Posted:
August 25, 2011
By Tom Bethel
National President
If nothing else, American Maritime Officers and American Steamship Co. in August agreed on the preferred outcome of forthcoming collective bargaining - a just, mutually beneficial labor agreement that would reward AMO members fairly for their work in the ASC fleet of Great Lakes bulk carriers and allow ASC to compete profitably in an industry troubled by transformation for many years.
Announcing the truce that ended our union's brief strike against ASC on August 4, I explained to the AMO membership in all sectors that the peace agreed to between me and ASC President David Foster reflected "confidence and commitment on both sides to reaching an agreement that ensures the long term job and benefit security of AMO members" while "addressing" the company's legitimate business concerns.
The first step for both AMO and ASC was to extend the collective bargaining agreement that had expired at 12:01 AM on August 1 to allow sufficient breathing room for civil, comprehensive negotiations. This contract will remain in force through the end of this year and possibly through the Great Lakes fleet fitout in March or April of 2012.
The next step for American Maritime Officers is to apply logical long term perspective, to consider fully the ever-changing nature of the U.S.-flagged Great Lakes shipping industry, to reconsider the way our union does business not only with American Steamship Co., but with all Great Lakes vessel operators party to collective bargaining agreements with AMO.
In 1980, there were 78 self-propelled vessels operating in the Great Lakes iron ore, coal and stone trades, compared to about 100 vessels 10 years earlier. Today, this fleet is down to only 44 vessels - clearly, this is not your father's U.S.-flagged Great Lakes bulk fleet.
This disturbing downward trend will not reverse itself. In fact, current and anticipated conditions suggest even more industry retrenchment and reorganization over the next several years. With the economic security of all AMO Great Lakes families at stake, our union will adapt to lasting change and respond realistically to the challenges such change presents.
Tradition, too, must be reconsidered in this context. For many years, the Great Lakes bargaining strategy in AMO was to negotiate a single wage and benefit "pattern" agreement with the proprietary carriers - U.S. Steel Corp., Bethlehem Steel Corp. and Inland Steel Co. The economic agreements reached between our union and the steel fleets were presented to and accepted by American Steamship Co. and the remaining independent lakes vessel operators. As a result, all Great Lakes shipping companies competed under equal terms.
But conditions are much different now. U.S. Steel Corp. is out of the Great Lakes vessel operating business. Bethlehem Steel Corp. and Inland Steel Co. no longer exist, and there are fewer independent vessel operators. In addition, the competitive balance that once ensured stability in Great Lakes trades was skewed forever in 2003, when Interlake Steamship Co. and the Marine Engineers' Beneficial Association signed a 10-year contract that cost far less than the AMO-Interlake contract that preceded it (both unions were under different leadership at the time). Under all of these circumstances and others, the notion of "pattern" bargaining today may be na•ve and impractical.
These are preliminary thoughts arising at the outset of a significant AMO policy overhaul with respect to the Great Lakes. Other points will emerge as my administration digs deeper into issues that are in so many ways unique to Great Lakes shipping, and all - whether they reflect union policy or employer policy -will be open to lakes-wide discussion between AMO and all of its Great Lakes employers and between individual AMO members aboard their lakes vessels.
Meanwhile, I again extend my gratitude to the AMO members who secured their ASC vessels to the docks in various Great Lakes ports and walked off their jobs for four days. These individuals held a principled position, standing strong for themselves, for each other and for everyone in our union, and I admire and respect them for it.
These AMO members also proved a point. It was clear during the four-day strike that, despite its widespread recruiting, American Steamship Co. was unable to line up enough qualified "replacement" personnel to operate its 14 active vessels, and that customer confidence in ASC's ability to provide uninterrupted service was shaken significantly.
But ending the strike when we did was the right call, and I appreciate the positive and immediate response from the 140 AMO members at the center of the AMO-ASC stalemate. They are back at work, and the ASC vessels are moving.
Now my administration can schedule talks with ASC without urgent time limits and without the down-to-the-wire rancor we experienced over the last two weeks of July. We can negotiate reasonably, and with mutual respect and greater understanding of each other's positions and obligations.
Over the longer haul, we can develop a smart, responsible security strategy that will sustain jobs and give the next generation the opportunity to thrive professionally at sea as engineers, mates and stewards in the U.S.-flagged Great Lakes bulk fleet.
But we will need the support of AMO members to accomplish both a fair contract with American Steamship Co. and a broader, better way to function on the "Fourth Seacoast."
As always, I welcome your comments, questions and suggestions. Please feel free to call me on my cell phone at 202-251-0349.
