Copyright © 2017 American Maritime Officers ■ editorial@amo-union.org

Page 7: Crescent Towing adds new tug Arkansas to fleet

Page 2: Despite the announcement in January that “Sea Year” at theU.S. Merchant Marine Academy would be reinstated, signs haveemerged that the Department of Transportation is not backing downfrom its diversionary stance that prompted the temporary suspension.

AMO weighs in again on lingering KPassault, harassment issues

Page 6: Philly Shipyard ASA in late March delivered the AmericanFreedom, the second of four next generation 50,000 dwt Jones Act prod-uct tankers that the shipyard is building for American Petroleum Tankers.AMO represents all licensed officers aboard these ships.

APT takes delivery of Jones Act tankerAmerican Freedom from Philly Shipyard

Volume 47, Number 5 May 2017

Palmetto State christened, launchedJones Act tanker is eighth ship in ECO Class, fifth for American Petroleum Tankers

Photo: General Dynamics NASSCO

AMO members attending the christening and launch of the Palmetto Stateincluded Captain Robert Wirtanen (second from right). With him are (from left)AMO West Coast Representative Willie Barrere; Boren Chambers, CrowleyPetroleum Services, director, marine operations; and David Cawley, CrowleyPetroleum Services, director, engineering – tankers.

On Saturday, March 25, GeneralDynamics NASSCO christened andlaunched the Palmetto State, the final shipin an eight-ship ECO Class tanker seriesto be constructed at the NASSCO ship-yard in San Diego, Calif.

The Palmetto State is one of fiveJones Act tankers in the series built forAmerican Petroleum Tankers. The shipwill be operated for APT by IntrepidPersonnel and Provisioning and mannedin all licensed positions by AmericanMaritime Officers.

Congresswoman Susan Davis (D-CA) was the principal speaker for the chris-tening event. As the ship’s sponsor, LindaRankine christened the ship with the tradi-tional break of a champagne bottle on theship’s hull. She is the wife of Bill Rankine,manager of marine chartering and opera-tions for CITGO.

“What began nearly five years agoas a concept to design and build thePalmetto State and her sister shipsinvolved nearly 4,000 individuals coming

together for one common purpose,” saidKevin Graney, president of GeneralDynamics NASSCO. “Saturday night’scelebration highlighted the contributionsand milestones achieved by the thousandsof men and women who worked to bringthis program — and other programs atNASSCO — from concept to delivery.”

In 2013, NASSCO entered intoagreements with two companies, AmericanPetroleum Tankers and SEA-Vista LLC, todesign and construct a total of eight 50,000deadweight-ton, LNG-conversion-readyproduct tankers to include a 330,000-barrelcargo capacity each. Seven of the eighttankers have been delivered to their respec-tive customers. The Palmetto State isscheduled for delivery this summer.

Products of advanced technology,innovation and strong manufacturing, thePalmetto State and her sister ships areamong the most fuel-efficient tankers toservice the Jones Act trade. The tankersoffer 33 percent increased fuel efficiencyand cleaner shipping options.

2 • American Maritime Officer May 2017

AMO weighs in again on lingeringKP assault, harassment issuesBy Paul DoellNational President

When then-Transportat ionSecretary AnthonyFoxx authorizedgradual reinstate-ment of “SeaYear” at the U.S.Merchant MarineAcademy January12, he directed thed e p a r t m e n t ’sMaritime Admin-istration to holdfocus on “the climate at sea and the treat-ment of Midshipmen” during the acade-my’s traditional time of hands-on trainingaboard privately owned and operated U.S.merchant vessels.

This was the first indication that DOTwill not walk back its baseless, offensiveofficial position that USMMA cadets areinspired to sexual misconduct on campus bythe behavior of the merchant mariners theywork with during Sea Year, which Foxx hadsuspended in June 2016.

More signs that DOT will not retreatfrom its diversionary stand emerged April 5,when the Senate AppropriationsSubcommittee on Transportation, Housingand Urban Development and RelatedAgencies heard DOT testimony on this per-sistent issue. The witnesses were: RearAdm. James Hellis, USMMA superinten-dent; Joel Szabat, executive director ofMARAD; and Calvin L. Scovel III, thedepartment’s inspector general.

“It became clear to me that we need-ed to more closely examine the Sea Year andits potential effects, as that is the componentof our program that sets USMMA apartfrom the other federal service academies,”Rear Adm. Hellis told the Senate panel in aprepared statement.

“In the wake of a series of reportsthat indicated problems with sexual miscon-duct and other coercive behaviors, both oncampus and at sea, DOT and MARAD lead-ership suspended commercial Sea Year sowe could develop a better understanding ofthe problem and a strategy to ensure thesafety of the Midshipmen,” Szabat testified.

Citing a June 2016 “warning” fromthe accrediting Middle States Commissionon Higher Education, Scovel noted:“Recognizing the continuing indications ofsexual assault and sexual harassment, theformer Transportation Secretary (Foxx)directed USMMA to stand down the SeaYear program in June 2016.”

Thus, the DOT argument suggestedstrongly if not stated directly: sexual mis-conduct is a problem on the USMMA cam-pus, and the problem is rooted at sea amongour merchant mariners.

This and the absence of witnessesfrom the private sector — labor and indus-try — prompted American MaritimeOfficers to comment to the subcommitteefor the hearing’s official record. I did so onbehalf of our union in a letter April 12 toSubcommittee Chairman Susan Collins (R-ME) and Ranking Member Jack Reed (D-RI). The text of this letter follows.

Dear Senators Collins and Reed:

On behalf of the private sector U.S.merchant marine officers I am privileged torepresent, I welcome this opportunity tocomment on witness testimony April 5 dur-

ing your subcommittee’s hearing on the pre-vention of sexual abuse and sexual harass-ment at the venerable U.S. MerchantMarine Academy at Kings Point, N.Y. Thisis an increasingly important issue withextensive implications — U.S. nationalsecurity among them — and I am pleased toprovide relevant perspective.

Each of the three witnesses testifyingbefore your subcommittee — public offi-cials whose responsibilities includeUSMMA administration and oversight —focused almost exclusively on curbing sex-ual assault, harassment and abuse on theUSMMA campus. They discussed theDepartment of Transportation’s ongoingreform strategy to assist victims, deteroffenses and improve a USMMA “culture”said to encourage inappropriate or even ille-gal behavior.

We appreciate the intent, and we sup-port it completely. We do not abide suchconduct within our membership ranks, andwe support constructive measures to createsafe, comfortable living and learning envi-ronments for USMMA cadets.

However, we are troubled by theunderlying premise driving theDepartment’s effort. DOT and its MaritimeAdministration have for the past year assert-ed that sexual assault, abuse and harassmentare routine at sea in the commercial U.S.merchant fleet, that USMMA Midshipmenare influenced and corrupted by the allegedactions of the career mariners they workwith while training aboard ship, and thatthese students return to USMMA believingthat sexual misconduct is accepted and evenexpected on campus.

Each of the government witnessesbefore your subcommittee referred brieflyto this dubious, deficient DOT-MARADcase, which was used last year to justifyDOT’s suspension of hands-on “Sea Year”training of USMMA Midshipmen in theirsophomore and junior years.

In a senseless twist just weekslater, DOT and MARAD exempted gov-ernment ships from Sea Year suspen-sion — Midshipmen were placed in theMilitary Sealift Command, MARADand National Oceanic and AtmosphericAdministration fleets.

