Search

the capability of the radio navigation equipment available for the modern deck officer has long since been out distanced by his needs for a reliable, accurate worldwide system. This system would be expected to contribute to the efficiency of operation of the Maritime Industry afloat. This and other aspects of the problem are set forth in this paper.

This article is in a series of my projected researches regarding the American-Canadian commercial-business history from the latter half of the 18th century to the first half of the 19th century.This paper consists of three facets: a general description of the socio-economic development of Baltimore during the latter half of the 18th century; a brief analysis of some commercial-business-historical characteristics of Baltimore's maritime industry and her foreign-coastwise trades; and lastly some considerations of the entrepreneurial activities of Robert Oliver, “the commission merchant-importer-exporter, typically a stay-at-home-merchant” in Baltimore during the eighties. In onther words, this article becomes one of my works based upon economic-business-historical approaches.In making this paper, I had a lot of valuable opportunities to read through some original data in Washington National Archives.

This paper briefly summarizes some of the major provisions of the International Convention for the Prevention of Marine Pollution, 1973, as adopted by the International Conference on Marine Pollution, 1973, and considers their impact on the shipbuilding and maritime transportation industries.

THIS PAPER TREATS briefly of the current dissatisfaction in the maritime industry with respect to the efficacy of the conventional means of radar plotting for collision avoidance and suggests possible feasible approaches which may be employed to alleviate the problem, particularly among users without resources for expensive and complex plotting equipments. The suggested means have the objective of working towards reducing the blunders frequently made even by experienced radar observers in the solution of the vector diagram through variations in technique as opposed to the introduction of new principles. A parallel objective is the presentation of the solution in a form which will tend to reduce the confusion frequently associated with relative motion. A desired byproduct is increased solution speed with reduction in the need for continuous attention to the radar plot, particularly for deck watch officers who have multiple duties and responsibilities, with little or no assistance from other qualified personnel. While the paper is directed primarily towards the problems of the merchant marine deck officer, the suggested techniques and their variations applied to radar plotting could prove of benefit to the naval officer. Expanded treatment is given of the alternative solutions presented in the 1968 Corrected Print of H. 0. Pub. No. 257, Radar Plotting Manual. The paper includes a discussion of the relative merits of geographical (navigational) and relative plots used in interpreting the data of relative motion radars. Simple means of rapidly converting a geographical plot to a relative motion plot are investigated. The opinions and assertions contained in this article are not to be construed as being officially endorsed by the Naval Oceanographic Office or the Naval Establishment.

Refusal by the United States Supreme Court to grant certiorari and review the decision of a lower court upholding the provisions of the Taft-Hartley Act regarding supervisory employees signifies that those provisions are constitutional. It is evident that another turning point has been reached in the seesaw battle waged by foremen to secure recognition under protection of the law. The ultimate outcome will have a profound effect on the structure of American industry. When the National Labor Relations Act (Wagner Act)' was passed in 1935, supervisory workers already had made much progress in joining unions in the printing trades, in the maritime industry, and on the railroads. Like the other workers in the labor movement, foremen had to depend upon their own economic strength to force the employer to recognize and bargain with them. Although employers, in general, had been opposed to the unionization of their foremen and often had agreed to negotiations only after strikes had been called or threatened, years of bargaining had brought about an adjustment. No unusual problems were present in any of these industries which were ascribable to the fact that supervisors were organized.2 Beginning in 1939, efforts were made by supervisors in mass production industries, in coal mines, and in other sectors of the economy to form or join unions. In some industries independent unions of foremen were organized, but in others supervisors joined the union of their subordinate workers. Foremen then called upon the National Labor Relations Board for legal support to force the employer to deal with them.

FOREMAN unionism is not a new development in American society. Since the post-Civil War period supervisory personnel have been organizing with rank-and-file workers or in associations of their own. What is new and significant is the trail opened by foreman unionism in the late 1930's. Until the New Deal, foreman unionization was mostly limited to the skilled crafts, where the character of supervision differed from that in mass-production industries. In the printing, building, and metals trades the pattern of including foremen in the bargaining units of the men with whom they worked had been established by 1900, and in the maritime industry licensed officers had, by the same time, formed active unions of their own.' The mass-production industries, however, were unaffected by all this during the first three decades of this century. Rank-and-file unions were not established here until the late 1930's, and foreman unionization has historically followed that of rank-and-file employees. Several foremen's unions were established in the late 1930's and early 1940's. Of these, the most important were the independent Foreman's Association of America and the United Technical, Clerical, and Supervisory Employees of the Mining Industry, Division of District 50, United Mine Workers. The latter is no longer in existence. It lasted from October, 1943, when the UMW absorbed a small group of unionized supervisors, until July, 1947, when the UCTSE dissolved after John L. Lewis, in exchange for concessions by the mine operators,2 waived the right to bargain for mine foremen. This article will concentrate on the Foreman's Association of America, the most important of the supervisory unions and the one which has had the greatest impact on American industry.