100 American Shipbuilding Yard, Buffalo, N.Y. Resumption of dispute with Isbrandtsen.

(2)

200

70,000

105

70,000

70,000

375

125

40

do.

MEBA..

May 16

(3)

120

(Continuation of Dec. 24 strike; ended on Jan. 25, 1963; see above.)
Ship carpenters, New Orleans yards.

North Carolina State docks, Wilmington, N.C.

North Carolina State docks, Morehead City, N.C.

SS Dearborn, Brooklyn, N.Y.; MMP picketed due to AMO (MEBA) manning of
deck officers.

NS Savannah, Galveston; engineers refuse to sail; implement resignations of Nov.
30, 1962; sailing canceled by MA.

90 SS P. & T. Forester, P. & T. Navigator at New Orleans; ships transferred by sale
from SUP to NMU company; SUP refused to relinquish shipboard jobs.
SS Mormacmar, San Francisco; NMU retaliation for P. & T. ships at New Orleans.
SS Maximus at Philadelphia, 1st voyage with new owners; ship manned by NMU
and BMO: MEBA picketed against BMO, NMU retaliated by picketing MEBA
ships on 3 coasts. 19 U.S. and 17 foreign-flag ships idled by 10th day. Truce
ended stoppage June 20 to permit SS Maximus sail Cuba assignment.
Port of Miami, ILA picketed 5 foreign-flag cruise ships for using nonunion labor han-
dling passenger baggage.

At Marcus Hook, Pa.; SS. Sinclair Texas delivered by shipbuilders; unions delayed
maiden voyage departure demanding increased manning; subsequently withdrew
demands.
Los Angeles; expiration lumber schooner contracts; SS Cynthia Olsen and Alaska
Spruce strikebound; resumed operation Aug. 13.
SS America at New York; NMU charged discrimination against NMU members by
MEBA engineering officer. Sailings canceled, crew paid off, ship laid up. Sailings
resumed Feb. 7, 1964.

Alabama Drydock & Shipbuilding, Mobile; wildcat strike. Welders returned to
work Sept. 20, 1963. Grievances settled with management.
National Steel & Shipbuilding, San Diego; seniority grievance; employees returned
to work Sept. 30, 1963 pending negotiations with NASSCO.

Port of New York; UMD Local 333 (NMU) pickets set out against ships of Sea-land
and Seatrain lines for using nonunion tugs in Puerto Rico; 2 Seatrain and 2 Sea-land
ships delayed at New York.

Port of New York; machinists strike against 16 New York ship repair firms; 1 MSTS
transport and 1 commercial ship strikebound in repair yards; FMCS acted to estab-
lish new contract; work resumed Nov. 15, 1963.

Port of New York; Norwegian-American Line pier; wildcat strike of 4 gangs; issues

52-323-65-7

See footnotes at end of table.

Summary of strikes and work stoppages, maritime industry, from 1945-64-Continued

SS Point Vincente (tanker) picketed by MMP (Pac) due to mates supplied by TOA,
an MEBA affiliate. Minor delay to ship; Cole, AFL-CIO impartial umpire
ruled against MMP action.

SS Christopher at Baltimore picketed by MMP due to deck officers supplied by AMO,
an MEBA affiliate. Minor delay to ship; Cole found MMP in violation.

SS President Wilson at San Francisco, MEBA refuses to sign-on until pension demands
met. 12 other ships in Pacific coast ports affected but without delay to sailings.
Port of New York; commercial tug contract expired Jan. 31; crews of tugs, barges,
and scows included in total workers.

SS Columbia, picketed by MMP due to mates supplied by AMO (MEBA affiliate),
ship harassed but sails; Mar. 15, longshoremen from Philadelphia join demonstra-
tion, Philadelphia, cargo activity suspended 4 hours; Apr. 10, MMP (Pacific) pickets
ship at Pittsburg, Calif., terminal of United States Steel; MMP joined by ILWU in
picketing; ship harassed but maintains schedule. Apr. 21 at Morrisville (Phila-
delphia) ship picketed by MMP and ILA; picketing resumed at Pittsburg, Calif.,
May 9 and again at Morrisville, June 4. June 8, SIU crew supports ILA and leaves
ship; June 18, Federal court halts ILA picketing, SIU crew rejoins ship; June 20
ship sails for west coast; July 7, ship arrives Pittsburg, Calif.; steelworkers cross
MMP and ILWU picket lines. July 9, ILWU enjoined against picketing, ship
departs for east coast; MMP plans for future picketing uncertain.
Brooklyn, wildcat strike re penalty cargo rate for handling talc rubber; 2 ships
immobilized.