It is difficult to reconcile the officialrationale behind Sea Year suspension withthe lack of conclusive evidence supportingit. It is also difficult to align the DOT-MARAD stand with our direct experiencerepresenting seagoing professionalslicensed and vetted by the U.S. Coast Guard— including many USMMA alumni serv-ing on both commercial and governmentvessels. In American Maritime Officers,there were no known cases of sexual assaultand only one documented case of sexualharassment in at least the last 20 years —and, in the latter example, the provenoffender was expelled from our union.

Moreover, U.S. shipping companieshave strict, longstanding “zero tolerance”sexual assault and harassment policies,which are supported fully by the seagoingunions these companies employ. Whatmakes this specific point especially note-worthy in this context is an industry con-sensus that the need to invoke these poli-cies is rare.

Nor can the Sea Year suspensionexemption carved out for government ves-sels be squared logically with the fact thatmany of the mariners employed on thesevessels had worked previously in the com-mercial fleet said by DOT and MARAD to

provide safe harbor to perverts and preda-tors. If a merchant mariner is inclined tosexual misconduct aboard a ship operatingin international or domestic trade, is thismariner inclined to restrain impulse andcheck personal proclivity at the gangwaywhen he boards a government vessel?

Ironically, the only known current orat least recent case of sexual assault at seaunder the U.S. flag involved civil serviceMilitary Sealift Command employees on anMSC ship assigned to the Diego Garcia out-post in the Indian Ocean.

Today’s commercial U.S. merchantmariner workforce is comprised typically ofdecent, honest, responsible, well-trained andhard-working men and women of strongcharacter. Because they live where they workduring long rotations at sea, they are essen-tially “family,” and they treat each otheraccordingly. They have no patience for any-one among them whose behavior compro-mises morale or threatens the safe and effi-cient operation of the vessel. Each of thesemariners is aware that professional miscon-duct of any kind can cost them not only theircredentials and careers, but also their familiesand friendships. Despite these qualities andthe values they reflect, mariners must nowendure having been stigmatized unjustly asmorally unfit for work at sea.

These merchant mariners are also thefirst to “turn to” for strategic sealift andother military support services in defenseemergencies, both for surge shipping andlonger term delivery of combat equipmentand day-to-day supplies to U.S. ArmedForces overseas. But their numbers are

falling quickly in direct proportion to theunabated decline of the privately owned andoperated commercial U.S. merchant fleet,which delivered 95 percent of defense car-goes to the war zones during OperationEnduring Freedom in Afghanistan andOperation Iraqi Freedom under theMaritime Security Program.

USMMA — the only service acade-my with its own battle standard — is a reli-able source of qualified, reliable mariners,and any interruption of training on campusor at sea would seal off this pipeline andaggravate the mariner shortage that jeopar-dizes mobilization capabilities.

In our view, the scandal here is notwidespread sexual misconduct at sea in thecommercial U.S. merchant fleet, but theunfair, fabricated perception of it. Just asthere is no specific, verifiable data from with-in the commercial U.S. merchant fleet to sup-port the DOT-MARAD assertions, there isno evidence to support the official argumentthat government vessels are safer physicallyand emotionally for USMMA Midshipmen.Under these circumstances, we cannot helpbut be skeptical of official motives.

Nevertheless, we are relieved to knowthat Sea Year at USMMA has been reinstat-ed at a gradual rate as it applies to the privatesector American merchant fleet. But weremain frustrated by the approach taken byDOT and MARAD, and by the casual wayin which the collective reputation ofAmerican merchant mariners was tarnished.Our hope now is that USMMA commence-ments will not be delayed and that enroll-ment at the Academy will not decline.

I ask respectfully that you include thisletter in the official record of your subcom-mittee’s April 5 hearing, and that privatesector perspective be considered should youhold subsequent hearings on this issue.

Thank you for your time andattention.

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

601 S. Federal HighwayDania Beach, FL 33004

(954) 921-2221Periodical Postage Paid at

Dania Beach, FL, and Additional Mailing OfficesPublished Monthly

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

National Assistant Vice Presidents:Brian KrusDaniel RobichauxChristian Spain

Representatives:William Barrere, West CoastTodd Christensen, East Coast

Editor: Matt BurkeAssistant Editor: Todd Wright

POSTMASTER—Send Address Changes To:American Maritime Officers

ATTN: Member ServicesP.O. Box 66

Dania Beach, FL 33004

American Maritime Officer • 3May 2017

AMO conducts shipboard informational meetings on the East CoastIn March, American Maritime

Officers conducted a series ofshipboard informational meetings

for members working aboard shipson the East Coast. AMO members

from the Antares and Denebolaparticipating in a meeting March30 included William Butler, Tim

Van Pelt, Robert Bailey, AndrewCentala, Craig Meredith, Jordon

Timmons and John Kleis III. Withthem are AMO Plans ExecutiveDirector Steve Nickerson, AMO

National President Paul Doell andAMO National Assistant Vice

President Christian Spain.

AMO stands in strong support of U.S. Customsand Border Protection’s proposed modificationand revocation of Jones Act ruling letters

In a letter sent April 13 to U.S.Customs and Border Protection (CBP),American Maritime Officers NationalPresident Paul Doell stated the union’sstrong support for the agency’s proposal tomodify or revoke several ruling letters per-taining to the application of the Jones Act.

Doell’s comments for the record onCBP’s proposal, which was publishedJanuary 18 in the Customs Bulletin(Volume 51, Number 3), drew focus onexisting CBP rulings that allow foreign-flagged vessels to transport supplies andparts to offshore platforms in the Gulf ofMexico, deeming these payloads to beitems fundamental to the mission or oper-ation of the vessels carrying them, ratherthan cargo being transported domesticallyunder the Jones Act — rulings the 2017CBP proposal would correct.

“The record here is clear — the JonesAct works as intended,” Doell wrote. “Theproposed modification would ensure thatthe law is followed as written. This, in turn,would reaffirm the Jones Act’s time-testedvalue and strengthen its standing as animportant expression of U.S. sovereignty.”

CBP’s proposal has drawn wide-spread bipartisan support from lawmakersand from the maritime industry, including

more than 33 members of the U.S. House ofRepresentatives, 10 U.S. senators, 31 mem-bers of the Louisiana State House ofRepresentatives, and the companies andorganizations affiliated with the AmericanMaritime Partnership coalition. In earlyFebruary, CBP extended to April 18 theperiod during which it would be acceptingcomments on the modification and revoca-tion proposal.

Commenting for AMO, Doellaffirmed the extreme importance of theJones Act to the job base for U.S. mer-chant mariners, U.S. defense sealift opera-tions and capabilities, and U.S. economicinterests, and noted the CBP’s proposal tomodify or revoke existing Jones Act rulingletters would create American jobs, bol-ster homeland security and nationaldefense, and strengthen federal, state andlocal economies.

“The Jones Act sets a clear mandate:commercial waterborne cargoes movingbetween and among U.S. ports must be car-ried in vessels owned, documented, builtand crewed in the United States,” Doellwrote. “The law explicitly bars foreign-flagmerchant vessels from providing ‘any partof the transportation of merchandise bywater, or by land and water, between points

in the United States to which the coastwiselaws apply.’

