volume 47, number 4 april 2017 first crowley lng-powered ...u.s.-flag fleet, create american jobs...

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Page 6: Jones Act tanker Liberty delivered to SEA-Vista

Page 2: In a letter to Secretary of Transportation Elaine Chao, the presi-dents of three U.S. merchant marine officers’ unions emphasized theimportance to national security of a program to design and build multi-mission vessels to serve as training ships and in sealift operations.

National Security Multi-Mission VesselProgram crucial to U.S. mariner base

Page 3: Rep. John Garamendi (D-CA) has introduced legislation thatwould require up to 30 percent of U.S. exports of strategic energyassets to be carried by U.S.-flagged vessels. The bill is cosponsored byReps. John “Jimmy” Duncan, Jr. (R-TN) and Duncan Hunter (R-CA).

Bipartisan legislation aims to expandU.S.-flag fleet, create American jobs

Volume 47, Number 4 April 2017

First Crowley LNG-powered ConRo launched

AMO officers will man two new LNG-powered ships in Jones Act Puerto Rico tradePhoto: Crowley Maritime Corp.

Crowley Maritime Corp. and VTHalter Marine in March launchedCrowley’s new Commitment Class ship,El Coquí, at the shipyard inPascagoula, Miss.

El Coquí, the first of two in theCommitment Class, is one of the world’sfirst combination container/roll on-roll off(ConRo) ships powered by liquefied nat-ural gas. Both of the Commitment Classships will be manned in all licensed posi-tions by American Maritime Officers.

Putting the ship into the water wasthe first in a series of milestones reachedin March as part of Crowley’s $550 mil-lion project to expand and modernize thecompany’s shipping and logistics servicesbetween Jacksonville, Fla., and San Juan,Puerto Rico. Crowley has operated cargoservice in this Jones Act trade since 1954.

El Coquí, named after a frog nativeto the island, is now proceeding throughthe final topside construction and testingphase before entering service during thesecond half of 2017.

“This was a special day forCrowley, VT Halter Marine and all of themen and women who designed, and whoare constructing, this world-class ship,”said Tom Crowley, company chairmanand CEO. “We are extremely apprecia-tive of all the work that has been accom-plished so far and look forward to thesuccessful delivery of El Coquí later thisyear and her sister ship, Taíno, in the firsthalf of next year.

“The ship launch also marks thebeginning of a very momentous week forCrowley and our Commitment Class pro-ject,” Crowley said. “We are expectingthe arrival of three new gantry cranes atour new terminal pier in San Juan laterthis week, and two, one-million litercryogenic tanks at our LNG bunkeringfacility being built at the Port ofJacksonville, Fla. Altogether, theseinvestments epitomize the strong, long-term commitment we have to serving ourcustomers and the people of Puerto Ricowith the most modern and efficient sup-

ply chain services in the trade.”El Coquí, like her sister ship Taíno,

will be able to transport up to 2,400 twen-ty-foot-equivalent container units (TEUs)and a mix of nearly 400 cars and largervehicles in the enclosed, ventilated andweather-tight RO/RO decks. A wide rangeof container sizes and types can be accom-modated, ranging from 20-foot standard,to 53-foot by 102-inch-wide, high-capaci-ty units, as well as up to 300 refrigeratedcontainers, the company reported.

“The launch of the El Coquí is astrong indication of our commitment tothe success of our customer Crowley,”said Paul Albert, CEO, VT HalterMarine. “Our thanks to both the ship-builders of VT Halter Marine and theCrowley project team for all their hardwork in delivering such a significant ves-sel. This is a great accomplishment forboth teams; we very much appreciate thisopportunity to build such a magnificentship for such a great company.”

Construction of both El Coquí and

Taíno, the latter named for an indigenouspeople of Puerto Rico, is being managedin the shipyard by Crowley MarineSolutions, which includes naval architec-ture and marine engineering subsidiaryJensen Maritime.

“The new ships and relatedimprovements in Puerto Rico andJacksonville will add speed and efficiencyfor our customers shipping goods betweenthe mainland and the island,” said JohnHourihan, senior vice president and gener-al manager, Puerto Rico services. “Theenvironmentally friendly ships willreplace tugs and triple-deck roll-on/roll-off barges currently sailing betweenJacksonville and Puerto Rico.”

Fueling the ships with LNG willreduce emissions significantly, including a100-percent reduction in sulphur oxide(SOx) and particulate matter (PM); a 92-percent reduction in nitrogen oxide(NOx); and a reduction of carbon dioxide

See Commitment Class ◆ Page 2

2 • American Maritime Officer April 2017

National Security Multi-Mission Vessel Programcrucial for U.S. mariner base, sealift capabilities

The following letter dated March 24was sent to U.S. Secretary ofTransportation Elaine Chao by AmericanMaritime Officers National PresidentPaul Doell, Marine Engineers’ BeneficialAssociation President Marshall Ainleyand Masters, Mates and Pilots PresidentDon Marcus.

As the Administration continuesto develop its budget for Fiscal Year2018, we would like to express ourstrong support for funding the NationalSecurity Multi-Mission Vessel (NSMV)program. Through this program the fed-eral government would build a series ofmulti-purpose ships to be used mainlyas training vessels for our nation’smariners at the State MaritimeAcademies (SMAs), but which wouldalso be purpose-built for use in disasterassistance and humanitarian aid duringtimes of national need.

Our nation’s six state maritimeacademies produce over 70% of U.S.licensed officers each year. In order toreceive a Coast Guard license, cadetsmust complete 360 days of creditablesea-time, most of which occurs aboardfederally-owned training ships, whichare operated by the State MaritimeAcademies.

These training vessels are aging andmust be replaced. On September 16, 2017,the TS Empire State will have been in ser-vice for 56 years. Clearly, it is reachingthe end of its useful life as a training ship.The TS Kennedy, launched in 1967, is not

far behind. The Empire State and theKennedy are our country’s two largesttraining ships. Losing either one without areplacement will have a devastatingimpact on the mariner pipeline at a timewhen we are unable to meet the projectedneed for mariners.

Failure to address this problemwill inevitably result in a weakenedU.S. economy and will significantlydiminish our military sealift capacity.

As you know, the maritime industryis an essential part of our nation’s econo-my. Each year the industry creates over$100 billion in economic output, employ-ing 1.5 million Americans and paying tensof billions in wages and benefits.

But often overlooked is the depen-dence of national security on civilianmariners, who provide logistical sup-port for our operational and deployedforces in both peace and conflict. Yearsago, the Defense Department adopted apolicy of relying heavily on commercialships and civilian crews for militarysealift to war zones around the world.The use of commercial vessels andmariners to move military cargo, whichsaves the Defense Department billionsof dollars each year, can only work ifthere is an adequate supply of civilianmariners. The former Commander ofMilitary Sealift Command (MSC),RADM Thomas Shannon, highlightedthe importance of civilian mariners toMSC when he reported that on theheaviest day of delivering combat gear

to Kuwait for Operation Iraqi Freedom,167 cargo ships stretched from the U.S.East and Gulf Coasts to Kuwait; equiv-alent to one ship every 50 miles.

Recently, Gen. Darren W.McDew, Commander U.S.Transportation Command, who over-sees military sealift, spoke to the criti-cal role that commercial mariners playin national security and his concernregarding the availability of mariners tomeet the need for military sealift capac-ity. Gen. McDew said that the nation’sability to project a force with sealift ina manner similar to Desert Storm 25years ago is no longer guaranteed due toa dwindling pool of American mariners.McDew said, “That should shock you.It shocks me.” He added, “If the U.S.mariner base gets too small, we willhave to rely on other countries todeploy our combat power.” That possi-bility, he said, is only more worrisomeas “the global security environment isonly getting more contested.”

According to a report on ourfuture transportation workforcereleased in August 2015 by the U.S.Departments of Education, Labor, andTransportation, there will be a need forapproximately 40,000 new U.S. Coast

Guard credentialed captains, mates,pilots, and ship engineers between 2012and 2022. That is a challenging targetunder the best of circumstances.

Madam Secretary, our country isfacing an urgent need to address therecapitalization of our training ships.We encourage you to follow the recom-mendation of the DOT’s Volpe Institute,which studied this problem and con-cluded, “Constructing five new vesselswould have the lowest total estimatedlifecycle costs, according to the analy-sis, and would provide vessels ready fora range of missions for 50 years.”

Significantly, Congress has provid-ed NSMV design funding over the pasttwo years. The 2017 National DefenseAuthorization Act (NDAA) included lan-guage authorizing $36 million to begincontracting construction of the NationalSecurity Multi-Mission Vessel.

