly payments.

(5) In this section the expression “ child ” means, in relation to a male workman entitled to a weekly payment :

(a) any legitimate or illegitimate child born to him not later than nine months after the accident giving rise to compensation ;

(b) any stepchild, being a legitimate child whose mother was married to him before the accident ; and

(c) any child adopted before the accident by him, or by him and his wife jointly, in pursuance of an adoption order made under the Adoption of Children Act, 1926, or the Adoption of Children (Scotland) Act, 1930, or the Adoption of Children Act (Northern Ireland), 1929.

Provisions as to redemption.2.— (1) Such of the provisions of section thirteen of the principal Act as

relate to the method of calculating the lump sum for which a weekly payment may be redeemed, where the incapacity is permanent, shall not apply to the redemption of supplementary allowances, and the amount of the lump sum for which such allowances may be redeemed shall, in default of agreement and subject to the following provisions of this section, in all cases be settled by arbitration under the principal Act.

(2) The representative committee, arbitrator or judge of a county court, to whom the settlement of the amount to be paid for the redemption of any supplementary allowances is referred, shall not proceed with the matter unless the committee, arbitrator or judge, as the case may be, is satisfied that, having regard to the circumstances of the case including the interests of any children in respect of whom allowances are payable, the allowances can properly be redeemed.

(3) The Registrar of the county court to whom a memorandum of an agree­ment for the redemption of any supplementary allowances has been sent, shall, unless he is satisfied that, having regard to the circumstances of the case including the interests of any children in respect of whom allowances are payable, the allowances can properly be redeemed, refuse to record the memorandum and shall refer the matter to the judge who shall likewise refuse to record the memorandum unless he is satisfied as to the matter aforesaid :

Provided that this subsection shall not be taken as prejudicing any power of the Registrar or Judge under the principal Act to refuse to record auy such memorandum as aforesaid.

(4) The representative committee shall not approve, for the purposes of any order made under section twenty-eight of the principal Act, any agreement for the redemption of any supplementary allowances, unless the committee is satisfied as to the matter aforesaid.

72 JH ete lu in t tVm uf March, 1941

(5) Where for the purposes of any of the following enactments, that is to say :(a) subsection (3) of section seven of the principal Act ;(b) sections seventy-eight and two hundred and sixty-four of the Companies

Act, 1929 ; and(c) subsection (5) of section three of the W orkmen’s Compensation (Coal

Mines) Act, 1934 ;it is necessary to ascertain the amount of the lump sum for which any weekly payment which includes supplementary allowances could be redeemed, those enactments shall have effect subject to the provisions of subsection (1) of this section, but the foregoing provisions of this section, other than subsection (1) shall not apply.

(6) W here any weekly payment is redeemed but not the supplementary allowances payable in respect thereof, those allowances shall continue to be payable as if the weekly payment had not been redeemed, and the provisions of the principal Act relating to reviews of weekly payments and periodical submission to medical examination and otherwise shall continue to apply for the purpose of ascertaining the amount which the weekly payment would have been at any time if it had not been redeemed, and of adjusting the supplementary allowances accordingly.

Requirements as to furnishing of information.3.—(1) Any employer, against whom a claim for supplementary allowances

is made may by notice in writing require the workman to make a declaration in such form as may be prescribed by the Secretary of State and containing such information as may be necessary for the purposes of this Act as to any children in respect of whom allowances are claimed, and as to any other weekly payment by way of compensation under the principal Act, and any supplementary allowances payable in respect thereof, to which the workman is entitled, and any employer liable to pay supplementary allowances may by notice in writing require the workman to make, on any occasion on which the supplementary allowances are due, a declaration in such form as may be so prescribed containing such information as may be necessary to enable the employer to ascertain whether there has been any material change of circumstances ; and if the workman, without reasonable cause, fails to make the declaration within a period of fourteen days from the service of any notice under this subsection, his right to the allowances shall be suspended as from the expiration of that period until the declaration is made, and no allowances shall be payable in respect of the period of suspension.

(2) Any person who, for the purpose of obtaining a supplementary ailowance for himself or any other person or of increasing the amount of any such allowance, knowingly makes any false statement or false representation, shall be liable, on summary conviction, to a fine not exceeding twenty pounds or to imprisonment for a term not exceeding three months or to both such fine and such imprisonment, and where any allowances have, in consequence of any such false statement or representation made in writing by the workman or with his knowledge, been paid in excess of the amounts to which the workman was entitled, the employer liable to pay the allowances shall, without prejudice to any other method of recovery, be entitled to deduct the amount of the excess

' from any future payments of allowances.

Proof of age and marriage.4.— (1) Where for the purposes of this Act the age or marriage of any person

is required to be ascertained or proved, any person shall :(a) on presenting a written requisition in such form and containing such

particulars as may be prescribed by the Minister of Health or, as respects Scotland, by the Secretary of State ; and

(b) on payment of a fee, in the case of a birth certificate, of sixpence, and, in the case of a marriage certificate, of one shilling ;

be entitled to obtain a certified copy of the entry of the birth or marriage, as the case may be, of the first-mentioned person in the register of births or marriages, as the case may be, under the hand of the Registrar or Superintendent Registrar or other person having the custody thereof.

(2) Forms for such requisitions as aforesaid shall on request be supplied without any charge by every Registrar of births and deaths, and by every Superintendent Registrar or other person having the custody of the register.

Provision with respect to certified schemes.5.— (1) If it appears to the Registrar of Friendly Societies that any scheme

duly certified by him under subsection (1) of section thirty-one of the principal Act no longer conforms to the conditions stated in that subsection by reason of the provisions of this Act, he shall make such amendments of the scheme as may in his opinion be necessary to render the benefits thereunder, after discounting any additional benefits arising as the result of contributions by the workmen, not less favourable to the workmen than the benefits provided by the principal Act as amended by this Act.

(2) Where the Registrar has amended any such scheme, the amendments shall have effect as from the commencement of this Act, and the certificate given by the Registrar in respect of the scheme shall continue to apply to the amended scheme.

Provision with respect to schemes applying to workmen suffering from silicosis and certain other industrial diseases

6 —This Act shall apply in relation to workmen entitled to compensation under any scheme made by the Secretary of State under the provisions of section forty-seven of the principal Act and of the W orkmen’s Compensation (Silicosis and Asbestosis) Act, 1930, subject to such adaptations, modifications and exceptions as may be contained in the scheme or in an amending scheme made under those provisions.

Consequential adaptation of Assurance Companies Act, 1909.7.—The Board of Trade may by order make such adaptations and modifica­

tions of the Fourth, Sixth and Eighth Schedules to the Assurance Companies Act, 1909 (which contain certain forms of statement, rules and requirements relating to employer’s liability insurance business), as appear to the Board to be necessary or expedient in consequence of the provisions of this Act.

Short title, construction, commencement and extent.8.—(1) This Act may be cited as the W orkmen’s Compensation

(Supplementary Allowances) Act, 1940, and shall be construed as one with the principal Act, and the W orkmen’s Compensation Acts, 1925 to 1938, and this Act may be cited together as the W orkmen’s Compensation Acts, 1925 to 1940.

(2) This Act shall come into operation on the nineteenth day of August nineteen hundred and forty.

(3) This Act shall not apply in any case where the accident happened before the first day of January nineteen hundred and twenty-four.

WORKMEN’S COMPENSATIONThe N ew A ct Explained

By W. H. Thompson, price Is . l j d . post free.Published by the Labour Research Department, 6, High Holborn, London,W.C.1.

