SEC. 3. That section forty-two hundred and thirty-seven be, and is hereby, amended to read as follows:

"SEC. 4237. No regulations or provisions shall be adopted by any State which shall make any discrimination in the rate of pilotage or half-pilotage between vessels sailing between the ports of one State and vessels sailing between the ports of different States, or any discrimination against vessels propelled in whole or in part by steam or sail, or against national vessels of the United States; and all existing regulations or provisions making any such discrimination are annulled and abrogated."

SEC. 4. This Act shall take effect six months after its passage.

6. SENATE BILL 946, FIFTY-FIFTH CONGRESS, SECOND SESSION.

[In the House of Representatives. March 18, 1898.-Referred to the Committee on the Merchant Marine and Fisheries.]

AN ACT Providing for the collection of fees for furnishing certificates of title to vessels. Be it enacted by the Senate and House of Representatives of the United States of America in Congress assembled, That collectors of customs shall collect and receive one dollar for each certificate provided for in section forty-one hundred and ninety-four of the Revised Statutes of the United States from persons or corporations requiring the same, and section one of the Act of June nineteenth, eighteen hundred and eighty-six, entitled "An Act abolishing certain fees for official services," is hereby repealed so far as it authorizes the payment by the United States of any fee for furnishing such certificate.

7. SENATE BILL 4827, FIFTY-FIFTH CONGRESS, SECOND SESSION.

[In the Senate of the United States. June 27, 1898.-Mr. Frye introduced the following bill; which was read twice and referred to the Committee on Commerce.]

[Omit the part in brackets and insert the part printed in italics.]

A BILL Relating to the flag of the United States on merchant vessels

Be it enacted by the Senate and House of Representatives of the United States of America in Congress assembled, That a registered or enrolled vessel of the United States shall hoist the flag of the United States;

(a) On entering or leaving any foreign port:

(b) On entering or leaving any port of the United States if the vessel is of fifty gross tons or more;

(c) On signal made by a vessel of the Navy or of the Revenue-Cutter Service of the United States.

SEC. 2. That failure to comply with the provisions of this Act shall render the master liable to a fine not exceeding one hundred dollars.

SEC. 3. That this Act shall take effect August first, eighteen hundred and ninetyeight.

8. A BILL TO AMEND SECTION FORTY-TWO HUNDRED AND NINETY OF THE

REVISED STATUTES.

Be it enacted by the Senate and House of Representatives of the United States of America in Congress assembled, That section forty-two hundred and ninety of the Revised Statutes be amended by adding thereto the following:

Twelfth. In every case of collision, in which it is practicable so to do, the master shall, immediately after the occurrence, cause a statement thereof, and of the circumstances under which the same occurred, to be entered in the official log book. Such entry shall be made in the manner prescribed in section forty-two hundred and ninety-one, and failure to make such entry shall subject the offender to the penalties prescribed by section forty-two hundred and ninety-two.

APPENDIX B.

ANNUAL REPORTS OF UNITED STATES SHIPPING COMMISSIONERS.

From the annual reports of the United States shipping commissioners are tabulated the following statements:

1. SHIPMENTS AND DISCHARGES OF SEAMEN, TOTAL AND AVERAGE COST.

2. NUMBER OF MEN SHIPPED AND RESHIPPED IN STEAM AND SAIL VESSELS.

Steam. Sail. Steam. Sail. Steam. Sail. Steam. Sail. Steam. Sail.

6. FOREIGN ALLOTMENTS IN THE UNITED STATES.

With a view of ascertaining the practice in regard to allotments or advances on foreign vessels at American ports, which is understood to be regulated by the act of 1884 as amended by the act of 1886, shipping commissioners were directed to report the practice on British, German, and Norwegian vessels at their ports. The result of these investigations is contained in the following statements:

New York.-As to allotments or advances on British, German, and Norwegian vessels, I have ascertained that it is the general custom to make advances of $50 to all seamen signing articles on British vessels at this port when the seamen sign for a voyage to Asia, Africa, or Australia. That is to say, it is so stated on the articles, and the seaman, by his signature, acknowledges receipt of the $50, but it does not follow that the amount is paid the seaman. My understanding is that the money is paid to the firm of shipping agents who furnish the crew.

The same practice obtains on German vessels bound on long voyages. As near as I can ascertain the round sum of $50 is receipted for by the sailor, and this amount is supposed to be paid to the shipping agent three days after the vessel clears from this port. I am informed that until recently it was the custom to have the seaman sign for, say, 5 marks for the first month of service, 5 marks for second month, 5 marks for third month, and so on, the difference between the sum of these amounts and the sum the man would ordinarily receive representing the amount of advance paid the shipping master, who, I assume, makes settlement with the keepers of boarding houses and any others having claims against the

seaman.

As regards the Swedish vessels, very few of them clear from this port for the West Indies or other ports than those of Europe, and the advance is made and note taken for a comparatively small sum, in a manner very similar in its operation to our system of allotment notes.

The amount advanced to seamen who ship on British and German vessels for European ports is usually $30. I desire to say that in my opinion it works hardship to owners of American vessels shipping crews at this port to be rigidly compelled to obey the provisions of the law in regard to advances, when, as I understand it, the same law is being daily broken or ignored by their British and German competitors. This is especially true when good seamen are scarce.

