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Code of Fair Practice (Continued from Page 13) said that to go to the 30-hour week would mean 39 per cent, or about $95,000,000, increased labor cost for the contemplated total naval program of $238,000,000, over that of the 40- hour week proposed by the shipbuild- ers and endorsed by the navy depart- ment. Also, that such an increased cost might result in the necessity of a curtailment of the navy building pro- gram. The code as submitted by the Na- tional Council of American Shipbuild- ers, the New York and New Jersey Dry Dock association, and the Pacific Coast Dry Deck association, as well as four individual shipbuilding yards, in all representing about 90 per cent of the industry, is given in full below, with the additional provisions control- ling plant expansion and the adminis- tration of the code: 1. For the purpose of carrying out the policy of congress as ex- pressed in the national industrial re- covery act, the shipbuliding and ship- repairing industry of the United States, as represented by the National Council of American Shipbuilders, New York and New Jersey Dry Dock association and various shipbuilding and shiprepairing companies on the Gulf and on the Pacific coast, herein- after referred to as the associations, adopts the following code: 2. The terms’ shipbuilder and shiprepairer, when used in this code, includes a person, partnership or corporation engaged in the business of building, fabricating, repairing, re- constructing, remodeling, and assem- bling oceangoing, harbor and inland water-way vessels and floating marine equipment of every type above ten tons, including the building within their plants of machinery, equipment and other ships parts. 3. Any existing shipbuilders or shiprepairers, whether members of any asociation or not, may participate in this code and any subsequent revi- sion thereof by indicating their inten- tion of fully subscribing to the provi- sions of the code and by defraying their prorata share of the cost of ad- ministering and enforcing it and by assuming the repsonsibility of such participation, even though they may not be members of the association. 4. The shipbuilders and shipre- pairers will comply with the following specific provisions of the national] in- dustrial recovery act: (a) That employes shall have the right to organize and bargain collec- tively through representatives of their own choosing, and shall be free from the interference, restraint, or coercion of employers of labor, or their agents, in the designation of such representatives or in self-organ- ization or in other concerted activities for the purpose of collective bargain- 38 ing or other mutual aid or protection ; (b) That no employe and no one seeking employment shall be required as a condition of employment to join any company union or to refrain from joining, organizing, or assisting a labor organization of his own choos- ing; and (c) That employers shall comply with the maximum hours of labor, minimum rates of pay, and other con- ditions of employment, approved or prescribed by the President. (d) The President may from time to time cancel or modify any order, approval, license, rule, or regulation issued under this title. 5. No individual will be employed in excess of forty (40) hours in any one week except as exempted in the act. 6. The minimum rate of pay for labor except apprentices, causual and incidental labor, shall be thirty-five (35) cents per hour in the South and forty (40) cents in the North. 7. To accomplish the purpose con- templated by this act, the members signatory to this code agree that it shall be an unfair method of competi- tion to sell below a reasonable cost arrived at by a system of formulas established by the associations. 8. It shall be a violation of the code to give or accept rebates, re- funds, allowance, unearned discounts or special services directly or indi- rectly in connection with any work performed. Bills for insurance work shall not be receipted until payment is made. 9. This code is subject to modifi- eation or enlargement as experience with its operation develops the neces- sity therefor. 10. This code shall become effec- tive ten (10) days after its approval by the President. Additions to the Code Above is the original code as sub- mitted. As a result of the hearings July 19, 20 and 21, the following additional provisions were incorpor- ated in the code: “The present capacity of active shipbuilding and ship repairing com- panies of the United States as a whole, is in excess of present or any prospective needs. Therefore, it will be considered a violation of this code to make any material increase in the plant capacity of the industry, such as new shops other than to replace existing shops, new dry docks or marine railways, or new shipyards, during the life of the national indus- trial recovery act. “The administration of this code in the shipbuilding and ship repair- ing industry wll be undertaken by commttees elected by the industry, co-ordinated by the national commit- tees which would co-operate with the administrators as a planning and fair practice agency for the industry.”’ MARINE REVIEw—August, 1933 Water Transportation (Continued from Page 20) have done to improve and deepen the navigable waters of rivers, lakes and harbors, enabling us to operate longer and larger ships; the builders of the Panama canal, the civil engineers and mechanical engineers who have done so much in the construction of our modern terminal and cargo handling machinery, and who have made prac- ticable the coordination of rail and water transportation. The engineers who have perfected the wireless, the radio and other aids to navigation must not be forgotten. We cannot pass without recognizing the great part taken by the officers and seamen, both deck and engineer de- partments, and the important role these men have had in upbuilding our merchant marine, not only in peaceful carriage of commerce, but in protec- tion of that commerce in time of war. It is fitting at this time to pay tribute to the master builder. The last slide shown is the American clipper ship Rarnsow of New York, the first Yankee clipper ship and fore- runner of the great fleet that made the United States ‘‘mistress of the seas.” It is only proper to pay tribute to her designer and master builder John W. Griffiths. Let me quote from William Brown Maloney’s most interesting his- torical book, The Heritage of Tyre which he has dedicated to the memory of John Willis Griffiths. I quote: “To the memory of John Willis Griffiths, whose genius revolutionized the science of merchant shipbuilding and naval architecture and enthroned the United States as ‘mistress of the seas.’ From his poet’s brow the peer- less American clipper leaped full blown to make a starred banner the talisman of a world’s commerce. The twin and triple screw greyhounds are the posthumous children of his dream. Ocean conquerer by sail and by steam, he sleeps as he died, unrecognized and unsung—forgotten by a heedless peo- ple even as they have forgotten the sea heritage through which they achieved their national existence.” Our sea heritage is not forgotten. It has only been temporarily ignored. We are once more awakening to the full value of that great heritage which is rightfully ours. Our people, through congress, are demanding the rehab- ilitation of the American merchant marine to the point where the greater part of our goods is carried in our own vessels. We intend to protect and expand our Own sea commerce. Congress has taken a leaf from the history of other nations and has come to the support of our shipping. The continuation of this support assures the success of our venture. Our na- tion is becoming shipminded. The pioneer spirit of the clipper ship days is still with us and we have set sail On a new voyage of prosperity.