New York Shipbuilding Corp., boilermakers in wildcat walkout due to employer's
disciplinary actions; strikers return to work Apr. 6.
Port of New York; dispute with New York Waterfront Commission re seniority
hiring.
Puget Sound Bridge & Drydock, work on MSTS 68a; moulders stage walkout over
yard's contracting out work on capstan, winches, windlass, other castings. Mould-
ers returned AM Apr. 13.
Port of New York; 500 chenangoes charge diversion of work to longshoremen; 2,000
longshoremen immobilized by pickets.

NMU charge 4 Colonial Tankers sold to Western Tankers, Inc. (Isbrandt. Sub.)
manned by SIU. 11 AEIL ships strikebound. Arbitrator calls meeting; NMU
declines attendance; strike action suspended by NMU; $40,000,000 damage suit
filed by NMU; rejected by courts.

New York office workers picket French Line; no ships in port. Strike action extended
to Baltimore June 16; French Line cargo ship delayed; new contract reached June

Pier 97, NR, New York, 2 gangs stage wildcate walkout due to pier superintendent's
refusal to hire 1 objectionable individual. Passengers from 2 inbound ships handle
own baggage. Pier normal following day.

SS Inger (Reynolds Aluminum) at Galveston, picketed by MEBA claiming 75
percent ship's engineers were members MEBA although represented by ALOA
(American Licensed Officers Association) of Collin's Independent Tankers.
Pickets removed by court order.
1,100 NASSCO Yard, San Diego; contracts expired June 30 for machinists, ironworkers,
carpenters, electricians, operating engineers, painters, and truck drivers. (Moulders'
contract expires Sept. 1, but moulders joined walkout in sympathy.) 5 other local
shipyards/repair yards in area also strikebound; 5 MA-CDS hulls at NASSCO
involved. Aug. 17, machinists, painters, electricians and carpenters vote to accept
terms; Aug. 19, teamsters and ironworkers vote to accept; pickets withdrawn noon
Aug. 19; work resumes Aug. 20.

MEBA

SS Walter Rice (Reynolds Aluminum) at Longview, Wash., picketed by MEBA
(same grievance as SS Inger, above). Reynolds grants representative election;
both SS Inger and Walter Rice vote against affiliation with MEBA.
Port of Galveston; grain elevator leased by Bunge (new lessee) resulted in discharge
of 35 plant personnel; United Industrial Workers (SIU affiliate) picket in protest;
temporary injunction halts picketing August 4; no ships delayed or affected until
foreign-flag to load 390,000 grain; picketing

limited to elevator, foreign-flag ship SS Jupiter sails November 12 without loading;
dispute ended Jan. 7, 1965.

Galveston, grain samplers ILA local 1849, contract expiration; longshoremen honor
picket line; 1 ship affected August 3; samplers return to work while negotiations
resume: agreement reached September 9; (20 cents over 2 years).
Houston, grain samplers, contract expires; pickets affect 50 percent of port activity;
17 ships idled when longshoremen honor picket lines; August 6, picketing limited to
grain elevators; 2 ships idled; August 7 SS Transyork sailed without loading; agree-
ment reached August 28 (20 cents over 2 years).

Galveston, pickets protest wage scale in city contracts for pier renovation work; all
port facilities idled except banana piers; August 6, picketing restricted to pier 14;
August 13, pickets removed, port returns to normal.

1,500 Philadelphia, longshoremen protest location of new hiring center, 14 ships affected.
Hiring center originally introduced May 1962, meeting with similar objection then;
center is to eliminate 14 shape-up points on waterfront. Port returned to normal
August 20.

SS Mormacargo at Pascagoula; engineers dispute mechanized ship duties, refuse to
sail vessel when delivered by builders; agreement between Mormac and MEBA
reached August 26; ship sailed August 28 for Boston to load.