We urge you to support invest-ment in our mariners, our economy andour national security, by requestingfunding for the National Security Multi-Mission Vessel program at its autho-rized level in the President’s FY18 bud-get request.

Thank you for your considerationof this important issue.

(CO2) of more than 35 percent per con-tainer, compared with current fossil fuels,the company reported.

Hourihan also noted the importanceof the Jones Act as it relates to Crowley’s$550 million overall investment in thetrade, saying “the improvements we aremaking would not have been possiblewithout the Act.”

The Jones Act requires vessels car-rying cargo in U.S. domestic waterbornetrades to be owned by American citizens,built in the U.S. and crewed by U.S.mariners, thereby supporting investmentin maritime infrastructure and approxi-mately 500,000 jobs and $100 billion ayear in annual economic output.

Crowley’s other recent project mile-stones include:

•In San Juan, Crowley receivedthree new, ship-to-shore gantry cranes atthe company’s Isla Grande Terminal. Thecranes, which were offloaded ontoCrowley’s new 900-foot-long pier overseveral days, are the first new specializedgantry cranes to be received for operationin San Juan Harbor in more than fivedecades, the company reported.

•In Jacksonville, two 260-ton cryo-genic LNG tanks arrived at Crowley’sleased property at JAXPORT’sTalleyrand Marine Terminal. The facili-ty, scheduled for completion this sum-mer, will be adjacent to Crowley’s oper-ating terminal and will serve as the fuel-ing station for the LNG-powered ships,the company reported.

In addition to the ships, cranes andtanks, Crowley’s $550 million invest-ment includes a new 900-foot-long, 114-foot-wide concrete pier at Isla Grandeand associated dredging needed toaccommodate the two new ships;expanding terminal capacity for handlingrefrigerated containers; paving 15 acresto accommodate container stacking;adding containers and associated han-dling equipment to its fleet; installing anew electrical substation to providepower for the new gantry cranes; con-structing a new seven-lane exit gate forincreased efficiency; installing hardwarerequired for a new, state-of-the-art termi-nal operating software system, and more.

“The ships, terminal and bunkeringfacility represent next-generation technol-ogy built for high performance anddependable service for our customers,”said Crowley’s Tucker Gilliam, vice pres-ident, special projects.

Commitment ClassContinued from Page 1

Image: Crowley Maritime Corp.

American Maritime Officer (USPS 316-920)Official Publication of American Maritime Officers

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American Maritime Officers National Executive BoardPaul Doell, National PresidentCharles Murdock, National Secretary-TreasurerDaniel Shea, National Executive Vice PresidentJoseph Gremelsbacker, National Vice President, Deep SeaJohn Clemons, National Vice President, Great LakesDavid Weathers, National Vice President, Inland WatersMichael Murphy, National Vice President, Government Relations

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American Maritime Officer • 3April 2017

Bipartisan Energizing American Maritime Act aimsto expand U.S.-flag fleet, create American jobs

Rep. John Garamendi (D-CA),ranking member on the Subcommittee onCoast Guard and Maritime Transportation,has introduced the Energizing AmericanMaritime Act (H.R. 1240), bipartisan leg-islation that would require up to 30 per-cent of U.S. exports of strategic energyassets to be carried by U.S.-flagged ves-sels. H.R. 1240 is cosponsored byCongressmen John “Jimmy” Duncan, Jr.(R-TN) and Duncan Hunter (R-CA),chairman of the Subcommittee on Coast

Guard and Maritime Transportation.“American Maritime Officers

stands in strong support of this initiativefrom Congressmen Garamendi, Duncanand Hunter to grow the U.S.-flag mer-chant fleet and expand the job base for themost qualified professional mariners inthe world — American merchantmariners,” said AMO National PresidentPaul Doell. “Increasing U.S.-flag partici-pation in international trade will createnew jobs, strengthen national security and

bolster U.S. defense sealift capabilities.”In a statement released March 3,

Rep. Garamendi said: “The state of theAmerican maritime industry is in crisis-level decline. After World War II, ouroceangoing fleet of U.S.-flagged shipsnumbered 1,200. Today, it’s fewer than 80.This isn’t just an economic concern — it’salso a national security risk. We can’t relyon foreign-flagged vessels to provide thenecessary movement of strategic materialsin a time of war. Requiring even a minor-

ity of strategic energy asset exports to becarried on U.S.-flagged ships will compelus to rebuild the technical skill to manthese vessels — and with that comesgood, high-paying, maritime jobs.

“We’re the most powerful nation inthe world, but 99 percent of our trade trav-els on foreign-flagged ships,” he said. “Todevelop the kinds of jobs that will keepthe American economic engine moving,we need to right this ship and growAmerica’s maritime sector.”

AMO aboard the Maersk Michigan

American Maritime Officer members working aboard the Maersk Michiganin February included Third Mate Joe Severson, Second Mate MicheleLaycock, Third Assistant Engineer Joe Parsons III, Captain Thua Pham,Second A.E. Engineer Pat Hehir, Chief Engineer Florin Marinescu, FirstA.E. Marc Salerno and Chief Officer Martin Crowell. With them is CadetMorgan Miller (left).

The Maersk Michigan is operated under Military Sealift Command charter byMaersk Line, Limited and is manned in all licensed positions by AmericanMaritime Officers.

Photos courtesy of Captain Thua Pham

U.S. Customs and Border Protection JADE officerhighlights importance of Jones Act to national security

The following article was releasedMarch 22 by the Maritime TradesDepartment, AFL-CIO, with whichAmerican Maritime Officers is affiliated.

The face of the newly created U.S.Customs and Border Protection’s JonesAct Division of Enforcement (JADE) toldthe MTD Executive Board he views thelaw as a commonsense way to keep thecountry safe.

“We all know the purpose of thecoastwise laws is to ensure the protectionof our maritime interests and our ship-building interests in the United States,”stated Officer Michael Hebert. “Myfather-in-law spent his entire career in theshipbuilding industry, so I have a littlemore appreciation than most in Customswith the maritime industry and with ourshipbuilding industry. It is critical.”

Speaking in San Antonio on March 9,Hebert continued, “Without the Jones Act,we would have issues in our inland riversystems with national security. Our nationalsecurity is a layered approach. There’s noway that we could enforce our nationalsecurity laws without the Jones Act.”

He then described the magnitude oftrying to protect the nation without theJones Act.

“We have 95,000 miles of coastlinein the United States,” he said. “When welook at the southern border, that’s 1,900(miles), and we’re really concerned aboutthe southern border. But we (also) need to

be concerned about our coastline and ourriver systems. Without the Jones Act, wewould be inundated with foreign-flag ves-sels and non-coastwise-qualified vesselsdoing business at our critical infrastruc-tures. They would have unfettered accessto our refineries and more, and that’s anissue to me. Along with the vessels, theforeign crew that are on these vessels.”

Hebert illustrated the security risksas substantial and said it would beextremely difficult to safeguard such avast area without tens of thousands ofadditional security personnel.

Next, he talked about some ofJADE’s activities. Upon the department’sformation last year (it’s a national unit

based in New Orleans), his division iden-tified a lack of uniform Jones Act enforce-ment across the country. It is working tomitigate that condition, Hebert said.

JADE assists ports and works withthe Coast Guard and Customs, he added. Itmonitors allegations of Jones Act viola-tions that are reported and weighs in onindividual cases. There are many moreinquiries now that people know where toturn to ask questions and submit com-plaints about possible violations, he noted.The division also works to facilitate“legitimate trade.”

“Our missions are education andenforcement. If we have more education,we’ll have less enforcement,” Hebert said.

Meetings of theMaritime Trades

DepartmentMaritime Trades Department, AFL-CIO, President Michael Saccogreets American Maritime OfficersNational President Paul Doell atthe Maritime Trades DepartmentExecutive Board meetings inMarch in San Antonio, Texas.


Cargo preference laws vital for sustaining U.S.-flagmerchant fleet, U.S. defense sealift capabilities

The following resolution wasapproved by the Maritime TradesDepartment, AFL-CIO, Executive Boardin March.

American-flagged cargo ships are anintegral part of both the nation’s economyand security. This is an undeniable fact, andone of the most well-defended aspects ofthe Jones Act by our allies on Capitol Hilland in the Pentagon.

