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Maritime Trades Department, AFL-CIO, Washington, DC, July 1, 1970
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The original documents are located in Box D29, folder "Maritime Trades Department,
AFL-CIO, Washington, DC, July 1, 1970" of the Ford Congressional Papers: Press
Secretary and Speech File at the Gerald R. Ford Presidential Library.
Copyright Notice
The copyright law of the United States (Title 17, United States Code) governs the making of
photocopies or other reproductions of copyrighted material. The Council donated to the United
States of America his copyrights in all of his unpublished writings in National Archives collections.
Works prepared by U.S. Government employees as part of their official duties are in the public
domain. The copyrights to materials written by other individuals or organizations are presumed to
remain with them. If you think any of the information displayed in the PDF is subject to a valid
copyright claim, please contact the Gerald R. Ford Presidential Library.
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M Office Copy
A SPEECH BY REP. GERALD R. FORD, R-MICH.
REPUBLICAN LEADER, U.S. HOUSE OF REPRESENTATIVES
TO THE MARITIME TRADES DEPARTMENT, AFL-CIO
AT E. L. BARTLETT MEMORIAL AUDITORIUM
2000 "L" STREET, N.W.
WASHINGTON, D. C.
WEDNESDAY, JULY 1, 1970
FOR RELEASE AT 12 NOON WEDNESDAY, JULY 1
The 91st Congress is now putting the finishing touches to the Merchant
Marine Act of 1970 -- the first major piece of maritime legislation to be
enacted in more than a third of a century.
This legislation is the product of many things.
-- First, and foremost, it is the direct result of the
determination of President Nixon and this Administration
to bring about the revitalization of the American-flag fleet.
Other Administrations have talked about putting vigor into
our merchant marine; this Administration has done something
about it.
-- Secondly, it is the product of a bipartisan effort in the
Congress -- both in the House Merchant Marine and Fisheries
Committee and on the floor of the House. Any time you can
muster a vote of 307-1 on any piece of legislation, as was
done in the House on this bill, you know that the subject
has been raised to a position that is above partisanship.
-- Third, it is the product of a close working alliance between
two branches of government --- the Executive and the Legislative.
In the past, Congress has been actively working for legislation
that would put some life back into our shipping and shipbuilding
industries, that would replace old ships with new ones, and
that would increase the American-flag share of the cargo that
moves to and from our shores in world commerce. But despite
the bipartisan approach that has always been taken on Capitol
Hill, these efforts have been blunted in the past by
Administrations unable or unwilling to see the wasting away
of our maritime strength, and to do something about it. This
time it's different: There is a President in the White House
(more)
GERALD R
Digitized from Box D29 of The Ford Congressional Papers: Press Secretary and Speech File at the Gerald R. Ford Presidential Library
-2-
who recognizes the need for urgency in tackling our maritime
problems, and who has taken affirmative action in this area.
-- Fourth, it is the product of the joint efforts of maritime
management and maritime labor. On the issue of the Merchant
Marine Act of 1970, the maritime industry has been closer to
unanimity than at any other time in recent history. And
because the major elements of this industry worked together,
and were able to resolve their differences, the prospects for
enactment of a worthwhile, progressive, forward-looking maritime
program have been greatly enhanced.
The history of this legislation, then, has been a history of people working
together -- in the Administration, in the Congress and in the industry.
But at the root of this cooperative effort has been the determination and
the commitment of President Nixon, his Administration, and the Republican Party.
As far back as 1967, the House Republican Policy Committee adopted a strong
statement calling for action to preserve America's merchant fleet, and to regain
our lost leadership on the oceans of the world. In 1968, the Republican Party's
platform called for a vigorous and realistic ship replacement program to meet the
changing pattern of our foreign commerce. In 1968, President Nixon issued his
landmark "white paper" on the plight of the merchant marine, and his determination
to reverse the pattern of drift and indecision which affected this industry. In
1969, President Nixon sent his maritime message to Congress, calling for prompt and
forthright action on the legislation which is now nearing final passage on Capitol
Hill.
In short, this legislation has come about because of the consistent efforts
on the part of President Nixon, the Administration, and the Republican Party to
substitute action for words; positive performance for empty promises. It is not
necessary -- for an audience like this -- to compare this with the inaction of
another President, and another Administration, which promised -- in a State of the
Union Message in 1965 -- that it was going to present America with a "new" maritime
program, and which wasn't heard from again on this subject for the next four years!
The record of President Nixon on maritime affairs can be summed up in a
single sentence: He has kept his promise!