The new Act is explained simply and concisely.The memorandum sets forth clearly the inadequacy of the previous legislation

and this document should be read by those who are concerned with, or may be affected by, the application of the W orkmen’s Compensation Act.

The full text of the W orkmen's Compensation (Supplementary Allowances) Act, 1940, is as the foregoing.

A FITTING TRIBUTEWriting Editorially on 27th January, 1941, the London Daily Telegraph

said :—“ Short of a Royal charter there is a right royal quality about Britain’s

merchant navy. It is therefore a fitting m ark of the nation’s gratitude for all that the men of this most gallant service are doing that they and their dependents should receive the same scale of compensation as applies to their fellows of the Royal Navy. Every ship that sails under the Red ensign to bring us our indispensable supplies and maintain the indispensable services challenges sudden and deadly perils ; death lurks wherever the enemy’s submarines and bombers and surface raiders can reach. Behind each week’s toll of shipping losses are innumerable deeds of nameless heroism, typified recently by the superb story of the tanker ‘ San Demetrio,’ which ranks with the epic of the ‘ Jervis Bay ’ itself. Sir Walter Womersley has spoken the nation’s mind in his outline of the new pensions scheme.

Like its sister, the Royal Navy, the Mercantile Marine is in the forefront of the battle, for it goes out to meet the enemy. But it is, for all that, a civilian service, and typifies the new role which the civilian in many different ways is called upon to play in war. We are daily witness to this transformation in our great cities at home, which air power has deprived of their age-long immunity from the scars and perils of war. Here, too, the claims of the stricken are being duly remembered. Sir Walter Womersley gives the welcome assurance that special measures have been taken to eliminate delays in the payment of pensions and allowances due to victims. The State’s machinery is to move with the swiftness that will avert even the temporary incidence of need.”

THE COASTAL COMMANDOver 40,000 Ships Escorted During 1940

The primary duty of the Coastal Command is reconnaissance and co-operation with the Royal Navy in keeping open the trade routes to and from this country. During 1940 more than 2,000 convoys, numbering over 40,000 ships and totalling approximately 200,000,000 tons, were escorted by aircraft of the Command. The value of the cargoes, inbound and outbound, averaged approximately £4,000,000 a day, and in this work aircraft of the Coastal Command flew about 34,000,000 miles during the year.

March, 1941 fltbduud Tlouy. not 73

V V V- *r W V'V Ark k k k k k k k k k k k ' k ' k ' k ' k ' k ' k ' k ' k ' k ' k ' k ' k k ' k ' k ' k ' k

WELDING^ Ar A: k k k k k k k k k k k 'k 'k 'k 'k 'k 'k 'k 'k 'k 'k 'k 'k 'k 'k 'k 'k 'k 'k 'k ^ 'k 'k 'k 'k

No visitor to a shipbuilding or repair yard can fail to have noted the increased reliance that is placed upon welding. Although dependability is fundamentally the reason for this, the rapid growth of such practice is due, to a large extent, to important developments that have taken place including the introduction of new processes.

Welding repair facilities have been utilised to a very large degree by the authorities since the outbreak of war. For obvious reasons it is not possible yet to give particulars of the most interesting of this work, some examples of which may be termed epic engineering achievements. Nevertheless it is often the reason why ships damaged by enemy action are put into service again with a full measure of efficiency restored in a remarkably short space of time.

Scientific welding engineers have spent much time and money upon research which has been aimed mainly at increasing the scope of repair activities.Naturally many members of the Mercantile Navy will have pondered the possibility of all-welded ships, for progress in this direction is widely known.All that can be said, without fear of contradiction at this juncture, is that experiments have brought promising results but they have revealed the great difficulty of producing craft of this type in any but boatyards exclusively laid out for welding. The happiest outcome so far has been in connection with ships that are partly welded and partly riveted ; it is therefore toward the latest practice relative to repair work that the writer wishes to direct particular attention.

It is a pity that in some quarters certain limits are attributed to welding although these no longer exist in fact. There is excuse for this on account of the rapid progress tha t has been made, thus only those who have been able to keep in close touch with developments fully realise what has been accomplished.For example comparatively few engineers know tha t obstacles preventing the welding together of dissimilar metals have now been swept away. At first such work was confined to the ferrous group of materials, malleable iron being welded to steel and so on. Far more recently a process has been commercialised enabling practically any combination of metals to be achieved. Steel and aluminium, to quote an extreme example, can be welded together so successfully that the breaking strain of the weaker metal is always lower than the area at the line of union, thus proving that a true weld results. It is not suggested that this specific instance has an im portant marine application but other combinations may have vital influences in ship repair and construction the full extent of which cannot be foreseen as yet.

Improved technique in the repair of highly finished steel parts is bringing about not only substantial monetary saving but by utilising components which might otherwise be scrapped, supplies of material and labour are being conserved.Crankshafts illustrate this point. So far marine shafts up to 16ft. in length have been welded after breakage, usually through a web, the results have been absolutely dependable and completed under the usual “ money back ” guarantee. At the same time worn crank pins and journals have been built up afresh, whilst in instances in which crankshafts have been distorted seriously as a result of a smash, they are welded and trued to within a tolerance of one- thousandth part of an inch.

It is not generally realised that a t one time the perfect welding of steel which had to receive a superfine finish subsequently, presented certain stubborn difficulties, chiefly on account of pit marks in the weld metal. Obviously these could not be tolerated on a bearing surface and lengthy investigation of the phenomenon followed. The cause of these blemishes was found to be the affinity of the oxygen in the atmosphere for the molten metal. This brought about the development of the hydrogen “ fie ld” process which effectively encloses the point of fusion with this gas. The result is a weld tha t is so perfect it cannot be detected without the aid of a powerful microscope, but in addition to eliminating all risk of blemish, the hydrogen improves the quality of the weld metal in other respects.

A very important tool in a shipyard—a cutting and punching machine, capable of cutting, splitting and punching thick sheet steel of any length and also used for cutting bars, angles and tees. The machine was badly strained and cracked as shown.

All cracks were repaired by scientific welding and in addition highly stressed places were re-inforced in the same way. This made the machine stronger than ever and no further trouble has been experienced even under the most exacting conditions. The cost of the repair was small in comparison with the price of a new casting, and delivery was much quicker.

B Y

C. W. BrettM. Inst. W .

(Managing Director of

Barimar Ltd.)

Scientific W elding

Engineers

Progress has been made in another direction, but this has been so steady it has passed almost unnoticed ; it concerns the thickness of the metal that can now be handled. It is no uncommon thing for massive castings to be repaired sometimes involving sections upwards of 5ins. in thickness. Naturally great skill and experience are required on the part of the operator but this factor is essential to the success of all high grade welding repair work.

Not long ago the cylinders of a very large triple expansion engine were repaired in a remarkably short space of time, although some of the cracks which were welded measured several feet in length. This engine has since behaved faultlessly and a delay of many months was avoided as well as a great deal of money saved on the cost of replacements. W ith average components the saving is in the neighbourhood of 80 per cent.

Quite apart from providing a permanent solution in cases of breakage, welding is of the utmost use in combating the insiduous effects of wear and corrosion. The instances in which it has overcome all manner of damage in condensers are legion, whilst deck equipment and winches in particular, have in innumerable instances been brought back to their original state of efficiency and strength by welding.

In regard to cast and malleable iron parts no longer are these pre-heated before welded. This time-wasting preliminary, which is therefore costly, has been avoided entirely by improved methods of heat control which effectively prevent stresses being set up in the metal due to unequal expansion and contraction, this being the primary reason for old-fashioned methods of furnace treatment.