In order to keep a steady supply ofcargo on those vessels — and thereby insur-ing a steady number of well-trainedmariners — the industry relies on thenation’s series of cargo preference pro-grams. These measures oversee the admin-istration of and compliance with U.S. cargopreference laws and regulations, whichrequire shippers to use U.S.-flag vessels totransport certain government-impelled

oceanborne cargoes.Most of the time when we talk about

cargo preference, we mean the 1954 Foodfor Peace initiative, specifically governingthe shipment of agricultural goods and gov-ernment aid programs. However, it alsoincludes the Military Cargo Preference Actof 1904, which dictates that 100 percent ofmilitary cargoes are shipped under the Starsand Stripes. And, it includes PublicResolution 17 (enacted in 1934) whichrequires all cargo generated by the U.S.Export-Import Bank be shipped via U.S.-flag vessels unless granted a waiver by theU.S. Maritime Administration.

These mean that every time the mili-tary needs to send a battalion of tanks andsupplies to an overseas base, or an Export-Import Bank customer ships U.S.-producedgoods to their customers, they do so on a

U.S.-flagged, U.S.-crewed vessel. Thesesame ships also carry half of the cargoesgenerated by government aid programs,delivering food and other supplies toimpoverished nations across the globe.

Without these cargoes, the U.S.-flagfleet wouldn’t be able to respond as quick-ly to a sudden activation in time of war.That would have a severely negativeimpact on our nation’s ability to supportour troops overseas, as seen duringOperation Iraqi Freedom, when over 90percent of military troops, cargoes andsupplies were transported on Americanships. Additionally, these programs pro-vide for thousands of U.S. shoreside andtransportation-related jobs.

If the United States is to retain itsposition as the world’s principal tradingnation and its prestige as a superpower, the

dramatic decline of its maritime industrymust be halted. Steps must be taken torestore American-flag shipping to its right-ful place among the world’s leading fleets.For too long, America has taken its mar-itime strength for granted. For too long, thisvital asset has been allowed to shrink to apoint where national interest and nationalsecurity are now threatened. To preserveAmerica’s role as the world’s strongestnation, our leaders must take a stand anddevelop a maritime policy that ensures aviable, balanced and dependable oceantransportation capability.

The Maritime Trades Department,AFL-CIO, its affiliates and its PortMaritime Councils will continue to defendthe cargo preference programs, and push torestore the American fleet with a steadystream of cargo.

U.S.-sourced food-aid shipments promote Americanjobs, provide cargo for U.S. ships in times of peace


With the start of a new WhiteHouse administration comes the opportu-nity to solidify support for one of thenation’s most successful foreign aid pro-grams — Food for Peace.

Signed into law by PresidentEisenhower in 1954, Food for Peace(also known as PL-480) has providedAmerican-grown food to hungry peoplearound the world. These goods are deliv-ered aboard U.S.-flag, U.S.-crewed ves-sels, making it not just a foreign aid pro-gram, but also one providing jobs fromfarmland to seaports for Americans.

Since its implementation, Food

for Peace has fed more than 3 billionpeople in more than 100 countries. Thefood is grown by American farmers. Itis moved by American transportationworkers via truck, rail and/or barges toAmerican ports where dock workersload it onto American ships. Thisprocess directly involves nearly 45,000workers. If the other domestic jobsrelated to PL-480 are included, thatnumber swells to around 100,000.

In January, a coalition of U.S.-flagship owning companies, maritime unionsand maritime trade associations wrotePresident Donald Trump seeking hisadministration’s support for Food forPeace. Known as USA Maritime, thiscoalition pointed out PL-480 has main-tained strong bipartisan support through-

out its 60-plus years “because it yields adomestic economic benefit by promotingAmerican jobs while also serving to helpothers abroad. For decades the programhas been working well as it was originallyintended despite relentless attacks on theagricultural and maritime communities.”

Among those attacks was a pilotprogram a couple years ago to take someof the money used for Food for Peace andsimply ship it overseas with a minimumof oversight and accountability. As USAMaritime noted in its letter,“Continuation of such policies would bedisastrous for American jobs andAmerican workers.”

When PL-480 cargo arrives at itsforeign destination, the food is containedin bags and boxes marked with American

flags and proudly stating “A Gift from theAmerican People.” These offerings canonly help the image of the United States asthe beacon of hope and freedom.

In addition to the domestic jobssupported by the program, militaryleaders have noted it is essential tomaintaining a strong and viable U.S.-flag merchant fleet, which is essentialto providing for America’s nationaldefense sealift capability.

The Maritime Trades Department,AFL-CIO, its affiliates and its PortMaritime Councils will continue to fightfor the Food for Peace program. It is aproven winner – here at home with goodAmerican jobs and national security impli-cations, and overseas with food given bythe American people to those in need.

USCG updates STCW NVICs for chief mate/master and other endorsementsThe U.S. Coast Guard has issued

‘change 1’ to NVICs 10-14, 11-14, 12-14and 17-14. The changes to the NVICs

require the use of new Records ofAssessments when signing off tasks cov-ered by these NVICs. At this time, the

changes only affect those upgrading to chiefmate/master (management level), and to theofficer in charge of a navigational watch

(OICNW) and officer in charge of an engi-neering watch (OICEW) endorsements.

STAR Center’s informational pageon the chief mate/master upgrade require-ments has been updated to include the infor-mation and guidance contained in ‘change1.’ Anyone in the process of upgradingshould review the updated webpage, specif-ically noting the changes to the Record ofAssessment. Anyone starting their upgradeshould use the new guidelines in NVIC 10-14 Ch.1. The new NVIC notes: “The CoastGuard will continue to accept demonstra-tions of competence using the originalguidelines (Enclosure (2)) and documentedusing the original Record of Assessment(Enclosure (3)) until December 31, 2017.”

For more information, go tohttps://www.star-center.com/stcw2010-deck.upgrade.html.

CorrectionIn a photo caption published in theFebruary edition of AmericanMaritime Officer, Tim LeClair,chief engineer aboard the tankerLouisiana, was incorrectly identi-fied. The editor regrets the error.

AMO aboard theSunshine State

American Maritime Officers mem-bers working aboard the Sunshine

State in January in PortEverglades, Fla., included First

Assistant Engineer Heath Kinney,Chief Engineer Victor Mull,

Second A.E. Janis Kalnins andThird A.E. John Towles.

American Maritime Officers mem-bers working aboard the Jones Act

tanker Sunshine State in Januaryin Port Everglades, Fla., included

Captain Stephen Foster, ThirdMate Mike Thomas and Second

Mate Robert Sawaress.


Great Lakes Maritime Task Forcereports progress on many key issues

The 2016 annual report of the GreatLakes Maritime Task Force, a coalition ofwhich American Maritime Officers andAmerican Maritime Officers Service aremembers, is available online at:www.glmtf.org/category/annual-reports/.

The year 2016 was one of steadyprogress towards making shipping on ournation’s Fourth Sea Coast as efficient andreliable as possible, stated the Great LakesMaritime Task Force (GLMTF) in its 2016Annual Report issued in March. GLMTF,the largest labor/management coalition everassembled to promote shipping on the GreatLakes and St. Lawrence Seaway, citedprogress on the dredging crisis, constructionof a second Poe-sized lock, and addinganother heavy icebreaker to the U.S. CoastGuard’s Great Lakes forces.

Significant progress has been madeon reducing the amount of sediment clog-ging ports and waterways that in turn forcesvessels to carry less cargo.

“It was not too long ago that thedredging backlog at Great Lakes ports andwaterways topped 18 million cubic yardsand was projected to grow to 21 millioncubic yards,” the task force reported. “Itnow stands at 15 million cubic yards and

will keep shrinking because expendituresfrom the Harbor Maintenance Trust Fundwill annually increase rather than build asurplus that was then used to make thefederal deficit seem smaller. We can seethe day when fluctuating water levels, notlack of dredging, determine vessels’loaded draft.”

The report noted there was no lengthyfailure of either the Poe or MacArthurLocks that connect Lake Superior to thelower four Great Lakes and St. LawrenceSeaway, but warned the threat is evengreater, as both chambers are now a yearolder (48 and 74 respectively).

“We used to average building a newlock at the Soo every 19 years, but it isnow nearly half a century since the Poewas opened.”

Congress authorized construction of asecond Poe-sized lock at full federalexpense in 2007.

“The stumbling block remains theCorps’ 2005 assessment of the project’sbenefit-cost (b/c) ratio, which, because thereport assumed the railroads had the capac-ity to move the cargoes stranded by a failureof the lock and could do so at no additionalcost, was set at 0.73. An administration can-

not include a project in its budget unless theb/c ratio is at least 1.0. The Corps isreassessing the b/c ratio and its report is dueby year’s end. We expect a very favorablereport, because for one, Treasury’s recentlyreleased report estimates the project’s b/cratio could be as high as 4.0.”

GLMTF cautioned that two mildwinters in a row must not lessen the region’sresolve to fund the new heavy Lakes ice-breaker authorized in the Coast GuardAuthorization Act of 2015.