But there are other promises that must be kept -- not by the Administration
or by Congress, but by the maritime industry. Some of these promises have been
made explicitly by leaders of maritime management and labor; other promises are
(more)
-2-
who recognizes the need for urgency in tackling our maritime
problems, and who has taken affirmative action in this area.
-- Fourth, it is the product of the joint efforts of maritime
management and maritime labor. On the issue of the Merchant
Marine Act of 1970, the maritime industry has been closer to
unanimity than at any other time in recent history. And
because the major elements of this industry worked together,
and were able to resolve their differences, the prospects for
enactment of a worthwhile, progressive, forward-looking maritime
program have been greatly enhanced.
The history of this legislation, then, has been a history of people working
together -- in the Administration, in the Congress and in the industry.
But at the root of this cooperative effort has been the determination and
the commitment of President Nixon, his Administration, and the Republican Party.
As far back as 1967, the House Republican Policy Committee adopted a strong
statement calling for action to preserve America's merchant fleet, and to regain
our lost leadership on the oceans of the world. In 1968, the Republican Party's
platform called for a vigorous and realistic ship replacement program to meet the
changing pattern of our foreign commerce. In 1968, President Nixon issued his
landmark "white paper" on the plight of the merchant marine, and his determination
to reverse the pattern of drift and indecision which affected this industry. In
1969, President Nixon sent his maritime message to Congress, calling for prompt and
forthright action on the legislation which is now nearing final passage on Capitol
Hill.
In short, this legislation has come about because of the consistent efforts
on the part of President Nixon, the Administration, and the Republican Party to
substitute action for words; positive performance for empty promises. It is not
necessary -- for an audience like this -- to compare this with the inaction of
another President, and another Administration, which promised -- in a State of the
Union Message in 1965 -- that it was going to present America with a "new" maritime
program, and which wasn't heard from again on this subject for the next four years!
The record of President Nixon on maritime affairs can be summed up in a
single sentence: He has kept his promise!
But there are other promises that must be kept -- not by the Administration
or by Congress, but by the maritime industry. Some of these promises have been
made explicitly by leaders of maritime management and labor; other promises are
(more)
-3-
implicit in maritime's pleas for federal help to put this industry back on its
feet.
-- The shipbuilding industry must make good on its promise to
streamline its operations and bring down the cost of building
vessels in American yards, SO that this country can achieve
the best possible economic position in competition with the
shipyards of other nations. This promise imposes an obligation
on shipyard owners and on shipyard workers to keep prices and
wages at reasonable and realistic levels; and to introduce
the latest possible systems and equipment that will cut the
cost of American-built ships, without cutting their quality.
-- The shipping industry must make good on its promise to introduce
innovative new concepts to the movement of goods in foreign
commerce, so that our imports and exports travel between ports
as rapidly as possible, and so that the least amount of time
is lost in the loading and unloading of cargo. This calls for
cooperation between management and labor in terms of work-
saving devices and techniques --- and, again, it calls for
reasonableness at the bargaining table and in the setting of
rates. Through such efforts, we can close some of the gap
that exists between foreign costs and American costs, SO that
the shipper will get the best value for his dollar -- and so
that the government, which is making a major investment in the
merchant marine, will also get value received.
-- The merchant marine must make good on the promise which is
implicit in this program -- the promise that there will be an
end to the internecine warfare that has ravaged the merchant
marine for decades, and that has drained away so much of our
maritime strength. The failure of our past merchant marine
legislation -- and of those who administered that legislation
in the past -- to treat all segments of this industry fairly
and equitably may have been at the root of this deep division
in the merchant marine. But this new legislation will put an
end to the old divisions between the "subsidized" and the
"unsubsidized" operator. All American operators will be
treated fairly and equally under this program. Those who want
(more)
-4-
to take advantage of its benefits, and who are eligible to do
so, will have an opportunity to come under this program. This
bill will effectively make possible a unified industry --- and
there will be no reason for one element of this industry any
longer to be at war with the other. If this merchant marine
program is going to work, it will take the collective best
efforts of all elements of this industry -- and no industry can
put forth its best efforts if it spends some, or any, of its time,
fighting the other fellow, instead of fighting the common enemy,
which in this case is foreign competition.
-- Those American operators who, for whatever reason, have been
engaged in trade both under the American flag and a foreign
flag now must make good on the implicit promise of getting out
of the foreign trade and getting into the American trade on a
full-time basis. This legislation makes possible the orderly
phase-out of these foreign-flag operations; now the operators
must turn their hands to the task of accomplishing that goal --
and at the same time planning for the orderly development of
their full American-flag potential.