“Despite Jones Act clarity and con-sistently wise Congressional refusal toamend or repeal this domestic shipping law,the letter rulings addressed by the 2017Notice have for years allowed foreign ves-sels to carry merchandise between U.S.points — specifically, in the Gulf ofMexico’s offshore energy markets. Thus,these letter rulings should be revoked asproposed in the 2017 Notice,” he wrote.

“The Jones Act already accounts formore than 500,000 private sector jobsnationwide and generates billions in fed-eral, state and local tax revenues. The pro-posed modification and revocation of theruling letters at issue would have a power-ful multiplier effect on both economicbenefit fronts.

“More importantly in this increasing-ly unstable world, the Jones Act sustainsessential defense resources at no cost toU.S. taxpayers,” he wrote.

“Many Jones Act ships operatingbetween U.S. coastal points can carry mili-tary cargoes to overseas war zones if theneed arises, and an estimated 80 percent ofthe highly skilled reliable and loyal civilianAmerican merchant mariners who crew

government-owned sealift ships during dis-tant emergencies began their careers inJones Act markets,” Doell wrote. “Manyofficers and crewmembers aboard the 60commercial U.S.-flag merchant ships pro-viding defense services under the MaritimeSecurity Program have at various timesworked on vessels operating in domestictrades under the Jones Act.

“The Jones Act also ensures contin-ued U.S. defense shipbuilding capability —large shipyards that can meet the Navy’svessel construction, maintenance and repairrequirements now thrive on the three deep-sea coasts,” he wrote. “In addition, theJones Act enhances homeland security byensuring that U.S. citizens staff all mer-chant vessels serving domestic deep-sea,Great Lakes and inland markets.

“This proposed modification wouldalign Customs and Border Protection inter-pretation of the Jones Act with the law’srequirements, all of which have served ournation so well since the Jones Act wasenacted as Section 27 of the MerchantMarine Act of 1920,” Doell wrote. “I urgeimmediate application of this modificationto hasten new private investment in mar-itime industries that promote U.S. national,economic and homeland security interests.”

U.S. maritime industry stands behind properenforcement of U.S. maritime cabotage laws

The following is excerpted froman article released April 18 by theAmerican Maritime Partnership, acoalition of which American MaritimeOfficers Service is a member and whichAmerican Maritime Officers supports.

The American MaritimePartnership (AMP) — the voice of thedomestic maritime industry — todaysubmitted comments strongly in supportof the U.S. Customs and BorderProtection’s (CBP) January 18, 2017notice that it is revoking previous letterrulings inconsistent with the properenforcement of coastwise laws, includ-ing the Jones Act. These maritime laws

advance critical sectors of the domesticeconomy, create American jobs, and pro-mote national security.

“Correct enforcement of U.S. coast-wise laws is vitally important to nationalsecurity interests and the maintenance ofour domestic maritime industry, which sus-tains nearly 500,000 American jobs and$100 billion in annual economic output,”said Tom Allegretti, Chairman of theAmerican Maritime Partnership. “The U.S.Customs order repealing erroneous coast-wise rulings is a wise action that properlyenforces U.S. law, promotes the futurestrength of the domestic fleet and maritimeinfrastructure, and puts American mariners

first. This action will preserve the intent ofthe Jones Act, a cornerstone of U.S. mar-itime policy upon which national and eco-nomic security depend.”

AMP commends CBP for reviewingprior rulings that were inconsistent withthe intent behind coastwise laws, especial-ly the Jones Act, and urges the lawfulimplementation of the revocation notice inthe interest of national, homeland and eco-nomic security.

Under the Jones Act, only a vesselthat is built in the United States, owned bya U.S. citizen and crewed by U.S. marinerscan participate in the transportation of cargobetween two points in the United States.

Proper enforcement of coastwiselaws ensures that companies engagingin domestic trade compete equally andare fully subject to U.S. laws and regu-lation. At the expense of economic andnational security, previous letter rul-ings have created an uneven playingfield for U.S. companies to competeagainst foreign-vessels, which aredeploying cheap foreign labor, whilenot paying fair taxes.

Beyond safeguarding the compet-itiveness of the domestic maritimeindustry, which securely moves nearly

See Jones Act ◆ Page 4

4 • American Maritime Officer May 2017

Jones ActContinued from Page 3one billion tons of cargo annually, the JonesAct strengthens national security throughthe preservation of a Merchant Marine andthe protection of coastal borders and inlandwaterways.

The Department of Defense (DoD)and the U.S. Navy rely on the Americancommercial maritime industry for militarysealift support. As General Darren W.McDew, Commander of U.S.Transportation Command, has noted:

“[T]he Jones is part of the overallreadiness of our maritime industry andour ability to go to war…. [w]ithout the

Jones Act… our maritime industry is injeopardy, and our ability to project aforce is in jeopardy.”

Michael Hebert of CBP’s Jones ActDivision of Enforcement (JADE) hasechoed this statement, noting the Act’sbenefits for border protection, homelandsecurity, and the prevention of illegalimmigration.

“Without the Jones Act, we would beinundated with foreign-flag vessels andnon-coastwise-qualified vessels doing busi-ness at our critical infrastructure. Theywould have unfettered access to our refiner-ies and more. …Our national security is alayered approach. …There’s no way that wecould enforce our national security lawswithout the Jones Act.”

AMO aboard Jones Acttanker Seabulk Trader

At right: American Maritime Officers members workingaboard the Jones Act tanker Seabulk Trader in February,

here in the Port of Tampa, included Chief Mate David Jenkinsand Third Mate Rex Ryman. With them is Massachusetts

Maritime Academy Cadet Kasmir Yakimowicz.Below: AMO members working aboard the Seabulk Trader inFebruary, here in the Port of Tampa, included Third AssistantEngineer Brandon Mackie (center), a recent TECH Programgraduate. With him are Mass Maritime Cadet Alex Zimmerman(left) and TECH Program Apprentice Engineer Bill Sharp.

AMO mem-bers workingaboard theSeabulkTrader inFebruary, herein the Port ofTampa, includ-ed SecondAssistantEngineerBrian Ehr.

Applications being accepted for next class ofThe Engineering Candidate Hawsepipe Program

Applications for the next class of The Engineering Candidate Hawsepipe (TECH)Program are being accepted through June 30, 2017. The class is scheduled to commenceOctober 2, 2017.

The TECH Program, which is approved by the U.S. Coast Guard, satisfies allUSCG and STCW 2010 training and sea time requirements for apprentice engineerscompleting the program to sit for the USCG third assistant engineer unlimited horse-power (motor) examinations.

Members of American Maritime Officers are encouraged to recommend appli-

cants for the TECH Program.A comprehensive hands-on two-year program, TECH targets high-performing high

school graduates with an interest in pursuing careers as marine engineers, and mentors themduring comprehensive training rotations ashore at STAR Center and onboard ships operatedunder contract with American Maritime Officers. Apprentice engineers who successfullycomplete the program and attain their licenses sail as members of AMO.

Information on the program and how to apply is available on the STAR Center web-site — https://www.star-center.com/techprogram/techprogram.html.

Maritime leaders tout Jones Act as essentialto economic, national and homeland security

Speaking at the U.S. NavyLeague’s Sea-Air-Space Exposition inApril, American Maritime Partnership(AMP) Chairman Thomas Allegretti,who serves as president & CEO of theAmerican Waterways Operators, calledthe industry’s relationship with the U.S.Coast Guard and the Customs andBorder Protection “one of our mostimportant partnerships” because of therole they play in U.S. homeland security.