“Fortunately, our Great Lakes delega-tion, in particular Wisconsin SenatorsTammy Baldwin (D) and Ron Johnson (R),takes the long view and is committed toanother Mackinaw-class icebreaker.”

One disappointment in 2016 wasfailure to enact federal ballast water legis-lation, but GLMTF endorses TheCommercial Vessel Incidental DischargeAct (S. 168/H.R. 1154) now movingthrough Congress.

“We must have a uniform, federalballast water discharge standard, one thatmeets the highest standard currently achiev-able and is dictated by the U.S. CoastGuard. The status quo, two federal vesseldischarge regulations enforced by two dif-

ferent agencies, plus, at latest count, 25 stateregimes, is unworkable.”

The annual report also highlightsthe conversion of two U.S.-flaggedsteamships to internal combustionengines, GLMTF presenting its Legislatorof the Year Awards to Senator RonJohnson (R-WI) and RepresentativeDavid Joyce (R-OH), and concludes witha salute to Betty Sutton’s tenure as St.Lawrence Seaway administrator.

Founded in 1992, Great LakesMaritime Task Force promotes domesticand international shipping on the GreatLakes. With 83 members, it is the largestcoalition to ever speak for the GreatLakes shipping community and draws itsmembership from both labor and man-agement representing U.S.-flag vesseloperators, shipboard and longshoreunions, port authorities, cargo shippers,terminal operators, shipyards and otherGreat Lakes interests. Its goals includeensuring Lakes dredging is adequatelyfunded; construction of a second Poe-sized lock at Sault Ste. Marie, Michigan;addition of another heavy icebreaker tothe U.S. Coast Guard’s Lakes forces; afederal ballast water discharge standard;protecting the Jones Act and other U.S.maritime cabotage laws and regulations;maximizing the Lakes overseas trade viathe St. Lawrence Seaway; opposingexports and/or increased diversions ofGreat Lakes water; and expanding shortsea shipping on the Lakes.

Bipartisan congressional group urges use of HarborMaintenance Trust Fund for its intended purpose —proper maintenance of ports, harbors, channels

The following letter dated January31 and signed by 75 members of theHouse of Representatives was sent toPresident Trump.

We write to bring your attention to anissue that is vital to our nation’s transporta-tion infrastructure — properly maintainingAmerica’s harbors and navigation channels.The U.S. needs fully maintained navigationchannels for safe and efficient freight trans-portation to the global marketplace.

In your budget request for FiscalYear 2018 (FY18), we urge you to includefunding and estimates for harbor mainte-nance programs that are consistent with theWater Resources Reform and DevelopmentAct of 2014 (WRRDA 2014) and the WaterResources Development Act of 2016(WRDA 2016). These bipartisan laws,which passed with overwhelming majori-ties in the House of Representatives and theSenate, provide three specific directions onU.S. Army Corps of Engineers (USACE)harbor maintenance activities.

First, to end a long trend of USACEand Office of Management and Budgetunderfunding of harbor maintenance,Congress set increasing targets for appro-priations from the Harbor MaintenanceTrust Fund (HMTF) that reach 100 percentof annual revenues into the HMTF byFY25. WRRDA 2014’s FY18 HMTFspending target is 74 percent of the project-ed amount of receipts into the HMTF dur-ing FY17.

Second, these Acts authorize $50million in additional funding for eligibledonor ports and energy transfer ports tobetter reflect the economic contributionsmade by individual ports to the HMTF.

Finally, these Acts direct the USACEto include in its annual budget request twoestimates: (1) an estimate of the nationwideaverage availability of the authorized

depths and widths of all federally-main-tained navigation channels that wouldresult from each annual harbor mainte-nance budget request; and (2) an estimateof the average annual amount of appropria-tions from the HMTF that would berequired to increase that availability to 95percent over a three-year period.

The HMTF was authorized by theHarbor maintenance Revenue Act of 1986.Revenue for the HMTF is derived from a0.125 percent ad valorem tax imposed uponmaritime cargo imports and domesticmovement through specified U.S. ports,Saint Lawrence Seaway tolls, and invest-ment earnings. General taxpayers do not

contribute revenue to the fund.While many transportation infra-

structure programs are struggling to iden-tify beneficiary-paid revenue streams tomeet their needs, maritime commerce hasbeen paying enough to meet the opera-tions and maintenance needs of all feder-ally-maintained harbors for decades, butthe federal government has been with-holding one-third to one-half of thesepayments. We urge you to dedicate har-bor maintenance tax revenue for itsintended purpose by including in yourannual budget request funding amountsfor harbor maintenance that meet theWRRDA 2014 annual targets, as well as

the two estimates described above.U.S. ports serve as a critical link to

connect U.S. manufacturers, farmers, andbusinesses with markets around the worldand are indispensable to making theexports of U.S. goods cost-competitive.The inefficiencies resulting from inade-quately maintained harbors hurt U.S. eco-nomic growth. If your Administrationrequests harbor appropriations consistentwith the WRRDA 2014 targets, we are con-fident that Congress will work with you toprovide those amounts. No new taxes orrevenues are needed to do this.

Thank you for your consideration ofthis request.

Fit-out aboard theIndiana Harbor

On March 10, the Indiana Harborwas being prepared for the ship-ping season at the shipyard inSturgeon Bay, Wis.

American Maritime Officers mem-bers working aboard the IndianaHarbor in March, here inSturgeon Bay, Wis., included FirstAssistant Engineer Andy Morgan,Chief Engineer Ralph Biggs,Third A.E. Oleg Maslak, ThirdA.E. Gregory Jardine and SecondA.E. Bruce Callahan. AMO repre-sents all licensed officers aboardthe American SteamshipCompany vessel.


New AMO jobs as Jones Act tankerLiberty enters service for SEA-Vista

The following is excerpted from anarticle released March 2 by GeneralDynamics NASSCO. American MaritimeOfficers represents all licensed officersaboard the ECO Class tankers built forSEA-Vista LLC and American PetroleumTankers.

On March 1, General DynamicsNASSCO delivered the Liberty, the thirdand final ship to be built for SEA-VistaLLC as part of a larger eight-ship ECOClass tanker program.

The three ships built for SEA-Vistaare operated by Eco-Tankers, and thefive ships built for American PetroleumTankers are operated by IntrepidPersonnel and Provisioning. All eightECO Class tankers are manned in alllicensed positions by AmericanMaritime Officers.

In 2013, NASSCO entered into anagreement with SEA-Vista to design andbuild three 50,000 deadweight-ton, LNG-conversion-ready product carriers toinclude a 330,000 barrel cargo capacityeach. The 610-foot-long tankers are a new“ECO” design, offering improved fuelefficiency and cleaner shipping options.

Construction for the first of the threeships for SEA-Vista LLC began inNovember 2014. The first two ships — theIndependence and the Constitution —have been delivered and are servicing theJones Act trade.

“We are grateful for our partnershipwith SEA-Vista and the opportunity todesign and construct three vesselsequipped with world-leading technologyand capability that will service their cus-tomers for decades to come,” said SteveDavison, vice president of pre-produc-tion operations for General DynamicsNASSCO. “Credit for the successfulcompletion of this contract goes to the

thousands of world-class NASSCO ship-builders and our partners who worked toprovide unmatched quality and servicefrom day one.”

The Liberty is the seventh vessel inan eight-ship ECO Class tanker programfor two separate companies, SEA-VistaLLC and American Petroleum Tankers.

The eighth ship of the program, thePalmetto State, was christened andlaunched March 25 at the shipyard in SanDiego, Calif.

Photo: General Dynamics NASSCO

Key U.S.-flag policy issues discussed during eighthannual Maritime Industry Congressional Sail-In

On March 1, representatives fromall sectors of the American maritime com-munity joined together to meet with mem-bers of the Senate and House ofRepresentatives and their staffs during theeighth annual Maritime IndustryCongressional Sail-In on Capitol Hill.

The event has become a hallmarkeffort for the U.S. maritime industry.

Among the issues maritime repre-sentatives highlighted during 131 meet-ings held with House and Senate membersand their staffs throughout the day werethe importance of the Jones Act, enforce-ment of cargo preference laws and sup-porting full funding for the MaritimeSecurity Program at the authorized level.

Other issues addressed includedthe practical need for a uniform federalballast water treatment standard andrestoring the U.S. Export-Import Bank to

a fully functioning status.Maritime groups met with 27 first-

time congressional representatives, andwere able to raise awareness of the vitalroles the maritime industry serves in theU.S. economy, national defense andhomeland security.

In total, 92 individuals helpedspread the word during the Sail-In,including representatives of AmericanMaritime Officers, and AmericanMaritime Officers Service and its mem-ber shipping companies.