AMO and a changing Great Lakes shipping industry
By Tom Bethel
National President
If nothing else, American Maritime Officers and American Steamship Co. in August agreed on the preferred outcome of forthcoming collective bargaining - a just, mutually beneficial labor agreement that would reward AMO members fairly for their work in the ASC fleet of Great Lakes bulk carriers and allow ASC to compete profitably in an industry troubled by transformation for many years.
Announcing the truce that ended our union's brief strike against ASC on August 4, I explained to the AMO membership in all sectors that the peace agreed to between me and ASC President David Foster reflected "confidence and commitment on both sides to reaching an agreement that ensures the long term job and benefit security of AMO members" while "addressing" the company's legitimate business concerns.
The first step for both AMO and ASC was to extend the collective bargaining agreement that had expired at 12:01 AM on August 1 to allow sufficient breathing room for civil, comprehensive negotiations. This contract will remain in force through the end of this year and possibly through the Great Lakes fleet fitout in March or April of 2012.
The next step for American Maritime Officers is to apply logical long term perspective, to consider fully the ever-changing nature of the U.S.-flagged Great Lakes shipping industry, to reconsider the way our union does business not only with American Steamship Co., but with all Great Lakes vessel operators party to collective bargaining agreements with AMO.
In 1980, there were 78 self-propelled vessels operating in the Great Lakes iron ore, coal and stone trades, compared to about 100 vessels 10 years earlier. Today, this fleet is down to only 44 vessels - clearly, this is not your father's U.S.-flagged Great Lakes bulk fleet.
This disturbing downward trend will not reverse itself. In fact, current and anticipated conditions suggest even more industry retrenchment and reorganization over the next several years. With the economic security of all AMO Great Lakes families at stake, our union will adapt to lasting change and respond realistically to the challenges such change presents.
Tradition, too, must be reconsidered in this context. For many years, the Great Lakes bargaining strategy in AMO was to negotiate a single wage and benefit "pattern" agreement with the proprietary carriers - U.S. Steel Corp., Bethlehem Steel Corp. and Inland Steel Co. The economic agreements reached between our union and the steel fleets were presented to and accepted by American Steamship Co. and the remaining independent lakes vessel operators. As a result, all Great Lakes shipping companies competed under equal terms.
But conditions are much different now. U.S. Steel Corp. is out of the Great Lakes vessel operating business. Bethlehem Steel Corp. and Inland Steel Co. no longer exist, and there are fewer independent vessel operators. In addition, the competitive balance that once ensured stability in Great Lakes trades was skewed forever in 2003, when Interlake Steamship Co. and the Marine Engineers' Beneficial Association signed a 10-year contract that cost far less than the AMO-Interlake contract that preceded it (both unions were under different leadership at the time). Under all of these circumstances and others, the notion of "pattern" bargaining today may be na•ve and impractical.
These are preliminary thoughts arising at the outset of a significant AMO policy overhaul with respect to the Great Lakes. Other points will emerge as my administration digs deeper into issues that are in so many ways unique to Great Lakes shipping, and all - whether they reflect union policy or employer policy -will be open to lakes-wide discussion between AMO and all of its Great Lakes employers and between individual AMO members aboard their lakes vessels.
Meanwhile, I again extend my gratitude to the AMO members who secured their ASC vessels to the docks in various Great Lakes ports and walked off their jobs for four days. These individuals held a principled position, standing strong for themselves, for each other and for everyone in our union, and I admire and respect them for it.
These AMO members also proved a point. It was clear during the four-day strike that, despite its widespread recruiting, American Steamship Co. was unable to line up enough qualified "replacement" personnel to operate its 14 active vessels, and that customer confidence in ASC's ability to provide uninterrupted service was shaken significantly.
But ending the strike when we did was the right call, and I appreciate the positive and immediate response from the 140 AMO members at the center of the AMO-ASC stalemate. They are back at work, and the ASC vessels are moving.
Now my administration can schedule talks with ASC without urgent time limits and without the down-to-the-wire rancor we experienced over the last two weeks of July. We can negotiate reasonably, and with mutual respect and greater understanding of each other's positions and obligations.
Over the longer haul, we can develop a smart, responsible security strategy that will sustain jobs and give the next generation the opportunity to thrive professionally at sea as engineers, mates and stewards in the U.S.-flagged Great Lakes bulk fleet.
But we will need the support of AMO members to accomplish both a fair contract with American Steamship Co. and a broader, better way to function on the "Fourth Seacoast."
As always, I welcome your comments, questions and suggestions. Please feel free to call me on my cell phone at 202-251-0349.