Maritime Cabotage (Jones Act)

This topic contains 3 replies, has 3 voices, and was last updated by  smoker 1 year, 3 months ago.

  • Author
  • #14229

    Mr. David Heindel
    • Shipman
    • ★★

    This Topic is for the discussion of maintaining a domestic maritime industry…

  • #14230

    Mr. David Heindel
    • Shipman
    • ★★

    The Jones Act is critical to the military strategy of the United States, which relies on the use of U.S. flag ships and crews and the availability of a shipyard industrial base to support national defense needs.

    The domestic American maritime industry strengthens U.S. national security at zero cost to the federal government. The domestic maritime fleet provides capacity and manpower that the armed forces can draw upon to support U.S. military operations. American ships, crews to man them, ship construction and repair yards, intermodal equipment, terminals, cargo tracking systems, and other infrastructure are available to the U.S. military at a moment’s notice in times of war, national emergency, or even in peacetime.

    The Jones Act ensures a strong and vibrant maritime industry, which helps ensure the United States maintains its expertise in shipbuilding and waterborne transportation. The U.S. Navy’s position is clear—repeal of the Jones Act would “hamper [America’s] ability to meet strategic sealift requirements and Navy shipbuilding.” Without American maritime, the U.S. would be dependent on foreign owned and flagged vessels for the transport of waterborne commerce in and around the country.

    The Jones Act is also critical to our country’s economic security. The 40,000 Jones Act vessels operating in the domestic trades support nearly 500,000 American jobs and almost $100 billion in annual economic impact. An impressive five indirect jobs are created for every one direct maritime job, which results in more than $28 billion in labor compensation. The industry moves close to 888 million tons of cargo every year, which plays an important role in relieving congestion on the nation’s crowded roads and railways.

    The nation’s domestic shipbuilders, which are a key part of America’s maritime industry, delivered more than 1,200 vessels in 2012, which represented more than $20 billion in domestic investments. In 2013, U.S. shipyards entered into contracts for hundreds of new vessels, including the construction of state of the art oil tankers and first in the world LNG powered containerships. U.S. shipyards are also leading the way in innovation with the construction of offshore oil and gas support and dynamic positioning vessels.

    Moreover, the Jones Act ensures that the vessels navigating our coastal and inland waterways abide by U.S. laws and operate under the oversight of the U.S. government. As was noted by the Lexington Institute in a 2011 report, “Were the Jones Act not in existence, DHS would be confronted by the difficult and very costly task of monitoring, regulating, and overseeing all foreign-controlled, foreign-crewed vessels in internal U.S. waters.”

  • #18536

    • Navigator
    • ★★★

    With out the Jones Act, we are doomed. Our jobs and the industry as we know it is over.

  • #24503

    • Shipman
    • ★★

    Mr Heindel, as SIU, what I would like to know is why do the unions (SIU/AMO/MMP/MEBA) not lobby for tax free income like other countries have for their sailors who sail international for a minimum of 240 days? You may argue that US sailors earn so much as compared to 3rd world sailors, but the reality is that:

    1) 3rd world sailors do not live in countries, pay taxes and bills , wherein their currency is the reserve currency of the world.
    2) 3rd world sailors, when their $1200/per month income, is converted into their local currency, is substantially worth more with a higher purchasing power, than the US$ that a US flagged sailor earns.

    Coming from a sailing family, and knowing sailors, personally, in China, India, Bangladesh and Philippines, I can speak from personal experience, that the US sailor is at a disadvantage when it comes to earnings.

    Going back to the Jones Act, this whole article is all about smokes and mirrors. Tote, Crowley & Matson (amongst others) have spent, in total, billions, to bring the new dual fueled con-ro ships and tankers online. Matson has just spent $550 million on 2 ships. Do you seriously think that these lines will allow the Jones Act to be repealed and sink their investments, that SIU has to constantly raise the boogie of the Jones Act and keep asking for SPAD donations, without doing nothing for their members?

    When is the SIU seriously going to look out for their members and negotiate in favor for their members and not cos. Examples are the Liberty, ACT and the Green ships. When is SIU going to fight for their members and ensure that they get their OT, instead of having to fight for it. Examples are the Crowley managed container and MSC ships. Add some Maersk ships too. When is the SIU going to step upto the plate and remove illegitimate and ass kissing bosuns who a) are not certified SIU bosuns and b) are ass kissing co man.

    SIU is against scabs. but what about the SIU management being scabs?





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