Allegretti was joined by currentand former officials from the U.S. CoastGuard (USCG) and U.S. MaritimeAdministration (MARAD) to discuss“Maritime Transportation: Partnershipsin Preserving U.S. Commerce.”

The panel presented an opportu-

nity for participants to discuss the impor-tance of partnerships in the U.S. marinetransportation system. Allegretti’s remarksfocused on the collaboration between andamong America’s commercial maritimeindustry, the USCG and CBP to strengtheneconomic, national and homeland securityand provide critical training and safety pro-grams to support the U.S. merchant marine.

“The absence of a Jones Act wouldleave a ‘huge gaping security hole’ inAmerican homeland security,” he said.“This partnership between our Americancompanies, crews, and government is valu-able almost beyond measure. It is a partner-ship that is smart, efficient and, most impor-tant, makes our nation more secure.

“Today there is an array of maritime

training institutions and programs that pro-duce American mariners — the bestmariners in the world. The symphony oftraining programs is interconnected andcoordinated under the oversight of our pri-mary federal partner, the U.S. Coast Guard,along with the Maritime Administration.This partnership is the reason Americanmariners are the most competent, the mostproficient and the best trained in the world.”

Anthony Fisher of MARAD said:“Beyond the tactical concerns that inlandwaterway access would provide, withoutthe Jones Act there is a strategic concernover the potential loss of control of U.S.commerce to a foreign economy.”

During keynote remarks, USCGCommandant Paul Zukunft stated, “I do not

advocate for the repeal of the Jones Act.We will lose our mariners. We will loseour shipyards.”

Speaking on the “Sea ServicesUpdate” panel discussion, MARADExecutive Director Joel Szabat high-lighted the importance of the Jones Actto ensuring military shipbuilding capac-ity and sustaining a qualified U.S. mer-chant mariner base.

“The Jones Act ensures a U.S.-flagged fleet and domestic trade, includ-ing large tankers that employ the qualifi-er mariners we need,” he said. “[It] sup-ports a peacetime shipbuilding industryso our shipyards and superbly trainedworkforce stay in business during lullsin military shipbuilding.”

American Maritime Officer • 5May 2017

Lawmakers in House, Senate emphasizeimportance of cost-effective MaritimeSecurity Program to U.S. defense sealift

In separate letters sent in March andApril, bipartisan groups of U.S. senatorsand congressional representatives sought toachieve full funding at the authorized levelof $300 million for the Maritime SecurityProgram in fiscal year 2018. Both lettersemphasized the vital importance of theMSP and the fleet of 60 U.S.-flagged mili-tarily useful commercial ships the programsupports to U.S. defense sealift operationsand capabilities.

“MSP is a vital component of ourmilitary strategic sealift and global responsecapability,” stated 14 senators in a letter toSusan Collins (R-ME), chair of the SenateSubcommittee on Transportation, Housing,

Urban Development and Related Agencies,and Jack Reed (D-RI), ranking member onthe subcommittee. “It is designed to ensurethat the United States has the U.S.-flagcommercial sealift capability and trainedU.S. citizen merchant mariners available intimes of war or national emergencies. MSPalso ensures that the United States can pro-vide our troops overseas with the suppliesand equipment necessary to do their jobs onbehalf of our nation.”

“MSP is a public-private partnershipbetween the U.S. government and the U.S.-flag shipping industry whereby theDepartment of Defense (DOD) is providedassured access to privately-owned commer-

cial shipping assets, related global inter-modal systems, and the active pool of U.S.citizen mariners necessary to supportAmerica’s defense objectives around theworld,” stated 77 congressional representa-tives in a letter to Mario Diaz-Balart (R-FL), chairman of the House Subcommitteeon Transportation, Housing, UrbanDevelopment and Related Agencies, andDavid Price (D-NC), ranking member onthe subcommittee.

“This cost-effective program utilizesexisting U.S. maritime private sector capa-bilities at a fraction of the cost of what itwould take if the federal government wereto replicate the vessel capacity and global

intermodal systems made available to DODby MSP contractors who continuouslydevelop and maintain modern logistics sys-tems for commercial and defense purposes.The cost to the federal government of repli-cating just the vessel capacity is estimated at$13 billion. The United StatesTransportation Command has estimated anadditional cost of $52 billion to replicate theglobal intermodal system that is made avail-able to the DOD by MSP participants. Incontrast, the MSP, at the funding levelauthorized by Public Law 114-113, will pro-vide DOD with U.S.-flag, U.S.-crewed mil-itarily-useful commercial vessels and world-wide logistics systems at a fraction of theestimated $65 billion it would cost the feder-al government to do this job itself.

“Without a viable U.S.-flag commer-cial fleet and the American merchantmariners this fleet supports, the United Stateswould be unable to deploy its military forceson a global basis and to deliver the suppliesand equipment American troops need to dotheir job on behalf of the American people.”

AMO aboard the Integrity in the Maritime Security Program fleetAmerican Maritime Officers members working aboard the M/V Integrity inFebruary, here in Galveston, Texas, included Chief Mate Nick Kalmukos,Captain Jon Spiropoulos and Second Mate Troy Baker. The Integrity is oper-ated for American Roll-on/Roll-off Carrier in the Maritime Security Programfleet by TOTE Services and is manned in all licensed positions by AMO.

American Maritime Officers members working aboard the M/V Integrity inFebruary, here in Galveston, Texas, included First Assistant Engineer SimoZatezalo, Chief Engineer Devin Glossin, Second A.E. Andre Williams andThird A.E. Ursula Holm. With them is Massachusetts Maritime AcademyEngine Cadet Lawson Bundrant (center).

U.S. Food for Peace, McGovern-Dole School FeedingProgram crucial to nations in need, U.S. national security

A large coalition of U.S. maritimeand agricultural organizations, compa-nies and associations — includingAmerican Maritime Officers andAmerican Maritime Officers Service —sent the following letter dated April 5 toCongressmen Robert Aderholt (R-AL),chairman of the AppropriationsCommittee’s Subcommittee onAgriculture, and Sanford Bishop (D-GA), ranking member on theSubcommittee on Agriculture.

As drought and conflict persistaround the world, 2017 has brought anunprecedented need for food assistanceglobally. American farmers, fishing fam-ilies, manufacturers, the maritime indus-try and Private Voluntary Organizations(PVOs) are proud to partner with theU.S. Department of Agriculture (USDA)and U.S. Agency for InternationalDevelopment (USAID) to provide foodand tools, which help alleviate hungerand malnutrition in those regions andcountries with the greatest need. Theundersigned organizations write in sup-port for continuing at least current levelsof funding for the Food for Peace and

McGovern-Dole International Food forEducation and Child Nutrition Programsin FY2018.

According to the World FoodProgram, 795 million people, or one innine, are currently suffering from chronichunger, while one in three suffer frommalnutrition daily. This year alone,USAID’s Famine Early Warning SystemsNetwork projects that 70 million peoplewill need emergency food assistance in45 countries, and four of those countries— Nigeria, Somalia, South Sudan andYemen — could suffer famine. In 2016,conflict and the El Niño caused a 40%increase in acute food insecurity com-pared to 2015. This year, all signs pointto similar and potentially greater levelsof need.