Participants at the Sail-In this yearincluded AMO member Captain KevinStith; AMO National Assistant VicePresident, Government Relations,Christian Spain; AMO Assistant EditorTodd Wright; AMOS President andChairman Anthony Naccarato; and AMOSLegislative Consultant Brenda Otterson.

Meeting with Congressman Scott DesJarlais (R-TN) during the eighth annualMaritime Industry Congressional Sail-In on March 1 were (from left) AmericanMaritime Officers Service Legislative Consultant Brenda Otterson, VictorGonzalez with Crowley Maritime Corp., American Maritime Officers memberCaptain Kevin Stith and AMOS President and Chairman Anthony Naccarato.

Jones Act serves crucial roles in nation’s economy,defense sealift capabilities and homeland security


When one issue is brought up duringtwo different cabinet confirmation hear-ings, you know it must be important.

Yet, this issue never was utteredduring a national newscast or mentioned

in any major print news stories during lastyear’s elections. It never came up duringany of the numerous debates. And itwasn’t even on the lips of most voters.

But Senators wanted to know wheretwo nominees stood on this particularissue, and those two selected to serve werequick to respond:

“The Jones Act is a very important

program that secures national security,”stated now U.S. Transportation SecretaryElaine Chao when she was being vetted bythe Senate Commerce, Science andTransportation Committee on January 11.

“The Jones Act is a fact,” declaredcurrent Commerce Secretary Wilbur Rossbefore the same committee four days later.

The MTD applauds the strong sup-

port the nation’s freight cabotage lawreceived in these first days of the Trumpadministration. Since its inception with-in the Merchant Marine Act of 1920, theJones Act has received solid bipartisansupport from the White House andCapitol Hill.

See Jones Act ◆ Page 7


Jones ActContinued from Page 6

Simply stated, the Jones Act affirmsthat goods travelling from one domesticport to another must be moved aboard aU.S.-built, U.S.-flagged, U.S.-crewed andU.S.-owned vessel. While there are manybenefits to this law, one that shouldn’t beoverlooked is the fact that it helps main-tain a pool of well-trained, reliable,American-citizen crews who can sailaboard military support ships, deliveringmateriel to U.S. troops deployed around

the world during times of crisis.Additionally, many Jones Act vesselsthemselves could be militarily useful andundoubtedly would be made available tothe Defense Department in an emergency.

The Jones Act also provides a strongeconomic boost to the country. A majorindependent study revealed the law helpsmaintain nearly a half million Americanjobs while contributing billions of dollarsto the U.S. economy.

And let us not forget several of itsother benefits, including border protection,homeland security and prevention of illegalimmigration. The Jones Act ensures that

vessels plying America’s inland waterwaysare truly domestic. Crews are carefullyscreened before receiving their credentials,and vessel owners work with the U.S.Coast Guard and other federal law enforce-ment agencies.

The United States is not aloneamong the countries of the world inenforcing cabotage laws, like our JonesAct. More than 40 major trading nationshave similar decrees on their books.

And the United States also is notalone in facing efforts to weaken its cabo-tage laws. Our friends to the north —Canada — continue to fight against a

trade pact with Europe that seeks to opensome of that country’s jobs to foreignworkers at the expense of Canadians. TheMTD is proud to be a partner in their fightto preserve good Canadian maritime jobsfor Canadians.

The Maritime Trades Department,AFL-CIO, its affiliates and its PortMaritime Councils remain committed inour support for the Jones Act. We will con-tinue to repel any and all attacks designed toweaken this important measure. And, wewill stand with our Canadian brothers andsisters in their battle to maintain andstrengthen their cabotage laws.

Seabulk Towing christens Advanced Rotortug Trident

The Advanced Rotortug (ART) Trident, the first U.S.-built Rotortug in service,was welcomed to Port Everglades in spectacular fashion on March 9.

American Maritime Officers members attending the Trident’s christening cer-emony on March 9 included Chief Engineer Robert Santos, AB JasonFrongello, Captain Steve Rotert and AB Jacy Webbs. With them are AMONational Vice President, Inland Waters, David Weathers and NationalAssistant Vice President Daniel Robichaux.

Vessel Sponsor Cornelia Peterson christens the Trident on March 9 in PortEverglades, Fla.

Chief Engineer Robert Santos in the engine room of the Advanced RotortugTrident — AMO represents the crew aboard the Seabulk Towing vessel.

Importance of Maritime Security Program fleet uniformlyacknowledged by U.S. military and transportation leaders


The benefits of the MaritimeSecurity Program (MSP) are so obvious;the program has been nearly universallypraised by every Secretary of Defense,USTRANSCOM Commander andMaritime Administrator since the MSP’sinception. The program is also routinelydefended by members of Congress, includ-ing action last year that saw 383Representatives vote to protect this impor-tant measure.

That vote, on whether or not to studythe MSP based on a series of dubious and

debunked questions, was just the mostrecent attempt to dismantle a critical com-ponent of the U.S. military’s capability.Enacted in 1996 as part of the MaritimeSecurity Act, the MSP ensures that theDepartment of Defense has access to a fleetof U.S.-crewed, U.S.-flagged, militarilyuseful vessels in times of war or nationalemergencies. Experts have estimated that itwould cost the government billions of dol-lars to replicate the assets it receivesthrough the MSP and its related VoluntaryIntermodal Sealift Agreement – and that’snot including the intangible value of well-trained, loyal, reliable, U.S.-citizen crewswho deliver the goods for the troops wher-ever and whenever needed.

Those who are trying to weakenMSP must not fully understand just howvital that sealift capability is to America’swarfighting efforts, but the nation’s topbrass certainly recognize the MSP fleet forwhat it is: a win-win situation for both themilitary and the U.S.-flag fleet.

In testimony given last year to theHouse Subcommittee on Seapower andProjection Forces, Lt. Gen. Stephen Lyons,the Deputy Commanding General of U.S.Transportation Command(USTRANSCOM), said that “the case for aU.S.-flag fleet is compelling” and that sev-eral mobility capability studies done byUSTRANSCOM have repeatedly reaf-firmed the need for a 60-ship Maritime

Security Fleet.Ex-Maritime Administrator Chip

Jaenichen also testified, saying that theMaritime Security Fleet’s “60-ship capabil-ity is extremely important” and that for-eign-flagged ships, which might be cheap-er, cannot be relied upon for critical nation-al security missions.

In a separate testimony before theHouse Armed Services Committee’sReadiness Subcommittee,USTRANSCOM’s Commanding OfficerGen. Darren McDew stated, “The nationis still a maritime nation ... I can deliveran immediate force anywhere on the

See MSP ◆ Page 10


Radar Courses

Radar Recertification 1 day 10, 25, 27 April 8, 12, 15, 17 May 6, 8, 20, 21, 22 June 11, 12, 13 July 1, 2, 3, 15, 17 Aug 13, 26, 28 Sep 17, 18, 19, 31 Oct

ARPA 4 days 16 May

Radar Recertification & ARPA 5 days 15 May

Original Radar Observer Unlimited 5 days

AMO Safety and Education Plan — Simulation, Training, Assessment & Research Center(954) 920-3222 / (800) 942-3220 — 2 West Dixie Highway, Dania Beach, FL 33004

General Courses

IGF Code Training 5 days 24 April 24 July 18 September

Confined Space Entry 3 days 26 June 17 July 25 September

Advanced Fire Fighting 5 days 17 April

Basic Safety Training — All 4 modules must be completed within 12 months: Personal SafetyTechniques (Mon/Tues — 1.5 days), Personal Safety & Social Responsibility (Tues pm — .5 days),Elementary First Aid (Wed — 1 day), Fire Fighting & Fire Prevention (Thurs/Fri — 2 days) — not required.if Combined Basic & Adv. Fire Fighting completed within 12 months.

5 days 7 August 9 October 13 November

Basic Safety Training — Refresher 3 days 9 August 11 October 15 November

Chemical Safety — Advanced 5 days 11 September

ECDIS 5 days 17 April 12 June 7 August 6 November

Environmental Awareness (includes Oily Water Separator) 3 days 2 October

Fast Rescue Boat 4 days 24 July 5 September 6 November

GMDSS — Requires after-hour homework 10 days 17 July

LNG Tankerman PIC 8 days 14 June 18 October 28 November

LNG Simulator Training — Enrollment priority in the LNG simulator course is given to qualified membercandidates for employment and/or observation opportunities with AMO contracted LNG companies. In allcases successful completion of the LNG PNC classroom course is prerequisite.