-- The operators who have complained about the lack of a long-
range shipbuilding program in the past must now make good on
their promise to build the ships that this program makes
possible. The government is willing to help in a long-range
building program. But it's not going to do the job single-
handed. It is the ship operators who must plan for the replace-
ment of their old ships and the expansion of their fleets.
Unless the operators now come forward with concrete plans,
nothing can begin to happen -- either in the shipyards or on the
high seas -- and the American people will have been deluded.
-- Ships are only part of the program; cargoes are the other part.
The Commerce Department and the Maritime Administration have
launched a major effort to convince American industry that
it is to their advantage to "ship American. " But the government
cannot do this job alone -- nor should it be expected to do the
job alone. This industry has more at stake in a "ship American"
program than the government does, and the industry should be
(more)
-5-
willing and eager to carry its share of the task of
stimulating greater awareness of the advantages of using
American-flag ships. And the industry should bend every
effort to see that the shipper does get the biggest bargain
possible, in terms of rates, in terms of speed, and in terms
of first-quality service.
If the maritime industry -- shipping and shipbuilding, labor and management --
does work together, and does make good on its promises, then all of us will
realize the full potential which this legislation offers. Unless everyone works
together, then the promises of the Merchant Marine Act of 1970 will remain
largely unfulfilled.
One final word:
The problems of the merchant marine did not develop overnight; they will not
be resolved overnight. As President Nixon has pointed out, we have a long way to
go to overcome the gross neglect of our merchant marine by past Administrations.
But this legislation charts a course which, if we follow it, will lead to the
restoration of America's maritime strength.
# # #
GERALO R
A SPEECH BY REP. GERALD R. FORD, R-MICH.
REPUBLICAN LEADER, U.S. HOUSE OF REPRESENTATIVES
TO THE MARITIME TRADES DEPARTMENT, AFL-CIO
AT E. L. BARTLETT MEMORIAL AUDITORIUM
2000 "L" STREET, N.W.
WASHINGTON, D. C.
WEDNESDAY, JULY 1, 1970
FOR RELEASE AT 12 NOON WEDNESDAY, JULY 1
The 91st Congress is now putting the finishing touches to the Merchant
Marine Act of 1970 -- the first major piece of maritime legislation to be
enacted in more than a third of a century.
This legislation is the product of many things.
-- First, and foremost, it is the direct result of the
determination of President Nixon and this Administration
to bring about the revitalization of the American-flag fleet.
Other Administrations have talked about putting vigor into
our merchant marine; this Administration has done something
about it.
-- Secondly, it is the product of a bipartisan effort in the
Congress -- both in the House Merchant Marine and Fisheries
Committee and on the floor of the House. Any time you can
muster a vote of 307-1 on any piece of legislation, as was
done in the House on this bill, you know that the subject
has been raised to a position that is above partisanship.
-- Third, it is the product of a close working alliance between
two branches of government --- the Executive and the Legislative.
In the past, Congress has been actively working for legislation
that would put some life back into our shipping and shipbuilding
industries, that would replace old ships with new ones, and
that would increase the American-flag share of the cargo that
moves to and from our shores in world commerce. But despite
the bipartisan approach that has always been taken on Capitol
Hill, these efforts have been blunted in the past by
Administrations unable or unwilling to see the wasting away
of our maritime strength, and to do something about it. This
FORD
time it's different: There is a President in the White House
(more)
GERALD
-2-
who recognizes the need for urgency in tackling our maritime
problems, and who has taken affirmative action in this area.
-- Fourth, it is the product of the joint efforts of maritime
management and maritime labor. On the issue of the Merchant
Marine Act of 1970, the maritime industry has been closer to
unanimity than at any other time in recent history. And
because the major elements of this industry worked together,
and were able to resolve their differences, the prospects for
enactment of a worthwhile, progressive, forward-looking maritime
program have been greatly enhanced.
The history of this legislation, then, has been a history of people working
together -- in the Administration, in the Congress and in the industry.
But at the root of this cooperative effort has been the determination and
the commitment of President Nixon, his Administration, and the Republican Party.
As far back as 1967, the House Republican Policy Committee adopted a strong
statement calling for action to preserve America's merchant fleet, and to regain
our lost leadership on the oceans of the world. In 1968, the Republican Party's
platform called for a vigorous and realistic ship replacement program to meet the
changing pattern of our foreign commerce. In 1968, President Nixon issued his
landmark "white paper" on the plight of the merchant marine, and his determination
to reverse the pattern of drift and indecision which affected this industry. In
1969, President Nixon sent his maritime message to Congress, calling for prompt and
forthright action on the legislation which is now nearing final passage on Capitol
Hill.