In these days the need for rapid repair is obvious, but such work must be absolutely trustworthy, for life itself may depend upon the result. Skilful welding not only assures this security but does so with little delay, low cost and without concession in the matter of efficiency. British scientific welding engineers are proud of the fact that they are universally regarded as being pre-eminent at their craft ; their aid is needed nowadays and it is being given without stint.

74 ^M etakant Haoy ^ o u to a l March, 1941

By FRANK C. BOW ENAmerican bluejackets pulled down the German flag from the consulate at

San Francisco, officially condemned but popularly applauded.* * *

The French liner “ Mendoza,” testing the British blockade by running home without a navicert, was captured by H.M. auxiliary cruiser “ Asturias.”

* * *

The heads of the Norwegian Shipowners’ Association have been arrested by Germans in Norway in exasperation for the loyalty of the service outside German-controlled waters.

* * *

The Italian transport “ Sardinia ” was sunk in the Adriatic by the Greek submarine “ Proteus.” * * *

It has been officially announced by the Canadian Government that the 18 merchant ships which were to be built at Quebec, Montreal and Vancouver for the British Government were to have a deadweight tonnage of 9,300.

* * *The famous Polish submarine “ Orzel,” finally sunk by the Germans, has

' been replaced by one named “ Sokol ” (Falcon) built in a British yard.* * *

The constant stream of Italian prisoners transported to Bombay has made an immense impression in India ; coupled with the re-opening of the pilgrim trade it has convinced the people of British sea power.

* * *

The Navy co-operated with the Army and Air Force in the capture of Tobruk and other Italian strongholds in Northern Africa but the Merchant Navy has been keeping them supplied. * *

The anti-aircraft batteries of U.S. Naval ships are to he increased and improved at a cost of £75,000,000, which was voted without opposition.

H.M.S. “ King George V.,” the latest battleship to be completed, was employed to convey Lord Halifax, the new ambassador to the United States, to Annapolis and created immense interest in America. The Admiralty permitted a similar interest in Britain by publishing her photograph at the same time.

* * *

H.M. submarine “ Parthian ” has continued her run of luck in sinking Italian supply ships and transports.

* * *From the beginning of the war to the end of January ships and cargoes valued

at over £22,000,000, sunk or damaged by enemy action, have been successfully salved. * * *

The American broadcast by the Ministry of Shipping, stressing the importance ’ of merchant ships at the present time, made an immense impression in the United States. * * *

There have recently been quite a number of cases in which trawlers com­missioned by the Navy have beaten off the most determined enemy air attacks.

* * *

The faked German wireless message that the steamer “ A rcad ia” was being attacked by a submarine was shown up when it was proved that she had been sold and renamed some time previously.

* * *The whaling Factory Ship “ H ektoria,” originally the White Star Australian

liner “ Medic,” created quite a sensation when she arrived at New York with passengers, the first British liner to do so since November.

* * *

The enemy sent out a faked S.O.S. message purporting to come from the Canadian Pacific liner “ Empress of Australia,” and then claimed to have sunk her off Dakar on their wireless news, when all the time she was safe in port.

At the end of 1940 the Marine Society reported that no less than 13 boys trained in the “ Warspite ” on the Thames had been promoted to commissioned or w arrant rank in the Navy since the outbreak of war.

* * *

Nova Scotian shipyards formerly famous for the construction of Grand Banks schooners have contracted to build a number of minesweepers for the Royal Navy, * * *

The rumours deliberately set afloat in the United States, that Britain was asking for cruisers in addition to the destroyers already exchanged for bases, have been definitely denied by the U.S. Navy Department.

* He *

Among the names of Canadian men-of-war which have been announced are the “ Minas ” and “ W asaga,” two minesweepers.

* * *As the regulations entailed merchant shipping prisoners-of-war losing the

benefit of their National Insurance unless they paid heavy arrears for the period of their imprisonment, the Government promised to introduce legislation to remove the hardship.

Grand Admiral Raeder made a long speech to German dockyard workers on the triumphs of the submarines, but wireless listeners noted that it was received in almost complete silence in sharp contrast to the enthusiastic cheers of earlier speeches.

* * *

The Australian Government is spending large sums in increasing the cold storage facilities for meat destined for Britain.

* * *The leakage of shipping information through neutral steamers, which was

reported to have assisted the German raider in the Pacific, is being carefully investigated by the New Zealand Government.

* * *In spite of all the efforts of German submarines the official figures show that

there has recently been a great increase in food imports into Britain.* * *

The Hamburg American liner “ Portland,” which has been sheltering at Talcahuano since the outbreak of war, sailed for an unknown destination at the end of January.

■ ^ : j . I N ■••• ;" “f S l M

8

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March, 1941 Aletehont TUtu 3*m\»val! 75

Enemy ’planes launching a heavy raid on the Suez Canal failed to obtain any results.

5*S 9*S SfS

The report circulated in the United States, that they were going to accept H.M.S. “ King George V.” in exchange for >20 more destroyers, was flatly denied.

* * *

To illustrate the shipbuilding difficulties to-day, the First Lord announced that it took five times as much labour to produce a modern warship as it did a t the outbreak of the late war.

* * *

Japan is going through a serious spy craze and has recently tightened up the counter-espionage law against visiting foreigners, laying down many more death penalties. * * *

A requisitioned ship carrying Italian prisoners of war from the Libyan front was heavily bombed by enemy aircraft ; casualties among the prisoners were heavy but the ship reached port.

The U.S. Navy has been authorised to build no less than 400 small craft, mostly anti-submarine types for which enthusiasm has grown greatly since the acquisition of British bases close alongside the channels into the Caribbean.

The American steamer ‘ ‘ Cold Harbor ’ ’ was specially commissioned to carry relief supplies to Spain and unoccupied France and sailed from Baltimore under the Red Cross. * * *

The Anglo-Saxon tanker “ Telena,” abandoned after an enemy air attack, brought £110,000 salvage to the owners and crews of two Spanish trawlers.

The Italian cargo steamer “ Vittorio Veneto,” built during the late war as the standard steamer “ W ar Joy,” was sunk in the Adriatic while carrying supplies. * * *

A number of officers and men from the Royal Australian Naval Volunteer Reserve have reached London, some fully trained and some to complete their training in Britain.

Negotiations have been taking place in New York to release Danish refugee ships in U.S. waters for the British supply services, and to transfer French refugee ships to the non-European trade.

* * *Apparently reliable sources report that a number of the biggest Italian liners,

including the record breaker “Rex,” have been requisitioned by the Italian Navy. * * *

The Japanese Government reported that they were in negotiation with Russia for the transit of Japanese goods to Germany by way of Siberia.

* * *

The German Government refused any satisfaction to Eire for the wanton air attack on the motor coaster “ Loch R yan,” on the ground that she was outside territorial waters. * * *

The United States Lines, debarred from trading with Britain under the Neutrality Act, have transferred several of their cargo steamers, built during the late war by the U.S. Shipping Board, to the Panamanian flag.

* * *The Compagnie Generale Transatlantique liners “ Indiana ” and “ Namur ”

were attached at Cristobal for unpaid instalments to Messrs. Harland and Wolff just when the Nazi Government were exerting pressure on their owners to try to make them run the British blockade.

* * *Ten Danish torpedo boats which had been immobilised when Germany

invaded the country were seized by the German Navy, in spite of their numerous assurances.

* * *

Reliable sources report bitter quarrels between the German and Italian submarine crews at Bordeaux, reminding one of the late war when the crews of German submarines operating against merchant ships in the Mediterranean from Austrian ports had to be accommodated in floating barracks because of their attitude towards their Austrian friends.