America is the largest donor of foodassistance in the world, and proudly dis-plays “from the American people” onFood for Peace donations. From 2010 to2015, Food for Peace benefitted 52 mil-lion people in 50 countries annually. Thisprogram has not only proven vital torecipients, but also to U.S. national secu-rity. In a letter to House and Senate lead-

ership on February 27, over 120 generalsand admirals showed their support forUSAID funding as it helps in “preventingconflict.” Importantly, past recipientcountries have “graduated” from receiv-ing assistance to donating assistance;those countries include South Korea,France, Belgium, Austria, Italy, the UnitedKingdom, Spain, Greece, Portugal,Cyprus, Turkey, and Poland — and allhave since become trading partners.

The McGovern-Dole InternationalFood for Education and Child NutritionProgram provides millions of childrenaccess to education, and thus increasesthe likelihood of attending school andretaining information, by serving a meal— often the only meal those children willreceive that day — every school day.Since its inception in 2003 it has reachedover 44 million children in 40 countries,and in addition to serving children, alsoserves infants and pregnant and nursingwomen. In a June 2016 report toCongress entitled “The Global Effort toReduce Child Hunger and IncreaseSchool Attendance,” USDA’s ForeignAgricultural Service outlined successful

projects that provided technical assis-tance, created a sustainable program,educated girls, improved literacy andincreased health and dietary practices inlocal communities, while also supplyingmeals daily. According to the 2013 WorldFood Program report, “State of SchoolFeeding Worldwide,” the United Statescontributed 60% of the overall globalinvestment in school feeding programs.Again, to provide relief in critical timesand to help in “preventing conflict,”McGovern-Dole remains a critical toolfor feeding and educating the future lead-ers of the most vulnerable countries.

With recent trends moving towardan increase in food assistance needs andglobal security threats, now is the time forAmerica to continue our leadership role inthe world by showing full support forFood for Peace, a program that hastouched 3 billion lives in over 150 coun-tries since 1954, and the McGovern-DoleSchool Feeding Program, which fostersknowledge through food. We urge you tomaintain at least FY2016 funding levelsfor both Food for Peace and McGovern-Dole for FY2018.

6 • American Maritime Officer May 2017

New jobs for AMO as American PetroleumTankers takes delivery of American FreedomJones Act tankeris second of fourin APT series atPhilly Shipyard

Philly Shipyard, Inc. (PSI), the soleoperating subsidiary of Philly ShipyardASA, in late March delivered the AmericanFreedom, the second of four next genera-tion 50,000 dwt product tankers that theshipyard is building for AmericanPetroleum Tankers (APT), a subsidiary ofKinder Morgan, Inc.

American Maritime Officers repre-sents all licensed officers aboard the ships inthe American Petroleum Tankers seriesbeing built by Philly Shipyard.

The product tanker is based on aproven Hyundai Mipo Dockyards (HMD)design that also incorporates numerous fuelefficiency features, flexible cargo capabili-ty, and the latest regulatory requirements.The vessel has also received LNG ReadyLevel 1 approval from the American Bureauof Shipping (ABS). The 600-foot tanker hasa carrying capacity of 14.5 million gallonsof crude oil or refined products.

“We are proud to deliver another ves-sel to our partners at American PetroleumTankers,” said Philly Shipyard Presidentand CEO Steinar Nerbovik. “This vessel,like its predecessor, is delivered on time,and with the same resolute focus on qualityand safety that our customers depend on.On the cusp of the shipyard’s 20-yearanniversary, we are proud of each and everyone of our twenty-six deliveries and hon-ored to serve some of the very best ownersin the U.S. maritime industry.”

Members of American Maritime Officers onboard the American Freedom for the ship’s delivery in late March at PhillyShipyard included (left to right) Third Mate Sean O’Conner, Third Mate Boren Chambers, Chief Mate Joe McCann, CaptainScott Davis, Chief Engineer Dan Savoie, Chief Engineer Tom Balzano, Chief Engineer John Dentino, Third AssistantEngineer Jeff Trudeau, First A.E. Joshua Lordan and Second A.E. Robert Mong. Not in the picture is Second Mate PeteGuggina. The Jones Act tanker is operated for American Petroleum Tankers by Intrepid Personnel and Provisioning andis manned in all licensed positions by AMO.

The delivery of the American Freedom to American Petroleum Tankers was announced by Philly Shipyard March 29.American Maritime Officers represents all licensed officers aboard the American Freedom and the other three ships in theseries being built for APT by Philly Shipyard.

Photos by Cerrone Photo

Furie Operating Alaskawill pay $10 million tosettle federal penaltyfor violating Jones Act

The following article was releasedApril 4 by the Department of Justice, U.S.Attorney’s Office, District of Alaska.

Anchorage, Alaska — Acting U.S.Attorney Bryan Schroder announcedtoday that Furie Operating Alaska LLC(“Furie”), a company whose focus isexploration and production of natural gasand oil in Cook Inlet, has agreed to pay$10 million to satisfy a civil penalty orig-inally assessed against it by U.S. Customsand Border Protection (“CBP”) for violat-ing the Jones Act. Furie was penalizedwhen it transported the Spartan 151 jack-up drill rig from the Gulf of Mexico toAlaska in 2011 using a foreign-flaggedvessel without acquiring a waiver of theJones Act from the Secretary of HomelandSecurity. This resolves a civil lawsuit filedby Furie in 2012 challenging the assess-ment of the civil penalty.

The Jones Act, passed in 1920, pro-hibits a foreign vessel from transportingmerchandise between points in the United

States. A violation of the Jones Act mayresult in the assessment of a civil penaltyequal to the value of the merchandise. Awaiver may be obtained, in limited circum-stances, from the Secretary of theDepartment of Homeland Security when heor she believes it is in the interest of nationaldefense, following a determination thatthere is no U.S. vessel available to engagein the transport. (The) settlement in this caseis the largest Jones Act penalty in the historyof the act.

Resolution of this case demonstratesthat the Jones Act will be actively enforcedand that an intentional violation will not berewarded. The settlement also provides clo-sure to Furie and is designed not to under-mine its ability to bring natural gas to mar-ket in Southcentral Alaska.

Acting U.S. Attorney Schroder com-mends U.S. Customs and BorderProtection, Office of General Counsel, fortheir active support and assistance leadingto the settlement in this case.

ITF lauds $10 million penaltyfor violation of Jones Act

The following article was releasedApril 6 by the International TransportWorkers’ Federation.

The International TransportWorkers’ Federation’s (ITF) CabotageTaskforce, which is headed by MTDExecutive Board Member Jim Given,applauded the U.S. Justice Department’sannouncement that Furie OperatingAlaska LLC has agreed to pay $10 mil-lion “to satisfy a civil penalty originallyassessed against it by U.S. Customs andBorder Protection for violating the JonesAct,” America’s freight cabotage law.

As reported by the JusticeDepartment, the company was penal-ized for transporting a jack-up drill rigfrom the Gulf of Mexico to Alaska in2011 using a foreign-flag vessel withoutacquiring a Jones Act waiver.

This is believed to be the largestJones Act penalty in the nearly century-long existence of the law. While the ITFtaskforce’s preference is for properadherence to individual nations’ respec-tive cabotage laws, it is critical thatwhen regulations are violated, thosebreaking the rules are held accountable.

In announcing the penalty, thedepartment noted, “Resolution of this

case demonstrates that the Jones Act willbe actively enforced and that an inten-tional violation will not be rewarded.”