5 days 26 June 30 October

Proficiency in Survival Craft (Lifeboat) 4 days 10 April 9 May

Proficiency in Survival Craft (Lifeboat) — Assessments Only 1 day Please Call

Safety Officer Course 2 days 15 June 26 October

Tankerman PIC DL — Classroom 5 days 1 May 10 July 13 November

Tankerman PIC DL — Simulator 10 days 15 May 24 July 14 August 27 November

Tankerman PIC DL — Accelerated Program 10 days Please Call

Train the Trainer 5 days 1 May 26 June 21 August 18 September 23 October 27 November

Train the Trainer — Simulator Instructors (Requires after hours work) 5 days Please Call

Vessel Personnel with Designated Security Duties — VPDSD 2 days 5 October

Vessel/Company Security Officer — Includes Anti-Piracy 3 days 24 April 12 June 23 October

Crowd Management 1 day Please Call

Crisis Management & Human Behavior 1 day Please Call

Basic Training & Advanced Fire Fighting Revalidation (Required by firstcredential renewal AFTER 1 Jan 2017) 2 days 27 April 15 May 22 June 10 July 3 August 11 September 16 October 2 November

EFA (Scheduled with Basic Training Revalidation BUT NOT REQUIREDFOR STCW 2010) 1 day 26 April 12 July 2 August 13 September 18 October 1 November

Leadership & Management (required by ALL management level Deckand Engine officers by 1 Jan 2017) 5 days 17 April 8 May 5 June 14 August 25 September 6 November

Maritime Security Awareness 1/2 day Please Call

Deck CoursesAdvanced Bridge Resource Management — Meets STCW 2010Leadership & Management gap closing requirements 5 days 15 May 31 July 23 October

Advanced Shiphandling for Masters — (No equivalency) Must havesailed as Chief Mate Unlimited 5 days 8 May 11 September 6, 27 November

Advanced Shiphandling for 3rd Mates — 60 days seatime equiv. for 3rdMates 10 days 5 June 7 August 18 September 6 November

Advanced & Emergency Shiphandling — First Class Pilots, Great Lakes 5 days Please Call

Dynamic Positioning — Basic 5 days 1 May 24 July 30 October

Dynamic Positioning — Advanced 5 days 5 June 28 August

Navigational Watchkeeping Standardization & Assessment Program 5 days 1, 22 May 12 June 31 July 28 August 11 September 16, 30 October 13 November

TOAR (Towing Officer Assessment Record) — Third Mate (Unlimited orGreat Lakes) or 1600T Master License required AND OICNW required 5 days 21 August 25 September 23 October

Tug Training — ASD Assist (Azimuthing Stern Drive) 5 days Please Call

Visual Communications (Flashing Light) — Test only 1 day Please Call

Medical Courses

Heat Stress Afloat / Hearing Conservation Afloat 1 day 5 June

Elementary First Aid — Prerequisite for MCP within preceding 12 months 1 day 6 June 25 July 17 October 14 November

Medical Care Provider — Prerequisite for MPIC within preceding 12months. Please fax EFA certificate when registering 3 days 7 June 26 July 18 October 15 November

Medical PIC — Please fax MCP certificate when registering 5 days 12 June 31 July 23 October

Urinalysis Collector Training 1 day 19 June 24 July 7 August 30 October

Breath Alcohol Test (BAT) — Alco Sensors 3 and 4 only 1 day 20 June 8 August 31 October

Screening Test Technician — QEDs a.m./Alco Mate 7000 p.m. 1/2 day 21 June 9 August 1 November

Medical PIC Refresher — MSC approved 3 days Please Call

American Maritime Officer • 9April 2017Deck Upgrade — STCW 2010 — Management Level (NVIC 10-14)— If sea service or training towards management level (Chief Mate/Master) upgrade started ON OR AFTER 24 March 2014 you must adhereto this new program of training. Completion of both required and optional courses listed below will include all Task Assessments required by NVIC 10-14 , providing ECDIS, GMDSS and ARPA have been previously completed.

Upgrade: Shiphandling at the Management Level 10 days 17 April 17 July 2 October

Upgrade: Advanced Meteorology — Requires after-hours homework 5 days 15 May 10 July 16 October

Advanced Stability 5 days 8 May 31 July 23 October

Search & Rescue 2 days 1 May 19 June 7 August 30 October

Management of Medical Care 1/2 day 3 May 21 June 9 August 1 November

Leadership & Management 5 days 17 April 8 May 5 June 14 August 6 November

Advanced Cargo — Optional for task sign-off 5 days 5 June 21 August 13 November

Marine Propulsion Plants — Optional for task sign-off 5 days 19 June 28 August

Advanced Celestial — Optional for task sign-off 5 days 12 June 11 September

Advanced Navigation — Optional for task sign-off 5 days 26 June 18 September 27 November

MSC Training ProgramBasic CBR Defense 1 day 3 May 30 June 21 July 4, 19 October

Damage Control 1 day 4 May 29 June 20 July 5, 20 October

Heat Stress Afloat / Hearing Conservation Afloat 1 day 13 November

Helicopter Fire Fighting 1 day 1 May 28 June 19 July 3 October

Marine Environmental Programs (with CBRD) 1/2 day 3 May 30 June 21 July 4, 19 October

Marine Sanitation Devices 1/2 day 14 November

MSC Readiness Refresher — Must have completed full CBRD & DC once incareer. 2 days 2 May 2 October 13 November

MSC Watchstander — BASIC — Once in career, SST grads grandfathered 2 days 8 June 6 October

MSC Watchstander — ADVANCED — Required for all SRF members 1 day 28 April 5, 26 May 16 June 14, 28 July 1, 15 Sep 13, 27 October 17 November

MSC Ship Reaction Force — Required every three years for SRF members 3 days 19 June 31 July 16 October

Small Arms — Initial & Sustainment (Refresher) Training — Open tomembers & applicants eligible for employment through AMO (w/in 1 year) orMSC on MARAD contracted vessels.

4 days 10, 24 April 1, 22 May 12, 26 June 10, 24 July 14, 28 August 11, 25 Sep 9, 23, 30 Oct 13 November

Water Sanitation Afloat 1/2 day 6 June 14 November

NOTICE: AMO members planning to attend STAR Center in Dania Beach, Florida — either to prepare for license upgrading or to undergo specialty training—are asked to call the school to confirm course schedule and space availabilityin advance.

NOTICE OF NON-DISCRIMINATION POLICY AS TO STUDENTS: The Simulation, Training, Assessment and Research Center (STAR), established under the auspices of the American Maritime Officers Safety and Education Plan, admitsstudents of any race, color, national and ethnic origin or sex to all the rights, privileges, programs and activities generally accorded or made available to students at the Center. It does not discriminate on the basis of race, color, national orethnic origin or sex in administration of its educational policies, admission policies and other programs administered by the Center.

Engineering Courses

Basic Electricity 10 days 5 June 2 October

Diesel Crossover 4 weeks 9 October

Gas Turbine Endorsement 10 days 15 May 30 October

High Voltage Safety Course (Classroom) 3 days 13 November

Hydraulics/ Pneumatics 5 days 8 May 18 September

Ocean Ranger Program 6 days Please Call

Programmable Logic Controllers (PLCs) 5 days 6 November

Refrigeration (Operational Level) 5 days 27 November

Refrigeration (Management Level) 5 days Please Call

Steam Endorsement 4 weeks 17 April 5 June 18 September

Electronics (Management) 1 week Please call

Instrumentation (Management) 10 days Please call

Welding & Metallurgy Skills & Practices — Open to eligible Chief Mates and Masters on a space availablebasis. Interested participants should apply online and will be confirmed 2 weeks prior to start date. 2 weeks 15 May 12 June 14 August 25 September

Self-Study, CDs and Online CoursesAfloat Environmental Protection Coordinator CD

Anti-Terrorism Level 1 Online

Crew Endurance Management CD

DOT Hazardous Materials Transportation Training CD

EPA Universal Refrigerant Certification Examination Self Study

Prudent Mariner’s Guide to Right Whale Protection CD

Qualified Assessor Online

Vessel General Permit — EPA CD

Engine Upgrade — STCW 2010 — Management Level (NVIC 15-14) — If sea service or training towards management level (1A/E-Chief Eng.) upgrade started ON OR AFTER 24 March 2014, you mustadhere to this new program of training. Completion of both required and optional courses listed below will include all Task Assessments required by NVIC 15-14. By completing the series, no expiration limitation will be placed onyour STCW credential. See STAR Center’s website for full details: https://www.star-center.com/stcw2010-engine.upgrade.html

Leadership & Managerial Skills (G500 as amended) —REQUIRED 5 days 17 April 8 May 5 June 14 August 25 September