* * *The Kiel Canal was closed for a considerable time in consequence of a Finnish

ship being sunk in collision there.* * *All Australian coastal shipping has been put under the close control of the

Commonwealth Government for the duration of war.Continued on next page.

r#4-;

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76 .Aietefumt TWt} %ou\nal March, 1941

A number of Jugo-Slav steamers which have been employed in the service of the enemy have been placed on the Ships Discrimination and Black Lists.

* * *

The U.S. Navy continues to buy a number of luxury yachts for conversion in anti-submarine vessels, and several of them have been transferred by patriotic owners at a nominal price of one dollar in order to comply with the law.

* * *

The aircraft of the Coastal Command have been operating against the enemy supply services on the coast of Norway, which are usually escorted by destroyers and other naval vessels.

* * *

H.M. escort vessel “ Pytchley,” the first of the new fast “ H u n t” class which have appeared in the news, shot down an enemy 'plane which approached her convoy. When they were roughly described in 'the 1939 naval estimates they aroused great attention.

* * *

The heavy bombardment of Genoa by H.M. ships “ Renown,” “ Malaya,” “ Ark R o y a l” and “ Sheffield,” with accompanying light forces, caused a great sensation, both in Italy and in neutral countries, for the port had been regarded as impregnable.

* * *

The U.S. legislature had no hesitation in passing a Bill providing for the construction of 200 more merchant ships by the U.S. Maritime Commission.

* * *

Following the lead given by Canada, Australia and India, South African steel men have been discussing the possibilities of establishing a shipbuilding industry.

* * *

With the idea of further exchanging information and facilities, especially in war-time, the North-East Coast Institution of Shipbuilders and Engineers and the Society of Naval Architects in the United States have come to an affiliation agreement.

* * *

The former North German Lloyd Liner “ George W ashington,” built in 1908, and seized when the United States came into the late war in 1917, has now been fitted out as a U.S. transport.

* * *

By agreement with the Nederland Line the Dutch authorities have fitted out the big motor liner “ Oranje ” and have loaned her to Britain, without charge, as a hospital ship for the duration of the war.

* * *

The very miscellaneous collection of old tramps which had been purchased by Jugo-Slavia has been earning very high freights except where the ships have fallen foul of the blockade.

* * *

In order to relieve the food situation the Government is allowing returning troopships to pick up essential cargo in space not wanted by the War Office.

* * *

The Deutsche Levante Line, with the assistance of the Nazi Government, is working up a big organisation on the Danube to substitute the inland for the deep sea service to South-Eastern Europe.

* * H*

New Zealand shipbuilders have been officially reported to be building minesweepers of a strikingly improved type.

* * • *

The effective operations of the Navy have been shown by a reduction in the rates of war risk insurance on various routes, particularly in the Mediterranean.

* * *The Norwegian steamer “ Ryfylke,” carrying German military passengers,

was sunk by a British submarine, but all her people were given time to get away in the boats, which was in sharp contrast to German practice.

* * *The activity of British and Greek submarines round Trieste at the head of

the Adriatic has caused a good deal of concern in enemy circles.* * *

U.S. Congress willingly voted the President nearly £225,000,000 to accelerate the completion of naval ships already authorised and to improve land bases.

* * *

The salvage award for the requisitioned Danish ship “ Prins Knud ” presented a big problem to the Admiralty Court as the Government wanted other claims to be given equal importance and everything to wait.

H.M. Australian Cruiser “ Sydney ” was given a great reception when she returned to Sydney after her feats in the Mediterranean.

* * *The Brazilian Lloyd has bought the former Italian cargo steamer “ Caprera,”

salved after stranding at Rio in 1932.* * *

The German wireless claimed to have sunk 14 ships in a convoy off the Azores, but the actual number is reported to be six.

* * *

The German liner “ E lb e ” left Kobe loaded with supplies for German raiders in the Pacific.

* * *

Mr. Simon Lake, the veteran submarine designer, has suggested a hundred cargo-carrying submarines, at a cost of £50,000,000, to thw art the German submarine blockade.

* 4 *

Owing to the shortage of oil Swedish diesel engineers have contrived considerable success with wood tar.

* * *

The Chamber of Shipping has appointed a Shipping Policy Committee, which has to discuss, among many other things, the post-war disposal of ships which are now being built for the Government.

* * *

In the Libyan campaign the British advance revealed the Italian loss of one cruiser, four destroyers, 22 merchant ships, two torpedo boats and one tug, principally through air bombing and scuttling.

* * *

It was announced that the British ships “ Blairathol,” “ Margot,” “ Volturno ” and “ Clune Park ,” and the Greek ships “ Polyktor ” and “ Anna Mazaraki ” had reached Funchal safely after the German attack on the convoy.

SHIPBUILDING CONTROLIt is understood tha t The Rt. Hon. Ernest Bevin, Minister of Labour and

National Service, is preparing a scheme, in conjunction w ith the Admiralty, to speed up the production of ships which will in effect, bring the shipbuilding industry under National Control. I t is proposed to appoint a National Director of Shipbuilding. He will have working under him a number of regional directors, whose task will be to co-ordinate the resources of all shipyards so tha t every machine and man is used to full capacity. Workers, where necessary, will be transferred from one yard to another. Both employers and workers representatives are being consulted by Mr. Bevin.

It is also understood tha t Mr. Bevin has already outlined his plans to representatives of the Shipbuilding and Engineering Unions, and he is later to meet the Employers Federation. There will also be jo in t discussions a t which Mr. Bevin will seek the co-operation of both sides.

He met representatives of the employers on 13th February, 1941. A joint conference is to follow.

It is understood that Mr. Bevin is contemplating an order requiring shipyard workers not already engaged on Government work to register, so that they can be diverted to work where their skill will be more valuable in the national interest. Many have drifted out of the industry, and Mr. Bevin is anxious to get all the man-power of the right kind he can into shipbuilding.

Some form of national and regional machinery with powers to bring about more effective co-ordination in the supply of materials and the use of man­power for naval and merchant construction is believed to have been suggested.

The union leaders claim that something like a miracle has been achieved within the industry itself on a purely voluntary basis.

One of them told a reporter that the output and production per man employed had been doubled. This was evidence, he said, of the capacity of the industry to face the situation and deal with requirements without control.

WARNING TO IMPORTERSINFORMATION WHICH ENDANGERS SHIPPING

British importers are urgently asked by the Import Licensing Department of the Board of Trade to arrange with overseas suppliers, agents of shippers of goods destined for British ports, that names of steamers and the dates of sailing shall not be mentioned in cables or telegrams.

Such information given in cables or telegrams in all innocence may, it is pointed out, fall into enemy hands and endanger shipping.

March, 1941 jHetelumt Tl<uw* fywhnal 77

Tjfo Minister of Shipping on hisTough Job

Broadcasting to the American Nation on Saturday, 25th January, 1941, the Minister of Shipping, Mr. Ronald Cross, said :—

“ As British Minister of Shipping I have a tough job. My task is to arrange for the movement of ships ; ships which carry our troops, and bring our food, our raw materials, munitions and so on, to Great Britain. We need these cargoes not only to keep us alive ; we need them to keep up our war effort and we need them to develop our war effort to its full blast.

Now many of these goods come from your factories in America and every week the quantity grows larger. It is your factories as much as ours that are steadily bringing us closer to the day when we can reckon to rid the world of the threat of Nazi domination. The whole future of democracy depends largely on your industrial help, and on the energy you put into speeding up and increasing your production. Speed—speed in delivering the goods—is more than half the battle, and your determination to turn America into a vast arsenal for democracy comes to us, here in the fighting line, as a message of friendship and as a message of certain victory.