SS Margaret Brown (Bloomfield) at Beaumont, engineers cause 33-hour work stoppage
on rumors of ship's sale to States Marine; status of engineers' job security at issue.
2,000 Philadelphia, longshoremen resume work stoppage of Aug. 19 re hiring center; 27
ships affected Aug. 26; ILA executive committee ruled shape-up hiring to be re-
sumed; port normal Aug. 29.

1 Includes related idleness, seamen strikers only, approximately 70,000. MEBA picketing caused some dislocations in American Export operations of former Isbrandtsen ships and also some AEL ships. No loss in shipboard employment; approximately 300 longshoremen affected along several Brooklyn piers for sporadic periods. 3 Indefinite.

Varied.

& MEBA.

• To date.

7 MMP/ARA,

Source: Maritime Administration.

The longshore strike commenced January 11, 1965, affecting all Atlantic and Gulf ports. The settlement of local agreements caused longshore activity to be resumed on various dates during February and March.

Source: Maritime Administration, Office of Statistics, Division of Labor Data.

Senator LAUSCHE. I understand that. But you are interested in keeping our flagships sailing; aren't you?

Admiral HARLLEE. We are, absolutely.

Senator LAUSCHE. Do you have an opinion as to whether or not those repeated shutdowns place our merchant marine at a disadvantage with the foreign-flag carriers?

Admiral HARLLEE. That is a question to which there can only be one answer, Senator. However, there are other sides to a question like that. The answer is that naturally it hurts the American merchant marine, but the question is, on the other hand, whether or not the strikes from the labor union's point of view are justified and warranted, and that question has gotten attention repeatedly from the President himself.

The President appointed Senator Morse, on one occasion, in the matter of a longshoreman's strike, and two other mediators to settle a strike-it has been a matter that has affected the national interest.

Of course, it hurts to shut the merchant marine down, but the question is whether the labor unions are justified and whether the demands are justified.

Senator LAUSCHE. One of your primary functions is to promote the growth of our merchant marine; is that correct?

Admiral HARLLEE. No; that is not correct, Senator. Our primary function is to prevent discrimination in any, unjust and unfair discrimination in any way, shape or form in our trade and commerce. In other words, American trade and commerce is our primary function. The promotion of the American merchant marine was deliberately, definitely, and positively cut off into the Maritime Administration of the Department of Commerce. And the regulatory functions, which have to do with trade and commerce, were separated and assigned to the Federal Maritime Commission in Reorganization Plan 7 of 1961. There was a definite separation, because when those two functions were together, the exporter, the importer, the consumer, often suffered. So there was a separation. But we are interested in the promotion of the American merchant marine, insofar as it helps American trade and commerce. Insofar as representation in the steamship conferences, insofar as services to Alaska, Hawaii, Puerto Rico, are concerned for example. That is the part we are interested in.

Therefore, we are interested in the promotion of it, but

Senator LAUSCHE. We can stop right there. You are interested in the promotion of the merchant marine, carrying the American flag? Admrial HARLLEE. Insofar as it helps the trade and commerce of the United States.

Senator LAUSCHE. And being interested in the promotion of the growth of the merchant marine, you are incidentally interested in the promotion of commerce, aren't you?

Admiral HARLLEE. Yes, Senator, we are, but not just incidentally. Senator LAUSCHE. Now this question: Has our competitive position grown better or worse under the present program and operation of the U.S. merchant marine?

Admiral HARLLEE. Over which period of years do you have in mind?

Senator LAUSCHE. Over the last 10 years.

Admrial HARLLEE. Over the last 10 years the competitive position, overall, of course, has definitely gotten worse.

Senator LAUSCHE. To what do you attribute that?

Admiral HARLLEE. Well, it is attributed naturally to foreign competition.

Senator LAUSCHE. And that means that our ability to compete with the foreign carriers has grown worse in the last 10 years?

Admiral HARLLEE. It has; yes.

Senator LAUSCHE. And that is in spite of the fact that we subsidize the building of the ships, and subsidize the operation of them?

Admiral HARLLEE. Senator, it is not possible to accurately categorize the situation in such a manner. There are several parts of the American merchant marine. There is the part which is subsidized, the liners which handle the general package cargo, and that part of the American merchant marine over the past 10 years has fairly well held its own. That is the primary part we regulate.

The domestic carriers over the past 10 years haven't done so badly either. They are undergoing somewhat of a resurgence in the last couple of years.