ERM (E050 as amended) — REQUIRED (unless previously takenfor gap closing or original license) 5 days 24 April 12 June 31 July 2 October 13 November

Upgrade: Electrical, Electronics & Control Engineering(Management Level) (E133 as amended) (UPGRADE with tasks)Required unless previously taken for gap closing or original license

5 days 1 May 19 June 7 August 16 October

STCW Upgrade Task Assessment — General Engineering &Procedure (E135 as amended) — OPTIONAL: Tasks can besigned off onboard

5 days 10 July 30 October

STCW Upgrade Task Assessment — MEECE — OPTIONAL:Tasks can be signed off onboard 5 days 26 June 16 October

STCW Upgrade Task Assessment — Motor (E120 as amended) —OPTIONAL: Tasks can be signed off onboard 3 days 5 July 10 October

STCW Upgrade Task Assessment — Steam (E121 as amended) —OPTIONAL: Tasks can be signed off onboard 5 days 17 July 6 November

STCW Upgrade Task Assessment — Gas Turbine (E122 asamended) — OPTIONAL: Tasks can be signed off onboard 5 days 24 July 13 November


AMO NATIONAL HEADQUARTERS

DANIA BEACH, FL 33004-4109601 S. Federal Highway(954) 921-2221 / (800) 362-0513Paul Doell, National President [email protected] 1001Mobile: (954) 881-5651FAX: (954) 926-5112 Charles A. Murdock, National [email protected] 1004 / Mobile: (954) 531-9977 / FAX: (954) 367-1025Joseph Z. Gremelsbacker, National Vice President, Deep [email protected] 1009 / Mobile: (954) 673-0680 / FAX: (954) 367-1029Todd Christensen, East Coast Representative [email protected] / Mobile: (561) 806-3768Marie Doruth, Executive Assistant to the National [email protected] 1017 / Mobile: (954) 290-8109FAX: (954) 926-5112Dispatch: (800) 345-3410 / FAX: (954) 926-5126Brendan Keller, Dispatcher ([email protected])Extension 1061 / Mobile: (954) 817-4000Robert Anderson, Dispatcher ([email protected])Extension 1060 / Mobile: (954) 599-9771Member Services:Extension 1050 / FAX: (954) 367-1066 / [email protected]

OFFICES

WASHINGTON, D.C. 20024490 L’Enfant Plaza East SW, Suite 7204(202) 479-1166 / (800) 362-0513 ext. 7001Paul Doell, National President [email protected] 7004Mobile: (954) 881-5651J. Michael Murphy, National Vice President, Government [email protected] / [email protected] 7013 / Mobile: (202) 560-6889T. Christian Spain, National Assistant Vice President, Government [email protected] 7010 / Mobile: (202) 658-8887FAX: (202) 479-1188

PHILADELPHIA, PA 191131 International Plaza, Suite 550Chris Holmes, Contract Analyst (cholmes@amo‐union.org)(800) 362‐0513 ext. 4002 / Mobile: (856) 693‐0694

UPDATE CREDENTIALS, DOCUMENTS, TRAINING RECORDSSecure File Upload: https://securetransfer.amo-union.org/E-mail: [email protected]: (800) 362-0513 ext. 1050

TOLEDO, OH 43604The Melvin H. Pelfrey BuildingOne Maritime Plaza, Third FloorFAX: (419) 255-2350John E. Clemons, National Vice President, Great [email protected](800) 221-9395 ext. 6003 / Mobile: (419) 205-3509Brian D. Krus, Senior National Assistant Vice [email protected](800) 221-9395 ext. 6007 / Mobile: (216) 571-9666Michelle Moffitt, Dispatcher ([email protected])(800) 221-9395 ext. 6005 / Mobile: (419) 481-3470

GALVESTON, TX 775512724 61st Street, Suite B, PMB 192David M. Weathers, National Vice President, Inland [email protected](800) 362-0513 ext. 2001 / Mobile: (409) 996-7362FAX: (409) 737-4454

SAN FRANCISCO / OAKLAND, CA 946071121 7th Street, Second FloorOakland, CA 94607FAX: (954) 367-1064Daniel E. Shea, National Executive Vice President ([email protected])Mobile: (415) 269-5795 / (510) 444-5301 / (800) 362-0513 ext. 5001William Barrere, West Coast Representative ([email protected])Mobile: (415) 654-2671

NEW ORLEANS / COVINGTON, LA 70434P.O. Box 5424Covington, LA 70434Daniel J. Robichaux, National Assistant Vice [email protected](954) 367-1036 / Mobile: (985) 201-5462 / FAX: (954) 367-1062

STAR CENTER

STUDENT SERVICES/LODGING AND COURSE INFORMATION2 West Dixie HighwayDania Beach, FL 33004-4312(954) 920-3222 ext. 201 / (800) 942-3220 ext. 201Course Attendance Confirmation: (800) 942-3220 ext. 20024 Hours: (954) 920-3222 ext.7999 / FAX: (954) 920-3140

SERVICES

FINANCIAL ADVISERS: THE ATLANTIC GROUP AT MORGAN STANLEY(800) 975-7061 / www.morganstanleyfa.com/theatlanticgroup

MEDICAL CLINIC AMO PLANS2 West Dixie Highway 2 West Dixie HighwayDania Beach, FL 33004-4312 Dania Beach, FL 33004-4312(954) 927-5213 (800) 348-6515FAX: (954) 929-1415 FAX: (954) 922-7539

LEGAL

AMO Coast Guard Legal Aid General CounselProgram Glanstein LLPMichael Reny 711 Third Ave., 17th FloorMobile: (419) 346-1485 New York, NY 10017(419) 243-1105/ (888) 853-4662 (212) 370-5100 / (954) [email protected] FAX: (212) 697-6299

planet tonight. But to deliver a decisiveforce it takes a fully fledged, competentmaritime fleet. And that’s what the MSPprovides us.”

With friends like these, MSP will

continue to enjoy the overwhelming sup-port that has kept the program afloat formore than 20 years.

The Maritime Trades Department,AFL-CIO, its affiliates and its PortMaritime Councils will continue torepel any attacks on the MSP program,and attempt to expand the programwherever possible.

MSPContinued from Page 7

Regular monthly membership meetings for American MaritimeOfficers will be held during the week following the first Sunday ofevery month at 1 p.m. local time. Meetings will be held on Mondayat AMO National Headquarters (on Tuesday when Monday is a hol-iday). The next meetings will take place on the following dates:

AMO National Headquarters: May 8, June 5

Monthly Membership MeetingsUSCG: Guidelines for obtainingTankerman Person-in-ChargeEndorsement Restricted to FuelTransfers on Towing Vessels

The U.S. Coast Guard has published a policy letter containing guidelines pertainingto a new requirement for mariners supervising fuel oil transfers aboard U.S.-flagged towingvessels under the ‘Subchapter M’ final rule.

The policy letter details the requirement for certain towing vessel personnel to obtaina Tankerman Person-in-Charge Restricted to Fuel Transfers on Towing VesselsEndorsement on their Merchant Mariner Credential, and the procedures to follow to obtainthe endorsement.

The guidelines fall under the ‘Subchapter M’ final rule, which took effect July 20,2016, and requires certain towing vessels designated in the final rule to have a valid U.S.Coast Guard Certificate of Inspection by July 19, 2022.

The complete policy letter is available on the U.S. Coast Guard’s website:

https://www.uscg.mil/hq/cgcvc/cvc4/MMCpolicy/CG-MMC_pol01-17.pdf


At left: Phil Shullo handed over thekeys to STAR Center March 31 toSTAR Center Director Brian Long andDirector of Member Training JerryPannell.

Retirement of Phil Shullo marks end of an era at STAR Center

The staff of STAR Center gatheredMarch 8 to congratulate Director ofTraining Phil Shullo on his retirementfollowing a career of 18 years, with thelast 14 spent leading the premier mar-itime training institution in the UnitedStates.

By Brian Long Director, STAR Center

The end of March marked the endof an era at STAR Center. After 14 yearsat the helm, Captain Phil Shullo retiredfrom his position as Director of Training.These years have been highlighted bymany significant achievements andimprovements to our training programsand facilities. Phil’s outstanding leader-ship has kept STAR Center at the fore-front of maritime training and researchand will certainly be missed.

Before joining STAR, Phil had along and distinguished career in the Navystarting with two tours in Vietnam fol-lowed by positions of increasing responsi-bility. Phil held several commands,including the minesweeper USS Exultant,the guided missile destroyer USS Tattnall,and the destroyer tender and repair shipUSS Shenandoah. He also served as chiefof current operations and crisis plans atU.S. European Command in Germanyduring Operation Desert Storm.