We are relying on your irresistible support and we thank you from the bottom of our hearts.

Now without starting a lesson in geography I want to remind you tha t Great Britain is a small island about the size of New England and the State of New York put together. But it has a population equal to more than a third of the population of the whole of the United States. And everything that we haven’t got in our own islands must be brought to us—and must be brought to us in ships. No great Power except, perhaps, Japan, is so dependent upon the sea for her very life as we are.

Our shipping resources are very large but they are not unlimited, and the war has added greatly to the calls on British shipping just as it has also added enormously to the difficulties and the dangers of the sea. The British Ministry of Shipping has no easy job in arranging to meet all the many demands that are made upon it.

Here are some of the problems with which I have to grapple.You all know that ships are highly specialised. That it is no more possible

to carry oil in an ordinary cargo steamer, or frozen meat in a tanker, than it would be to move a heavy load with a motor-cycle or use a five-ton truck as a town car. And ships differ in speed. The faster cargo ships can keep up 13 knots—the slower ones average only 8. They differ enormously in their tonnage—ships sailing under the orders of my Ministry vary between the giant85,000 ton “ Queen Elizabeth ” and the little Coastal ships of 300 or 400 tons. And then ships differ very much in the types of cargo they can carry—ships differ in the distance they can sail without refuelling—some use coal and some use oil -some are built for special trades—others are built for a particular climate indeed the differences between ships are endless, and the movement of ships is, consequently, no simple matter of sending any ship you have free to do any job that needs doing. I t ’s a question of fitting a ship to the port, to the cargo, and to the ocean run. and even then every crew is not suitable to every task or to every climate.

My Ministry has got to ensure that each ship, whatever its characteristics, makes the maximum contribution towards the general effort of supplying this country with everything we need not only to maintain but to increase our fighting strength— let me emphasise that—to increase our fighting strength to its highest possible level of development.

And in addition to our needs in Britain we must supply our forces overseas. The British victories against the Italians are only possible because at great sacrifice of other things we have found the ships to carry men, guns, tanks, aircraft, food, and so on, down the Coast of Africa, round the Cape of Good Hope, up the Indian Ocean and through the Red Sea to Egypt ; a distance of over 12,000 sea miles from home.

I doubt whether any campaign of such magnitude has ever before been fought so far from its main base.

Again, the present occupation of Europe by Hitler adds greatly to the distance that our ships have to travel to fetch many of our cargoes. Goods that we used to buy from Europe must now be fetched from far-off countries across thousands of miles of sea. More and more ships will be needed every month to bring the ever-growing stream of munitions and supplies from America ; and you must remember that we no longer have the help of your fine merchant fleet which in times of peace shared with us the great trade of the North Atlantic.

Nor is this all. I am for ever trying to cut down delays. But much delay is unavoidable. For example, our ships sail in convoy so that we can give them protection ; the ships have to be assembled to join the convoy and that

means delay, and then these conveys can only travel at the pace of the slowest ship ; they often go far out of their course to avoid attack, and in these and other ways ships are unavoidably slowed up.

But when I remember that we have never gone short of food and that our fighting forces have never been held up for lack of shipping, then I think with gratitude and admiration of our seamen, and of the seamen of our Allies, who in the face of risk and hardship unfailingly cross and re-cross the ocean with their precious cargoes.

But we are faced with a serious danger ; you know that ever since the fall of France our losses in ships have been heavy and a t that rate of sinking, the day might come when our power to im port would no longer be equal to our military needs. We are putting out all our energy and using every resource to meet this threat, for we all know very well that if the output of your factories —and i t ’s a rapidly growing output— were unable to reach these shores, then our steps towards breaking Hitlerism would have to give way to a less punchy method of tackling the Nazi ruler. In that case the war might drag on for years before we could wear down the spirit of the enemy. But make no mistake about it we are determined to break these dictators, we shall prevent them crushing out the free way of life.

And so it is vital that we maintain our shipping. British shipbuilding yards are working at full stretch for two purposes, first, to replace our losses of cargo ships and second, to turn out new warships, many of which will protect our convoys and hunt down and destroy the U-boat. But we need more ships— many more ships—than our Yards are able to supply and so America’s recently announced intention to build great fleets of fast cargo ships once again in record time brings us added encouragement.

There is no country in the world that can turn out ships on a scale approaching that of the United States when you organise yourselves for the purpose. I wonder how many of you know the terrific rate a t which you increased your shipbuilding in the last War. In 1919 if the war had continued your output compared with the beginning of the war would have increased no less than 20 times—think of it—20 times, an increase from 200,000 gross tons a year to 4,000,000—an all time world record, and that you did over 20 years ago. American ship production was a turning point of that war and it can be so again to-day if you so will it.

It is a common mistake to suppose that in the last war the U-boat threat was overcome by warships alone. Far from it. In the year from September, 1917, to August, 1918—when the convoy system was in full operation with large numbers of destroyers, the total shipping losses were very heavy—more than3,500,000 gross tons. The shipping position was maintained, but only because of the colossal construction of new ships—mainly in the United States. There is no country in the world that can turn out ships on a scale tha t can compare with the vast potentiality of the United States of America.

We have a tough job at sea to-day. In the last war Germany could only operate her submarines from her own shores within the North Sea and the Baltic. To-day she holds every port in Western Europe from the North of Norway in the Arctic Sea to the Spanish frontier in the South. Her submarine bases stretch in a vast arc around the British Isles. In the last war the Allied and Associated powers had the use of the British, the American, the French, the Italian and the Japanese fleets, and in those days we had Western bases in the Irish ports. In this war it is our honourable, our challenging task to face the enemy almost alone. And the call on our yards to-day is the same call as in many a war before. The call of Nelson—the call of Paul Jones. The call for the light warship the frigate of the past—the destroyer of to-day. But there is this all-important difference between the present and the past. To-day we have learned how to deal with U-boats. Given the equipment we can subdue the U-boat threat—we can regain the mastery that was ours before the crushing of Norway and the loss of the French Atlantic Coastline. But we must have your industrial support.

The battle of 1941 will be a battle of the seas.It is for you alone to determine what our speedy victory is worth to you, and

in what ways and to what extent you may wish to give us help. After the defeat of our Allies in May you helped us to rearm. You did it at a vital moment, and you did it in generous quantity. Since then it has been with further assistance from you that we have already dealt heavy blows at the Axis. You have indeed helped to set our feet on the road to final victory. Victory is ever to the swift and to the stout of heart. We shall never falter or turn back, but it is within your power to say how long and how steep shall be the road of the fighters for freedom.”

78 JAitokant Raw* March, 1941

The “ Watchkeepers of Westminster”

ROYAL AIR FORCE (COASTAL COMMAND)In the House of Commons on 10th December, 1940 :Mr. SIMMONDS asked the Prime Minister whether he will give an assurance

that there is no intention that the control of the Royal Air Force Coastal Command shall pass from the Air Ministry to any other Department ?

Mr. PERKINS asked the Prime Minister whether he will give an assurance that no changes in the control of the Royal Air Force Coastal Command will take place before this House has had an opportunity of discussing this matter ?