In short, this legislation has come about because of the consistent efforts
on the part of President Nixon, the Administration, and the Republican Party to
substitute action for words; positive performance for empty promises. It is not
necessary -- for an audience like this -- to compare this with the inaction of
another President, and another Administration, which promised -- in a State of the
Union Message in 1965 -- that it was going to present America with a "new" maritime
program, and which wasn't heard from again on this subject for the next four years!
The record of President Nixon on maritime affairs can be summed up in a
single sentence: He has kept his promise!
But there are other promises that must be kept -- not by the Administration
or by Congress, but by the maritime industry. Some of these promises have been
made explicitly by leaders of maritime management and labor; other promises are
(more)
-3-
implicit in maritime's pleas for federal help to put this industry back on its
feet.
-- The shipbuilding industry must make good on its promise to
streamline its operations and bring down the cost of building
vessels in American yards, so that this country can achieve
the best possible economic position in competition with the
shipyards of other nations. This promise imposes an obligation
on shipyard owners and on shipyard workers to keep prices and
wages at reasonable and realistic levels; and to introduce
the latest possible systems and equipment that will cut the
cost of American-built ships, without cutting their quality.
-- The shipping industry must make good on its promise to introduce
innovative new concepts to the movement of goods in foreign
commerce, so that our imports and exports travel between ports
as rapidly as possible, and so that the least amount of time
is lost in the loading and unloading of cargo. This calls for
cooperation between management and labor in terms of work-
saving devices and techniques --- and, again, it calls for
reasonableness at the bargaining table and in the setting of
rates. Through such efforts, we can close some of the gap
that exists between foreign costs and American costs, so that
the shipper will get the best value for his dollar -- and so
that the government, which is making a major investment in the
merchant marine, will also get value received.
-- The merchant marine must make good on the promise which is
implicit in this program -- the promise that there will be an
end to the internecine warfare that has ravaged the merchant
marine for decades, and that has drained away so much of our
maritime strength. The failure of our past merchant marine
legislation --- and of those who administered that legislation
in the past -- to treat all segments of this industry fairly
and equitably may have been at the root of this deep division
in the merchant marine. But this new legislation will put an
end to the old divisions between the "subsidized" and the
"unsubsidized" operator. All American operators will be
treated fairly and equally under this program. Those who want
(more)
-4-
to take advantage of its benefits, and who are eligible to do
so, will have an opportunity to come under this program. This
bill will effectively make possible a unified industry -- and
there will be no reason for one element of this industry any
longer to be at war with the other. If this merchant marine
program is going to work, it will take the collective best
efforts of all elements of this industry -- and no industry can
put forth its best efforts if it spends some, or any, of its time,
fighting the other fellow, instead of fighting the common enemy,
which in this case is foreign competition.
Those American operators who, for whatever reason, have been
engaged in trade both under the American flag and a foreign
flag now must make good on the implicit promise of getting out
of the foreign trade and getting into the American trade on a
full-time basis. This legislation makes possible the orderly
phase-out of these foreign-flag operations; now the operators
must turn their hands to the task of accomplishing that goal ---
and at the same time planning for the orderly development of
their full American-flag potential.
The operators who have complained about the lack of a long-
range shipbuilding program in the past must now make good on
their promise to build the ships that this program makes
possible. The government is willing to help in a long-range
building program. But it's not going to do the job single-
handed. It is the ship operators who must plan for the replace-
ment of their old ships and the expansion of their fleets.
Unless the operators now come forward with concrete plans,
nothing can begin to happen -- either in the shipyards or on the
high seas -- and the American people will have been deluded.
Ships are only part of the program; cargoes are the other part.
The Commerce Department and the Maritime Administration have
launched a major effort to convince American industry that
it is to their advantage to "ship American. But the government
cannot do this job alone -- nor should it be expected to do the
job alone. This industry has more at stake in a "ship American"
program than the government does, and the industry should be
(more)
-5-
willing and eager to carry its share of the task of
stimulating greater awareness of the advantages of using
American-flag ships. And the industry should bend every
effort to see that the shipper does get the biggest bargain
possible, in terms of rates, in terms of speed, and in terms
of first-quality service.
If the maritime industry -- shipping and shipbuilding, labor and management -
does work together, and does make good on its promises, then all of us will
realize the full potential which this legislation offers. Unless everyone works
together, then the promises of the Merchant Marine Act of 1970 will remain
largely unfulfilled.
One final word:
The problems of the merchant marine did not develop overnight; they will not
be resolved overnight. As President Nixon has pointed out, we have a long way to
go to overcome the gross neglect of our merchant marine by past Administrations.
But this legislation charts a course which, if we follow it, will lead to the
restoration of America's maritime strength.
###