The Cabotage Taskforce endorsedthat approach and thanked both theJustice Department and the Customs andBorder Protection for standing up for theJones Act. Taskforce Chair Given noted,“This is a really momentous decision.The size of the fine, the decisiveness andresolution of the decision and commit-ment to future action are the strongestpossible markers of the importance andvalue of the Jones Act.”

Given himself, as president of theSeafarers Union of Canada, is involvedin a prolonged struggle with his countryregarding Canadian mariner cabotagerights. The SIU of Canada recently wona decision regarding the improperissuance by the Canadian authorities offoreign worker permits.

David Heindel, chair of the ITFseafarers’ section and secretary-treasurerof the MTD-affiliated SeafarersInternational Union, added, “Once againthe Jones Act has been rightly used todefend safe and lawful maritime opera-tions in American waters. This is theright decision at the right time.”

American Maritime Officer • 7May 2017

See Readiness Hearing ◆ Page 12

Crescent Towing adds Arkansas to Savannah fleet

American Maritime Officers members working aboard the tug Arkansas inApril included Engineer Jeff Parker (left) and Captain Patrick Cazaubon (sec-ond from right). With them are Seafarers International Union members BenMurphy and Doug Lewis.

Crescent Towing has added the new tug Arkansas to its fleet in Savannah,Ga. The boat entered service in February. AMO represents the captains andengineers in the company’s fleets in Savannah and New Orleans, La.

Crescent Towing has added thenew harbor tug Arkansas to the compa-ny’s fleet operating in Savannah, Ga.

The Arkansas entered service in

February. American Maritime Officers rep-resents the captains and engineers in theCrescent Towing fleets operating inSavannah and New Orleans, La.

Built by Steiner Shipyard anddesigned by Jensen Maritime Consultants,the 92-foot-long tug is powered by two GEeight-cylinder L250 Tier 3 engines, provid-

ing a bollard pull of 75 metric tons. Thedeck equipment includes a JonRie 230escort winch with 550 feet of 9-inch lineand a JonRie 424 hydraulic capstan.

Photo: Brian Gauvin

Fitting out the Roger Blough

In March, the Roger Blough was being prepared for the 2017 shipping sea-son in Duluth, Minn. American Maritime Officers represents the engineeringofficers and stewards aboard the Key Lakes vessel.

AMO members Second Assistant Engineer James Mayhew and Third A.E.Mikayla Cowette examine a shipboard generator on the Roger Blough duringfit-out in March in Duluth, Minn.

Congressional andmilitary leaders affirmvital roles of U.S.merchant marine instrategic sealift

During a recent hearing before members of two subcommit-tees of the Armed Services Committee in the House ofRepresentatives, the importance of the U.S. merchant marine tomilitary readiness and defense sealift capabilities was underscoredand lawmakers were urged to support the laws and programs thatsustain the merchant fleet and job base for American mariners.

Commander of U.S. Transportation Command Gen. DarrenMcDew was the witness at the hearing held March 30, titled “TheCurrent state of U.S. Transportation Command.” Members of theSeapower and Projection Forces Subcommittee and ReadinessSubcommittee conducted the hearing.

“While I firmly believe the United Sates military remains theworld’s best, I’m concerned about shortfalls in readiness and thetrend lines that we see,” said Rep. Joe Wilson (R-SC), chairman of

AMO response to WSJ: Jones Act‘stands on conspicuous merit’

American Maritime Officers National President Paul Doell sent the following letter in responseto a Wall Street Journal editorial critical of the U.S. Customs and Border Protection proposal to modifyor revoke multiple ruling letters pertaining to the application of the Jones Act. The newspaper publishedthe letter to the editor in the April 24 print and online editions.

Despite The Journal’s subtle suggestion to the contrary, President Trump’s support of a Customsand Border Protection (CBP) proposal to reverse 30 “regulatory precedents” shielding specialized for-eign-flagged vessels in the Gulf of Mexico from the domestic shipping law known as the Jones Act(“Offshore Drilling Blowout Preventer,” Review & Outlook, April 19) wouldn’t align the presidentpolitically or ideologically with his predecessor.

As you note, this specific Jones Act exemption has been in force for 40 years. President Obamadid little or nothing to encourage wider Jones Act jurisdiction in the Gulf. And, when the U.S. was draw-ing down crude oil from the Strategic Petroleum Reserve in 2011, the Obama administration issued aseries of Jones Act waivers crafted specifically to prevent available U.S.-owned, built, documented andcrewed tankers from carrying these cargoes. From this perspective, CBP’s proposal two days beforePresident Obama’s departure appears more like the agency’s thoughtful anticipation of a constructivechange of presidential heart than a bureaucracy “riding herd.”

Without question the Jones Act is consistent with President Trump’s “Buy American, HireAmerican” credo. This law stands on conspicuous merit as an economic, defense mobilizationand homeland-security asset sustained by private investment. Broader Jones Act application inthe Gulf of Mexico would enhance the law’s already substantial value at no cost to the govern-ment, and I doubt the “global and mobile” offshore drilling industry you refer to will go hungryas a consequence.

8 • American Maritime Officer May 2017

Radar Courses

Radar Recertification 1 day 8, 12, 15, 17 May 6, 8, 20, 21, 22 June 11, 12, 13 July 1, 2, 3, 15, 17 Aug 13, 26, 28 Sept 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 July 18 September 11 December

Confined Space Entry 3 days 26 June 17 July 25 September

Advanced Fire Fighting 5 days Please Call

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 12 June 7 August 6 November 11 December

Environmental Awareness (includes Oily Water Separator) 3 days 2 October 4 December

Fast Rescue Boat 4 days 24 July 5 September 6 November

GMDSS — Requires after-hour homework 10 days 7 August

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 12 December

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 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 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 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 15 May 22 June 10 July 3 August 11 September 16 October 2 November 7 December

EFA (Scheduled with Basic Training Revalidation BUT NOT REQUIREDFOR STCW 2010) 1 day 12 July 2 August 13 September 18 October 1 November 6 December

Leadership & Management (required by ALL management level Deckand Engine officers by 1 Jan 2017) 5 days 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 4 December

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

Dynamic Positioning — Basic 5 days 24 July 30 October

Dynamic Positioning — Advanced 5 days 5 June 28 August 4 December

Navigational Watchkeeping Standardization & Assessment Program 5 days 22 May 12 June 31 July 28 August 11 September 16, 30 October 13 November 4 December

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 December 11

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 4 December

Urinalysis Collector Training 1 day 19 June 24 July 7 August 30 October 11 December

Breath Alcohol Test (BAT) — Alco Sensors 3 and 4 only 1 day 20 June 8 August 31 October 12 December

Screening Test Technician — QEDs a.m./Alco Mate 7000 p.m. 1/2 day 21 June 9 August 1 November 13 December

Medical PIC Refresher — MSC approved 3 days Please Call

American Maritime Officer • 9May 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 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 19 June 7 August 30 October

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

Leadership & Management 5 days 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 11 December

Advanced Celestial — Optional for task sign-off 5 days 12 June 11 September 4 December

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

MSC Training Program

Basic CBR Defense 1 day 30 June 21 July 4, 19 October 8 December

Damage Control 1 day 29 June 20 July 5, 20 October 7 December

Heat Stress Afloat / Hearing Conservation Afloat 1 day 13 November

Helicopter Fire Fighting 1 day 28 June 19 July 3 October 8 December

Marine Environmental Programs (with CBRD) 1/2 day 30 June 21 July 4, 19 October 8 December