The PRIME MINISTER (Mr. Churchill) : I see no reason to give any specific assurances which would tend to impair the responsibility of His Majesty’s Government to Parliament for the proper conduct of the war. It is my duty as Minister of Defence to review such questions from time to time in the light of current experience. I have come to the conclusion that while there is no need at the present time to change the position of the Coastal Command as part of the Royal Air Force, it is necessary that the Coastal Command should play a more important part than it has hitherto done in trade protection, and tha t for this purpose substantial increases, some of which have been already effected, will be necessary. Moreover, as the function of the Coastal Command squadrons is that of co-operation with the Royal Navy, the operational policy of the Command must be determined by the Admiralty, of course in consultation with the Air Officer Commanding in Chief. Excellent relations have been established since the war, between the two Services, and the closest contact exists between the Naval and Air authorities. I am satisfied that the integrity of operational direction will be fully achieved.

Mr. SIMMONDS : Does not my right hon. Friend agree that, in view of the magnitude of the task falling upon the Royal Air Force and the epic success which it is bringing to that task, it is very undesirable that there should be continual suggestions for the dismemberment of that Force ; and is he also aware that the decision which he has just announced will give great satisfaction ?

Mr. AUSTIN HOPKINSON : In view of the excellent relations now existing between the Royal Navy and the Royal Air Force, will the right hon. Gentleman assure us that he will take all necessary steps to make an immediate end to the newspaper intrigues in this connection, and particularly those of the newspapers controlled by Lord Beaverbrook ?

The PRIME MINISTER : There has been a great deal of controversy upon this matter, and whenever it comes into consideration and review, it seems to me that a certain amount of discussion appears on both sides and not only on one side. I cannot exercise any control over the Press other than that which is well known to the House in the existing war conditions.

Mr. HOPKINSON : If the right hon. Gentleman, as he says, can exercise no control over the Press, can he exercise any control over his colleagues in the Cabinet ?

The PRIME MINISTER : Yes, Sir, I think I can.Rear-Admiral BEAMISH : Will my right hon. Friend continue to pursue

a policy of unity of command and unity of purpose in regard to this extremely difficult question of the Western approaches ?

The PRIME MINISTER : Yes, Sir, that is extremely important, and the last thing we want is an inter-Services controversy.

BINOCULARSMr. THORNE asked the Minister of Supply whether he intends using

compulsory powers to obtain all the binoculars that he wants ; and whether he has any estimate of the number of binoculars in private hands ?

The PARLIAMENTARY SECRETARY to the MINISTRY of SUPPLY (Mr. Harold Macmillan) : A new appeal to the public for binoculars has recently been launched, and is making good progress. Ministry of Supply depots, at which the glasses are accepted for purchase or as gifts, have been set up in various parts of the country. Returns for the first week show that already more than 10,000 pairs of glasses have been handed in, and of this number roughly 50 per cent, have been presented as gifts. When the appeal was made it was estimated that 125,000 pairs of glasses suitable for use by the Services remained in the hands of the public. The question of using compulsory powers will be considered should the voluntary method fail to produce an adequate number of glasses.

Mr. G. STRAUSS : Is the Minister taking steps to purchase, or take over, the stocks held by retailers ? If not, is it not unfair to ask the public to surrender their binoculars when the Government take no action to acquire the stocks of retailers ?

Mr. MACMILLAN : That is done in the case of suitable stocks ; but some stocks, of course, are not suitable for our purposes.

Mr. STRAUSS : Have the Government taken any action with regard to stocks held by retailers ?

Mr. MACMILLAN : Where stocks are suitable, they will be purchased.Mr. LYONS : Where stocks are suitable for purchase, what action will be

taken ?Mr. MACMILLAN : I should like notice of the question as regards the

procedure.Mr. LYONS : Never mind the procedure : what is the effect of the action

taken ?Sir JOSEPH LAMB : Is my hon Friend aware that certain organisations

are acting as intermediaries in this matter, and are making profits out of it ? Is he willing to take steps to prevent that ?

Mr. LYONS : Is it not the case that even where suitable binoculars are in the hands of the retailers, my hon. Friend has no knowledge of any action that has ever been taken to acquire them for the public service ?

Mr. MACMILLAN : I must have notice of that Question.

MERCANTILE MARINE (DURHAM COAL)On the 11th December, 1940 :Mr. DENVILLE asked the Minister of Shipping for what reason his

Department has indicated to the International Federation of Bunkering Depot Proprietors that Durham coal should be avoided as far as possible by ships steaming in convoys ; and whether, as such coal has given satisfaction to shipowners for many decades, he will take steps to change the policy which is unnecessarily harmful to Durham coalfields ?

Sir A. SALTER : There has been some misunderstanding with regard to the requirements of the Ministry of Shipping in this matter. While it is essential that under war conditions vessels should be supplied with coal of the required quality and grade to enable them to maintain their speed, there is no policy of avoiding the use of any coal which fully satisfies their requirements. Representatives of Durham coal interests are visiting the Ministry shortly to discuss what qualities of coal can be accepted for this purpose, and I hope that a satisfactory arrangement will be arrived at.

BINOCULARSOn 18th December, 1940 :Mr. G. STRAUSS asked the Minister of Supply whether, in connection with

his appeal to the public to surrender their binoculars, he is making arrangements to purchase the stock in the hands of retailers ?

Mr. LEWIS asked the Minister of Supply whether he will undertake that where the owner of a pair of binoculars, who hands them over free of charge for the use of the Armed Forces, has his name and address clearly stamped on the glasses every effort will be made to return the binoculars to their owner at the termination of hostilities, on the understanding that no compensation will be paid in any case in which the binoculars are not in fact so returned ?

Mr. LYONS asked the Minister of Supply whether he will now make a statement on the stocks and acquisition of binoculars ?

The PARLIAMENTARY SECRETARY to the MINISTRY of SUPPLY (Mr. Harold MacMillan) : All the binocular manufacturing capacity in this country is employed solely on Government orders, and no new stocks are being supplied to retailers. Arrangements have been in progress for some time to purchase all suitable binoculars in the hands of retailers and dealers, who are given exhibition cards to show that all their suitable stocks have been sold to the Ministry and that those remaining are unsuitable. Where the owner of binoculars handed over free of charge has his name and address clearly marked on them, every effort will be made to return them to him at the termination of hostilities, on the understanding suggested by the hon. Member for Colchester (Mr. Lewis).

(Continued on page 8o)

March, 1941 /tetokant tUuty $em)v\al 79

To OFFICERS & MEN OF THE MERCHANT NAVY. .The Nation asks one more duty of you

You know better than anyone else of the vast amount of war materials this country buys from abroad. Still vaster amounts are being manufactured at home. All of these supplies need paying for. Through War Savings we must find as much of the pur­chase price as possible.

Your fellow workers in the industries on land are doing nobly. Every week their savings mount. You, in common with every other patriotic Briton, will want to do your part and special arrangements have been made for your convenience.

You can buy National Savings Certifi­cates or deposit your money in The Seamen’s Savings Bank, the Post Office

Savings Bank or any Trustee Savings Bank. Fill in your Allotment Note for any of these or buy your Certificates at the Mer­cantile Marine Offices or the offices of your Union or Association, and ask there for the special leaflet, or write to the War Savings Committee of the Shipping Industry, Sanctuary Bldgs., Westminster, London, S.W.i.

This year, the country’s needs are greater than ever. Already you of the Merchant Navy are doing a grand job in your daily work. But there is still one fur­ther duty the country asks of you . . . of us all . . . SPEND LESS . . . SAVE and LEND to the Government for Victory.

Issued by The National Savings Committee, London When replying to advertisements please mention the Merchant N avy Journal.