Boston. In the matter of British vessels I would say: Advance is paid to the seamen to any amount agreed upon. It is paid in the form of an advance note payable two days after sailing of the ship. He is also allowed to have an allotment payable to a relative, that degree of relation to be specified in note. He can also leave to his savings bank an order for a certain part of his wages payable from month to month to be deposited to his credit. I find that in German vessels seamen can have advance wages to the amount of one month's wages, and can have an allotment of any part of their wages payable to whomsoever they choose. In the matter of Norwegian vessels, I find seamen can and generally do have from one to two months' advance wages, and there are no restrictions whatever in the matter of allotments.

San Francisco. -The practice of paying allotment notes to original creditors on British vessels is different from paying similar notes on American vessels. The amount advanced is the same, being $10 per month for each month of the time usually required for the voyage. On British vessels a note is issued to the shipping master, the amount is entered on the articles by the consul, and read to the seaman at the time he signs; the seaman indorses the note, which is delivered to the master of the vessel. When the seaman renders himself on board, the master turns over the note to the boatman to be handed to the shipping master, who collects the money from the agent of the vessel twenty-four hours after the vessel has sailed. Relative notes on British vessels differ from similar notes on American vessels in this regard, that the amount can not exceed one-half of the seaman's wages, and the note may be in favor of a savings bank. I am informed at the German consulate that no notes have been issued through the consulate for about two years, although it is known that advances are given on these vessels the same as other vessels, very likely through the master. On vessels sailing under the Norwegian flag no notes are issued; the master gives the seaman an order on the consul for $10 or $20, seldom exceeding the latter amount; the seaman indorses the order, which is made payable to the bearer.

Philadelphia.-The practice, so far as I can ascertain, in paying allotments or advances in this port on British, German, and Norwegian vessels is as follows: In addition to the legal allotment there is an extra allotment or advance issued on the outside, the amount of which allotment is regulated by the association of shipping masters and boarding-house keepers, who agree to indemnify the vessel owners or

masters for any loss they may sustain by reason of the seaman refusing to allow the extra allotment being deducted from his wages at time of settlement. This practice, I understand, prevails in trade with the West Indies as well as deepwater trades.

New Orleans.-The practice, as far as I could personally learn among the Norwegian, British, and German consuls, is as follows: On Norwegian vessels when men are shipped in this port as substitutes, they get an allotment note, if desired, which is made payable three days after the vessel leaves port, provided the man still remains on board. The British consul informs me that no allotments or advances are given, as he does not recognize them, he claiming that allotments can only be made in ports of the British United Kingdom. If any advance is given, it is between the master and man shipped, and on the master's own responsibility, as he (the consul) will not insert advance in the shipping articles. The German consul says he hardly ever ships men on vessels of his country in this port, so therefore does not give allotments or advance notes, but men leaving Germany generally receive one-half month advance, which is inserted in the shipping articles.

Port Townsend.-It is the custom of the British consul at this port to advance $30 without regard to ship's destination or the manner in which the advance is expended. The Norwegian and German consuls are in the habit of granting any reasonable amount asked for by the sailor, often sanctioning the advance of as much as two months' pay, and, like the British consul, they exercise no control over the expenditure of the wages advanced.

Baltimore.-The practice of paying allotments or advances at this port on British, German, and Norwegian vessels, so far as I can ascertain the same, is as follows: No allotments are made; advances are paid according to the length of the passage or voyage; on long voyages, from $30 to $40 advance; any part of Europe, one month's advance wages; West Indies and Gulf of Mexico, from $12 to $15 advance. These advances are all paid after the sailing of the vessel from this port. Norfolk.-As a rule, one month's advance is allowed.

7. MERCHANT SEAMEN IN THE NAVY.

Following are extracts from the replies of shipping commissioners to an inquiry as to whether merchant seamen generally entered the Government service during the recent war with Spain:

New York. To the best of my knowledge the men usually employed on steam vessels have very generally gone into Government employ on transports, auxiliary vessels, regular Navy, etc. I do not think this is true to anything like the same extent of the seamen who found employment on sailing vessels. It is generally understood here that there is just now a scarcity of able seamen. This is partially accounted for by the reasons already given; also because many seamen have gone to the lakes for the summer; others joining the fishing fleets, but the principal reason, in my opinion, is because of the increased demand for seamen on British vessels, owing to the volume of business which came to them as one of the results of the war.

San Francisco.-The merchant seamen of this port have shown a marked disposition to enlist in the United States Navy since the commencement of the war. am informed at the United States naval rendezvous that 398 merchant seamen, and 81 apprentices have entered the United States service, and as many more men made application. There has been no.difficulty in securing crews for the transports; more men applied than_could be given berths. The auxiliary vessels are manned by seamen from the Naval Reserve; they obtain all the men they require; 85 have been shipped up to the present time.

Philadelphia.-Numbers of seamen have made inquiries at this office daily for information as to enlistment in the Government service, and we have sent large numbers to the receiving ship at League Island, many of whom have been accepted for the Navy.

New Orleans.-Merchant seamen in this port seem to like the idea of shipping on transports, this office alone shipping something like 300 or 350 men, without the least difficulty. Others have joined the Louisiana Naval Reserves and are stationed at the mouth of the river on the U. S. S. Passaic, while others have enlisted in the regular service.

Boston.-So far as I am able to learn, about one hundred seamen have entered the Government service at this port since the commencement of the war. A very much larger number than that applied, but failed to pass the examination.

Rockland, Me.-Seamen have not been plenty the past four months. The demand has been light for them, compared with other years. I have had some difficulty to procure what I have needed at times. I attribute the scarcity of men to the Alaska gold discoveries, which took some to the Pacific coast, and the office established here for recruiting seamen for the Navy, which took the best of our seamen.