Marine Sanitation Devices 1/2 day 6 June 14 November

MSC Readiness Refresher — Must have completed full CBRD & DC once incareer. 2 days 18 July 2 October 13 November 7 December

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 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 6 December

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 22 May 12, 26 June 10, 24 July 14, 28 August 11, 25 Sep 9, 23, 30 Oct 13, 27November 11 December

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 11 December

Programmable Logic Controllers (PLCs) 5 days 6 November

Refrigeration (Operational Level) 5 days 27 November

Refrigeration (Management Level) 5 days 4 December

Steam Endorsement 4 weeks 5 June 18 September

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 4 December

Self-Study, CDs and Online Courses

Afloat 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 8 May 5 June 14 August 25 September

ERM (E050 as amended) — REQUIRED (unless previously takenfor gap closing or original license) 5 days 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 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

10 • American Maritime Officer May 2017

AMO NATIONAL HEADQUARTERS

DANIA BEACH, FL 33004-4109601 S. Federal Highway(954) 921-2221 / (800) 362-0513Paul Doell, National President pauldoell51@yahoo.comExtension 1001Mobile: (954) 881-5651FAX: (954) 926-5112 Charles A. Murdock, National Secretary-Treasurercmurdock@amo-union.orgExtension 1004 / Mobile: (954) 531-9977 / FAX: (954) 367-1025Joseph Z. Gremelsbacker, National Vice President, Deep Seajgremelsbacker@amo-union.orgExtension 1009 / Mobile: (954) 673-0680 / FAX: (954) 367-1029Todd Christensen, East Coast Representative tchristensen@amo-union.org / Mobile: (561) 806-3768Marie Doruth, Executive Assistant to the National Presidentmdoruth@amo-union.orgExtension 1017 / Mobile: (954) 290-8109FAX: (954) 926-5112Dispatch: (800) 345-3410 / FAX: (954) 926-5126Brendan Keller, Dispatcher (bkeller@amo-union.org)Extension 1061 / Mobile: (954) 817-4000Robert Anderson, Dispatcher (randerson@amo-union.org)Extension 1060 / Mobile: (954) 599-9771Member Services:Extension 1050 / FAX: (954) 367-1066memberservices@amo-union.org

OFFICES

WASHINGTON, D.C. 20024490 L’Enfant Plaza East SW, Suite 7204(202) 479-1166 / (800) 362-0513 ext. 7001Paul Doell, National President pauldoell51@yahoo.comExtension 7004Mobile: (954) 881-5651J. Michael Murphy, National Vice President, Government Relationsmmurphy@amo-union.org / mikemurphy68@aol.comExtension 7013 / Mobile: (202) 560-6889T. Christian Spain, National Assistant Vice President, Government Relationscspain@amo-union.orgExtension 7010 / Mobile: (202) 658-8887 / FAX: (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: memberservices@amo-union.orgQuestions: (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 Lakesjohnclemons@amo-union.org(800) 221-9395 ext. 6003 / Mobile: (419) 205-3509Brian D. Krus, Senior National Assistant Vice Presidentbkrus@amo-union.org(800) 221-9395 ext. 6007 / Mobile: (216) 571-9666Michelle Moffitt, Dispatcher (mmoffitt@amo-union.org)(800) 221-9395 ext. 6005 / Mobile: (419) 481-3470

GALVESTON, TX 775512724 61st Street, Suite B, PMB 192David M. Weathers, National Vice President, Inland Watersdweathers@amo-union.org(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 (dshea@amo-union.org)Mobile: (415) 269-5795 / (800) 362-0513 ext. 5001William Barrere, West Coast Representative (wbarrere@amo-union.org)Mobile: (415) 654-2671

NEW ORLEANS / COVINGTON, LA 70434P.O. Box 5424Covington, LA 70434Daniel J. Robichaux, National Assistant Vice Presidentdrobichaux@amo-union.org(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) 662-9407MikeReny@BEX.NET FAX: (212) 697-6299

Regular monthly membership meetings for AmericanMaritime Officers will be held during the week following thefirst Sunday of every month at 1 p.m. local time. Meetings willbe held on Monday at AMO National Headquarters (onTuesday when Monday is a holiday). The next meetings willtake place on the following dates:

AMO National Headquarters: June 5, July 3

Monthly Membership Meetings

Chief Engineer Arthur R. Cruys, U.S. merchant marine veteran: 1927-2017Arthur Rockwood Cruys, age 89, of

Hummelstown, Pa. died on Thursday,March 16, 2017 at the Hershey MedicalCenter. He was the husband of CarolineE. Cruys, and they observed their 57thwedding anniversary on August 28, 2016.

Arthur was born in New York Cityon December 15, 1927. He was a son ofthe late Arthur and Jenny May (ShortBear) Cruys. His family moved toFlorida when he was three years old, andhe went on to graduate from JacksonvilleHigh School in Jacksonville, Fla. Heplayed football for the University ofFlorida for two years, studying pre-law,but lost his scholarship due to injury.

He joined the merchant marinewhen he was 15 and eventually retiredafter 30 years service. A marine engineer,he served in the American merchant

marine during World War II, in the U.S.Army during the Korean War, where heserved on a supply ship, and again in themerchant marine during the VietnamWar. Cruys was licensed as a ChiefEngineer by the end of his career. Hewas a member of the Marine Engineers’Beneficial Association (District 2/AMO).

During his lifetime he owned farmsin Shellsville, Pa. and Ava, Mo.

In addition to his wife, he is survivedby stepdaughter Melody C. Lovelidge andher husband, Ralph, of Hummelstown;stepsons Ronald H. Cruys and his wife,Shirley, of Hanover, Pa.; George A. Cruysof Mill Valley, Calif. He is also survived byfour grandsons and eight great grandchil-dren, who all love him dearly.

Funeral services and intermentwith military honors were held on

Monday, March 20, 2017 at IndiantownGap National Cemetery, Annville, Pa.

The Harkins Funeral Home handled thearrangements.

American Maritime Officer • 11May 2017

USNS Invincible saves a life at sea in ‘Turtle Ops’ As do all professional mariners, the

officers and crew of the USNS Invincibletake seriously the duty to render assistanceto those in distress at sea.

On March 29, the crew of theInvincible broadened the scope of the Lawof the Sea to include a large turtle afloatand badly entangled in nets and fishingline, which was spotted by the ship’sbridge team.

“With no pending operations, weimmediately commenced ‘Turtle Ops’,”said Captain Bradford Collins. “The bowthruster was brought online and the shipwas maneuvered to bring the turtle along-side and onboard.”

The ship’s contract-civilian crewof merchant mariners, and U.S. militaryand civilian personnel onboard, respond-ed and carried out the rescue operation,he said.

With the turtle onboard, via the sideport, the nets and fishing lines were cutaway and the no-longer-distressed turtlewas released back overboard.

“The quick response of the ship’screw to a life in distress and the maneu-vering of the vessel to facilitate the safeshipboard recovery of a life, albeit a tur-tle, is indeed a demonstration of anunannounced Man Overboard rescue,”Collins said. “Invincible’s diligent crewand teams responded beautifully as acohesive unit.”

The USNS Invincible is part of theT-AGOS/T-AGM fleet and is operated forMilitary Sealift Command by CrowleyGovernment Services. The ship is mannedin all licensed positions by AmericanMaritime Officers.