80 yWetokant TUwy. ^outool March, 1941

ROYAL NAVAL RESERVEMr. LIDDALL asked the First Lord of the Admiralty why a certificated

master mariner with many years of sea experience has, in the majority of cases, no higher rank than that of a lieutenant, receiving exactly the same pay and conditions as a Royal Naval Volunteer Reserve man ; and why it is that in 90 per cent, of the cases a Royal Naval Volunteer Reserve man who has no sea experience whatsoever is placed in a superior position to that of a Royal Naval Reserve man ?

The PARLIAMENTARY SECRETARY to the ADMIRALTY (Sir Victor Warrender) : The Admiralty fully recognise that officers of the Royal Naval Reserve have invaluable sea experience, and it is for this reason that many of them are appointed in command of small craft where this experience will be of most use. Naval expansion has inevitably created a preponderance of vacancies in the lower commissioned ranks and the majority of Royal Naval Reserve officers must unavoidably serve in these lower ranks. It is, however, only infrequently that they find themselves in positions inferior to those held by officers of the Royal Naval Volunteer Reserve and in these cases there are always special considerations.

Mr. LIDDALL : Will my hon. Friend inform the House what are those special considerations ?

Sir V. WARRENDER : I think it is well known that there are many officers in the Royal Naval Volunteer Reserve who have great sea experience and are very useful officers indeed.

Mr. LIDDALL : Are not the facts as stated in the Question on the Order Paper ? Are not the bulk of the Royal Naval Reserve men of long sea service* and is it not the case that in the ranks of the Royal Naval Reserve there is growing bitterness about the Royal Naval Volunteer Reserve men being placed in higher positions ?

Sir V. WARRENDER : I cannot accept the statement in the last part of my hon. Friend’s Question. If he has any specific cases in mind and will bring them to my notice, I will have them looked into.

Mr. GIBSON : Does the position of which the hon. Gentleman has spoken apply equally to Royal Naval Volunteer Reserve and Royal Naval Reserve men ashore ?

Sir V. WARRENDER : The Question does not refer to shore appointments.

NAVICERTS (ISSUE)On 19th December, 1940 :Mr. HORABIN asked the Minister of Economic Warfare what authorities

other than his Department, are empowered to grant navicerts ; and whether he is satisfied that in each case the officials concerned take adequate trouble to satisfy themselves about the ultimate destination of the goods ?

Mr. FOOT : His Majesty’s representatives abroad are only authorised to issue navicerts to cover goods for the personal use of members of neutral

/Diplomatic Missions within the navicert area, and also to cover goods shipped to the International Red Cross at Geneva for distribution to prisoners of war. In all other cases navicert applications must be submitted to the Ministry of Economic Warfare which refers all cases of difficulty or importance to the Contraband Committee. No navicert is granted where there is any doubt as to the ultimate destination of the goods.

MERCHANT SHIPPING (PORT ARRANGEMENTS)Sir R. RANKIN asked the Minister of Shipping whether he is aware of the

possibility of making greater use of the shipping which is available if arrange­ments are made for the more rapid handling of ships while in port ; whether he is satisfied that established practices in this respect are suitable for war conditions ; and, if not, whether he will take advantage of the powers available to him to speed up these vital operations ?

Mr. CROSS : I recognise the importance of the rapid handling of ships in port as a means of making the fullest use of shipping, and I am giving constant attention to this problem in consultation with the other Departments concerned. A good deal has already been done to modify established practices where these have been found to impede the rate of discharge of ships, and steps will be taken to bring about any further changes that may prove to be desirable and practicable.'

NATIONAL HEALTH INSURANCEOn the 23rd January, 1941.Mr. BENJAMIN SMITH asked the Minister of Health whether he is aware

that in the case of seamen removed from their ships by the enemy and treated as civilian prisoners of war, no Health and Pensions Insurance as from the date of the loss of the ship either by capture or sinking ; that, in consequence, all such seamen are in arrears of contributions, and should they be released prior to or during the penalty year, 1941, there would be a reduction or cessation of benefit unless the accrued arrears were discharged at the full Health and Pensions rate by seamen ; and whether, as the position has already arisen in the case of seamen rescued from the “ A ltm ark,” he will ensure that such men are not called upon to make substantial payments to clear arrears in the circumstances ?

Mr. M. MACDONALD : I am aware tha t the existing law does not make satisfactory provision for maintaining the National Health Insurance and Contributory Pensions rights of civilian prisoners of war, and I hope to have an early opportunity of introducing the necessary amending legislation.

Mr. SMITH : Can my right hon. Friend give the House any idea how soon it will be and if, when he presents that amending legislation, it will have retrospective effect ?

Mr. MACDONALD : The m atter is under very active consideration, cannot give a specific answer on either point, but no time will be lost.

Mr. SMITH : Will my right hon. Friend undertake to keep that aspect in mind, since otherwise there is no virtue in amending the Regulations if the people who have already suffered are not to be brought within the scope of the Bill?

Mr. MACDONALD : I will certainly keep that aspect in mind.

WAR CASUALTIESOn 29th January, 1941 :

Sir RALPH GLYN asked the First Lord of the Admiralty how many m asters chief engineers, and other officers and men of the British Mercantile Marine lost their lives through enemy action during the 12 months from the outbreak of the war.

Sir VICTOR WARRENDER : Following is the information asked for :— DEATHS OF OFFICERS AND MEN OF THE MERCHANT NAVY CAUSED BY ENEMY ACTION AND REPORTED TO THE REGISTRAR GENERAL OF SHIPPING AND SEAMEN DURING THE PERIOD 3rd SEPTEMBER,

1939, TO 31st AUGUST, 1940.

MERCHANT SHIPS

Masters. DeckOfficers.

ChiefEngineers.

OtherEngineers.

RadioOfficers.

Other Members of Crew.

Total.

Deaths by enemy action reported from outbreak of war to 31st Aug., 1940......................... 53 114 57 151 40 1,213 1,628

Officers and men on ships assumed lost by enemy action . 8 16 6 11 3 114 158

The following Officers and men were on ships missing and presumed lost (cause not yet determined) ......... 9 15 8 12 3 88 135

SEAMEN ON SHOREMiss RATHBONE asked the Parliamentary Secretary to the Board of Trade

as representing the Ministry of Food, whether he is aware that those in charge of canteens, hostels and other provisions for mercantile marine seamen complain that it is impossible to feed the men adequately on ordinary civilian meat and other rations ; and whether he will consider the provision of extra rations comparable to those granted to men of the Armed Forces when on leave either to the men while at home or to the canteens, etc., catering for them ?

Major LLOYD GEORGE : Seamen of the Mercantile Marine are allowed when at sea the full rations prescribed under the Merchant Shipping Act which are on a very adequate scale. There are serious administrative difficulties in making special rations available to merchant seamen during the short time they are ashore, and my Noble Friend regrets tha t he does not consider it practicable to depart from the present arrangements.

Miss RATHBONE : Will not my hon and gallant Friend consider whether he could not at least allow additional rations to the men when they get to hostels and canteens ?

Major LLOYD GEORGE : This, of course, involves the question of supply and in extending such a concession to one section of the community other sections engaged on heavy work must also be considered,

PENSIONS AND GRANTSOn 30th January, 1941.Sir R. GLYN asked the Minister of Pensions whether all the compensation

and pension allowances for dependants of officers and men of the British Mercantile Marine, who lost their lives through enemy action during the 12 months from the outbreak of war, have been paid to date ; if not, how many cases are still under consideration ; and what action has been taken pending the settlement of these claims to advance the necessary funds ?

(Continued on page 82)

March, 1941 flietehant TVao $©u\ruit 8!