Phil commanded the Service Force6th Fleet in Naples, Italy, where he wasresponsible for logistics and ship repair.That assignment was his first exposure toMilitary Sealift Command and the con-tract civilian fleet. MSC Mediterraneanwas one of Phil’s subordinate commands.He served his last active duty tour asProfessor of Naval Science andCommanding Officer Naval ReserveOfficer Training Corps at Maine MaritimeAcademy, where he developed an interestin merchant shipping.

Along the way, Phil achievedMasters degrees in International Relationsfrom Salve Regina University in Newport,Rhode Island, and in National Securityand Strategic Studies from the Naval WarCollege. He also holds a Master ofBusiness Administration with a major inCrisis and Emergency Management fromFlorida Atlantic University and a diplomain Port Management from MaineMaritime Academy.

In 1999, Phil came to STARCenter as project manager for the Stateof Alaska Pilot Assessment Program inthe Curriculum DevelopmentDepartment. This project included ayearlong development effort followedby a multi-year contract to conduct theassessments. This assessment programwas ahead of its time and formed thefoundation for many other courses thatbenefit the AMO membership today.

In 2002, Phil was promoted toManager of Project Development and wasinstrumental in bringing our ECDISSimulation Lab to fruition. He had theforesight to recognize this need, whichgave AMO members an advantage with

this type of training.After a short hiatus, Phil was asked

to return to STAR Center as the Directorof Training in 2003, based on his experi-ence, demonstrated leadership and projectmanagement skills. Since then, Phil wasresponsible for such improvements to ourfacilities as:

•Installation of a state of the art fullmission engineering simulator

•Full replacement of bridge equip-ment on our 360 degree shiphandlingsimulator

•Several upgrades to shiphandlingsimulator projection systems

•Acquisition and installation of aDynamic Positioning simulator

•Transformation of AMO South (theold strip mall) into engineering class-rooms and labs, including: Electronics,Gas Turbine, Refrigeration, andHydraulics

•Installation of desktop simulationfor various engineering models, productcarrier, and LNG (for a SIGTTO certifiedtraining program)

He was very involved in theInternational Maritime Organization

(IMO) and the International TradeFederation (ITF). Phil would spend hoursreviewing the various documents inpreparation for these meetings. He wasdedicated to representing the best inter-ests of the AMO members at these inter-national forums. Phil was also active inthe U.S. Coast Guard Merchant MarinePersonnel Advisory Committee (MER-PAC), the Nautical Institute and the ShipOperations Cooperative Program(SOCP), which he served as chairman.

One of his biggest challenges wasmeeting the requirements of the ManilaAmendments to the Standards of Training,Certification & Watchkeeping (STCW)that went into force January of this year.The development and implementationtimes were very tight, yet, under Phil’sguidance, STAR Center was able conductthe “Gap Closing” training required tokeep everyone sailing. All coursesrequired for management upgrade, deckand engine, are now in place.

Phil’s tremendous effort was alsoinstrumental in creating The EngineeringCandidate Hawsepipe (TECH) Program.AMO identified a need for a hawsepipe

path to a third assistant engineer with thegoal of building a pipeline to chief engi-neers. This program started as a joint ven-ture with SIU but is now a self-containedSTAR Center program. The roughly two-year program integrates classroom, hands-on, and shipboard rotations to prepare anindividual to sit for their license.Graduates are already sailing within theAMO fleet.

The machine and engineering main-tenance shops are almost complete in theAMO South building. This now houses afull size medium speed EMD dieselengine ready for teardown and rebuild.This hands-on facility is a great additionto our capabilities and will also allow us tooffer several professional developmentclasses to the membership.

Phil did not accomplish all thesethings single-handedly. As a good leader,however, he was able to build a dedicatedstaff to help him reach these goals. Thestaff was always eager to help Philbecause of his integrity and the examplethat he continually set. He was wellrespected and had the ability to get thebest out of others.

Starting with his Monday morning“Welcome Aboard” visits to each class-room, Phil made sure that every AMOmember knew they could come see himabout anything. Dedicated to the membersof AMO, Phil would always keep theirbest interests in mind.

With Phil’s departure, his responsi-bilities will now be shared by CaptainGerard Pannell (Director, MemberTraining) and myself (Director, STARCenter). Jerry and I, as co-directors, willstrive to continue what Phil has startedand keep his legacy alive.

Phil will certainly be missed and wewish him all the best in retirement with hiswife Deborah, his children, and grandchil-dren. It is hoped that he may still assist usfrom time to time in the future when he’snot on his sailboat.

TECH 105aboard Jones

Act tankerLouisiana

In March, apprentice engineers inthe TECH 105 class of the TECH

Program toured the engineeringspaces of the tanker Louisiana in

Port Everglades, Fla. as part oftheir training at STAR Center.


U.S. merchant marine flag joins military flags at WashingtonCounty Municipal Center, honoring veterans of World War II

The following article and photo-graph by Kathleen Moore were publishedby The Post Star of Glens Falls, N.Y. andcan be viewed online athttp://tinyurl.com/hl3gjjo. They are repub-lished here with permission. CaptainDana Haff is a retired member ofAmerican Maritime Officers (1982-2008)and sailed as master for the last 10 yearsof his career aboard the M/V Ascension.

FORT EDWARD — A new flag forunsung heroes in World War II has joinedthe hall of military flags at the WashingtonCounty Municipal Center.

The Merchant Marine flag is nowflying from a stand amid the other flags,which are all displayed on the walls.

“This one was too big. It’s so muchlarger than the others that protocol says itcan’t go up there,” said HartfordSupervisor Dana Haff, who served in theMerchant Marine.

The Maritime Administration pro-vided the flag for free, so the county

accepted it despite the size.It was a proud moment for Haff,

whose father served in the Merchant

Marine during World War II.“In World War II, the Merchant

Marine had the highest death rate — even

higher than the Marines,” Haff said.The Merchant Marine lost one in

every 26 seamen to death from hostileaction. The Marines lost one in every 34.

The organization delivered most of thewar equipment and supplies to the war the-aters, risking bombardment from air and sea.

“My father in World War II was tor-pedoed,” Haff said.

It was March 9, 1943. The James K.Polk was off the coast of South America.A German u-boat struck and got away.Only one sailor was killed.

“The ship was disabled,” Haff said.“They got almost everyone off, but askeleton crew. They raised all the cargobooms, put any cloth they had and floatedclose to Trinidad.”

The 360-mile journey was a suc-cess, but the ship was declared a total loss.

Haff also went into the MerchantMarine, retiring in 2008 after 26 years.He was a captain for the last 10 years ofhis career.

TECH Program apprentice engineers train at STAR CenterFour different classes of TheEngineering CandidateHawsepipe (TECH) Programgathered for training at STARCenter in March, including TECH105 — the first class of cadets tobe trained exclusively at STARCenter. Cadets here included(TECH 102) Mitchell Ryander,Trent Jacobsen, Ryan Aaron,Jonathan Foulks, (TECH 103) BillSharp, Marijan Strk, MichaelFlynn, (TECH 104) RussellPilchard, James Rightnour,Richard Stone, (TECH 105)Thiago Medeiros, Cezar Zarate,Nathan Mark, Chester Brown,Nathan Perry, Devin Whitney andAaron Morad.

AMO aboard the USNS Pathfinder

AMO officers working aboard the USNS Pathfinder on Pearl Harbor Day 2016included First Assistant Engineer Chipper Lee, Third Mate Chris Ruggiero,Third A.E. Armando Bermudez, Captain Mel Santos, Chief Mate Alex Kepcharand Chief Engineer Mike Hadley.Photos courtesy of Captain Mel Santos

Working aboard the USNS Pathfinder on Pearl Harbor Day in Pearl Harbor, Hi.,75 years after the attack in 1941 were (front) Captain Mel Santos, Chief EngineerMike Hadley, Chief Mate Alex Kepchar, MDR Jackson Senseney, Bosun KellyDoyle, (gangway) OS Ron Johnson, Third Mate Chris Ruggiero, First AssistantEngineer Chipper Lee, Chief Steward Alphonzo Berry, AB Rodante Niebres, GVARandy Soriano, Chief Cook Jose David, AB Donnel Mazyck, QMED AntonioWatson, QMED Ron Sease, Third A.E. Armando Bermudez, OS Marvin Fabrizius,SK Courtney Turner and AB Jape Geonzon. TheUSNS Pathfinder is operated forMilitary Sealift Command by U.S. Marine Management Inc. and is manned in alllicensed positions by AMO and in all unlicensed positions by the SIU.

volume 47, number 4 april 2017 first crowley lng-powered ...u.s.-flag fleet, create american jobs...

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