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82 flU\chanl T law ^ fyMhnal March, 1941

Sir W. WOMERSLEY : Out of a total claims received numbering 1,800, there are only 27 remaining unsettled, and all but one of these were only lodged after the end of the period in question. Several of the claims are in respect of natives of other countries. Every effort is made to secure speedy settlement but difficulty is necessarily experienced in obtaining full information. Where this is delayed it has been arranged that assistance may be obtained from the Assistance Board under the Government Scheme for the prevention and relief of distress due to the war.

LIFE-SAVING APPLIANCESOn 4th February, 1941 :

Mr. KIRKWOOD asked the Minister of Shipping (1) what arrangements exist for the inspection of the provisioning and sea-worthiness of a ship’s boats before the ship leaves port ; and whether he will consider appointing additional inspectors in view of the greater danger of a ship being sunk in time of war than in time of peace ;

(2) W hether his attention had been drawn to a recent case in which some men of a torpedoed crew, who for several days were at sea in a ship’s boat, died from exposure and want of nourishment and whether he will consider revising his regulations regarding the provisioning of ships’ boats and include the provision of blankets therein ?

Mr. CROSS : Since the outbreak of hostilities, requirements as to life-saving and other appliances have been revised from time to time in the light of information obtained. The provision of a suitable cover for providing shelter and of a number of blankets for injured persons was made compulsory in July last year, and where consideration of space and weight makes it possible, masters often increase the quantities of food carried above the minimum required. A recommendation to this effect is about to be issued. Responsibility for compliance with the requirements in force rests on the owners of the ships concerned. It would be impracticable to inspect every ship before every voyage but inspections are made as frequently as possible by the Ministry of Shipping surveyors. Evidence in my possession indicates that in practice ships’ boats are provided with the equipment required by the rules.

PROBATE REGISTRATION, LONDONMr. R. C. MORRISON asked the Attorney-General whether he is aware of

the expense and inconvenience caused to persons settling up small estates of between ,£500 and £1,000 gross, due to the fact that Somerset House is closed for probate registration, and there is no district probate registry anywhere near London thus necessitating a long and expensive journey or the employment of a solicitor ; and will he take steps to obviate this hardship ?

The ATTORNEY-GENERAL : It became necessary to remove the Principal Probate Registry from London in September, 1940, owing to the damage caused by enemy action to the Estate Duty Office with which this Registry acts in the closest collaboration. The very fact of removal combined with the resulting separation from the bulk of the records, which remain in London, inevitably throws additional burdens on the staff. The staff of the Registry has also been seriously depleted by the calling up of the younger members for service with the armed Forces. In these circumstances it was necessary to absorb those officers who are normally employed in the Personal Application Department, into the general body of the Registry staff, and it would be impossible to detach them as a separate unit for work in London without seriously impairing the efficiency of the Registry as a whole. No improvised substitute for this Department would be satisfactory as it is a specialised branch, which combines in effect the functions of a solicitor to the applicant with those of an Officer of the Registry. Accordingly by the Principal Probate Registry (Non-Contentious Business) Order, 1940, of the 17th September last this Department of the Principal Probate Registry was closed and my Noble Friend the Lord Chancellor is unable to hold out any hope that this decision can be reversed. The facilities for dealing with estates not exceeding £500 through officers of His Majesty’s Customs are not affected by this Order. It is not understood why the figure of £1,000 is mentioned in the Question, as no such limit is imposed on the operations of the Personal Application Depart­ment. As regards the statement in the Question that there is no district probate registry anywhere near London there are, in fact, within less than 70 miles of London, five district probate registries, Ipswich, Oxford, Winchester, Lewes and Northampton, at all of which facilities for personal applications are still provided.

NATIONAL HEALTH INSURANCE

Mr. RHYS DAVIES asked the Minister of Health the amounts advanced to approved societies to meet claims for benefits and administration expenses for 1939 and 1940 respectively ; and whether, bearing in mind the considerable number of insured persons serving in the Forces who are not entitled to most of fhe benefits, he will give an assurance that no undue strain is caused on the tunds of the National Health Insurance Scheme ?

Mr. M. McDONALD : As regards the first part of the Question, the sums issued from the National Health Insurance Fund (England) to Approved Societies to meet the cost of benefits and administration were as follows :—

£193 9 20,613,000194 0 21,249,000

As regards the second part, the hon. Member will appreciate that while a member is serving in the Forces he is not entitled to sickness and disablement benefits and that the expenses of administration are also reduced. The special contribution for this class, viz., 3d. a week, together with the State grant, is estimated to be sufficient to provide for the limited benefits during service and for the m an’s resumption of ordinary insurance after discharge.

TRAVELLERS TO EIRE—STERLING NOTESOn the the 5th February, 1941, Mr. LEWIS asked the Chancellor of the

Exchequer why the restriction on travellers to Eire of taking more than £25 in sterling notes from this country without a permit has been withdrawn ; and to what extent the British Treasury exercises powers to prevent money taken in this way to Eire being subsequently sent abroad.

The FINANCIAL SECRETARY TO THE TREASURY (Captain Crookshank) : Since Eire is in the sterling area, funds may be remitted there freely through the ordinary banking channels and it has been decided tha t no useful purpose is served by restricting this particular method of taking money. As regards remittances out of Eire, an exchange control essentially similar to our own has been imposed, and is exercised, by the Government of Eire.

Mr. LEWIS : Are we to understood that these privileges are to be extended to travellers to other parts of the Empire.

Captain CROOKSHANK : The Question on the Paper deals only with Eire. Perhaps my hon. Friend will put his Question down ?

Mr. LEWIS : Can the right hon. and gallant Gentleman give any reason why these special facilities should be granted to those who have done nothing at all to help us in our common peril ?

MERCANTILE MARINE ANTI-AIRCRAFT SUCCESSES

On the 6th February, Mr. MALCOLM MacMILLAN asked the First Lord of the Admiralty the number of enemy planes destroyed by merchant ships since the beginning of the war.

Mr. ALEXANDER : The number of aircraft destroyed by defensively equipped merchant ships from the beginning of the war until the 4th February,1941, is 26 ; the number probably destroyed 15 ; and the number damaged 70.

PURCHASED VESSELSMr. SHINWELL asked the Minister of Shipping whether he can state the

price paid for the s.s. “ Empire Otter,” purchased from the United States of America ; what sums have been spent on the vessel since she was purchased ; and what has been her average speed sincc she was taken under the British Flag ?

Mr. CROSS : The price paid was 675,000 dollars. A number of defects have had to be remedied, but I have not yet received particulars of the cost. It is not in the public interest in present circumstances to state the speed of named vessels.

Mr. SHINWELL asked the Minister of Shipping how many, and which vessels were acquired from the United States of America which have been used for block ships ; the amount paid for these vessels and what sums have been spent on them since acquisition ?

Mr. CROSS : None of the vessels acquired from the United States of America have been found unsuitable for seagoing work. One of them, however, requiring repairs on arrival was provisionally allocated to the Admiralty, but has been returned for commercial service ; neither this nor any other of the vessels had, in fact, been used as a block ship. The second part of the question, therefore does not arise.

BOAT SERVICE, CLYDE (BLACK-OUT PERIOD)Mr. R. GIBSON asked the Minister of Shipping whether he will take steps

to see that a motor-launch is put at the disposal of the local authorities at the tail of the bank in the Clyde area, or to one of these authorities for the purpose of returning merchant seamen to their ships after the onset of the black-out ?

Mr. CROSS : A boat can be provided ; the difficulty, as the Hon. and learned Member will appreciate, is the provision of a boat service during the black-out period. The problem is being examined urgently on the spot and the best practicable arrangements will be made for the convenience of seamen.

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