AMO aboard theUSNS PathfinderMembers of American MaritimeOfficers working aboard the USNSPathfinder in April included (front:left to right) Third AssistantEngineer Armando Bermudez,Third Mate Tara Mulligan, RadioOfficer Davis Vickery, Third MateMikaela Cameron, Captain TomPearse-Drance, (back: left to right)Chief Engineer Mike Hadley, FirstA.E. Wendell Sprague, Chief MateMike Lee, Second Mate KyleDupuis and Second A.E. SeanHall. The USNS Pathfinder isoperated for Military SealiftCommand by U.S. MarineManagement Inc.Photo courtesy of Captain Tom Pearse-Drance

12 • American Maritime Officer May 2017

the Readiness Subcommittee. “U.S.Transportation Command enables our mili-tary to deliver an immediate and powerfulforce against U.S. adversaries anywhere inthe globe, through airlift, air refueling andour strategic sealift.”

Rep. Rob Wittman (R-VA), chair-man of the Seapower and ProjectionForces Subcommittee, voiced specificconcerns about the existing base ofU.S. merchant mariners.

“The Maritime Administration hasindicated that our commercial sector doesnot have sufficient mariners to sustain aprolonged mobilization of our ReadyReserve Forces,” he said. “Our nation can-not presume that a foreign-owned maritimesealift component will be available duringtimes of conflict to deploy into contestedwaters. Our nation needs U.S. mariners onU.S.-flagged ships.”

Rep. Joe Courtney (D-CT), rank-ing member on the Seapower andProjection Forces Subcommittee, spokealong similar lines.

“America’s Ready Reserve Fleet andthe vessels within the Maritime SecurityProgram are strategic and irreplaceablenational assets,” he said. “And like otherstrategic assets, we must ensure that we do

Readiness HearingContinued from Page 7

all we can to maintain, support, and replacethe ships that comprise them. I’m deeplyconcerned, however, that we have not paidenough attention as a nation to the healthand viability of our pool of vessels or themariner pipeline needed to crew them. Aswe look at addressing some of the moreurgent near needs facing our sealift capabil-ity, it is important as well to have a clear andlong-term path towards fully recapitalizingour sealift fleet and the mariners needed toman them. In the near term, I believe weneed to take action to ensure that the MSPhas the resources and support it needs.”

Gen. McDew said the nation’s abilityto project military might could be compro-mised if steps aren’t taken soon to securethe future of the U.S. maritime industry andthe merchant mariners who crew the shipsin the U.S.-flag fleet.

“I’m concerned about our nationalstrategic sealift capability,” he said. “Adelay in recapitalizing our military sealiftfleet creates risk in our ability to deployforces across the globe. These concerns arecompounded further by merchant marinershortages and the reduction of U.S.-flaggedvessels. Today, our resources make us capa-ble of meeting today’s logistics needs.However, if we don’t take action soon,many of our Military Sealift Command ves-sels will begin to age out by 2026. A signif-icant portion of the DOD’s wartime cargocapability moves on these ships.”

In his testimony, and in response toquestions from Rep. Duncan Hunter (R-CA), Gen. McDew explained the signifi-cance of the laws and programs that sustainthe U.S.-flag fleet and the job base for U.S.merchant mariners who crew ReadyReserve Force, Military Sealift Commandand Maritime Security Program vessels dur-ing sealift operations.

“Historically, nearly 90 percent ofwartime transportation requirements are

delivered through strategic organic andU.S.-flagged commercial sealift,” McDewsaid. “In fact, our strategic sealift fleet pro-vides the ability to deliver a decisive forceover great distances. Our U.S. Navy com-ponent, the Military Sealift Command(MSC), provides sealift capabilities throughship chartering, prepositioning, and sustain-ment operations while also executing oper-ational command over the MaritimeAdministration’s (MARAD) ReadyReserve Force ships during contingencies.Without a healthy and viable U.S. commer-cial sealift fleet, MSC surge fleet, andMARAD’s Ready Reserve Force, ournation’s military may not be able to deployas quickly and efficiently as it can today.

“Over time, MSP has provided accessto required commercial U.S.-flag shippingassets, while also supporting the pool ofmerchant mariners needed to operateMSC’s surge and Ready Reserve Fleet. Inthis way, the MSP significantly contributesto the supply of merchant mariners avail-able to serve on U.S. vessels in time of warwhile mitigating future risk to our nationalcommercial capacity. Along with MSP, TheMerchant Marine Act of 1920, also knownas the Jones Act, provides an additionalpool of trained merchant mariners andsealift capacity. It does this, and contributesto national defense, by [supporting] arobust, domestic maritime industry includ-ing U.S. industrial shipyard infrastructurefor building, repairing, and overhaulingU.S. vessels.

“There are several pieces of U.S. lawthat are part of the industrial base and it’snot just one,” McDew said. “The Jones Actis probably the anchor for it, but without theJones Act, without the Maritime SecurityProgram, without cargo preference, ourmaritime industry is in jeopardy and ourability project force is in jeopardy. If wethink we need to project our force with

U.S.-flagged vessels, with U.S. marinersonboard, we need all of those things rightnow to secure that.”

Responding to a question from Rep.Courtney regarding the number of U.S. mer-chant mariners currently available, Gen.McDew said: “As you know, the merchantmariner force is the bedrock to how we moveforce in our country. It makes the differencebetween us being the most powerful militaryin the world and us not being the most pow-erful military in the world. There are nationsaround the world that wish they had thepower projection ability we have. Themariner force we have today is insufficient togo to war for an extended period of time.”

Responding to a question from Rep.Wittman regarding the current capability tosustain an activation of the Ready ReserveForce, Gen. McDew said: “We believe wehave the numbers of ships to be able to startthe initial deployment and maybe the sec-ond round of deployments. But maybebeyond that we’re starting to be hurt by howavailable these ships will be and the capac-ity of the mariners.”

During the hearing, Gen. McDewacknowledged a prevailing strain on theU.S.-flag commercial fleet and maintain-ing enough ships in service to support asufficient job base for U.S. merchantmariners — “We are having an issue withthe maritime industry at large and the lackof cargo.”

After addressing questions regardingthe Ready Reserve Force with Gen.McDew, Rep. John Garamendi (D-CA)spoke to lawmakers attending the hearing:“We can expand the American commercialmaritime fleet by requiring that the exportof oil and gas be on American-built ships.And we can start at 10 percent, 15 percent,and then ramp it up. That would give us anopportunity for mariners to be trained andready for the [RRF] or the MSP.”

Protecting our southern border with U.S. marinersThe following column by

Congressman Duncan Hunter (R-CA) waspublished April 24 in The WashingtonTimes and is available online:https://hunter.house.gov/hunter-protecting-our-southern-border-us-mariners.

As chairman of the Coast Guard andMaritime Subcommittee in the House ofRepresentatives, I am proud to be an unwa-vering defender of the Jones Act — a criti-cal U.S. national security law that requiresvessels moving from one U.S. port to anoth-er must be U.S.-built and U.S.-crewed.

The Jones Act, in fact, is the quintes-sential definition of “Buy American, HireAmerican.” It’s also a point that PresidentTrump, along with his national security andeconomic teams, would be well-served torecognize in the effort to revive Americanindustry and capability.

While often conflated by foreigninterests, the Jones Act ensures that vesselsand workers engaged in coastwise trade areU.S.-compliant while providing domesticshipbuilding and mariner capacity to sup-port our armed forces at times of war.

Underscoring the wide reach andnecessity of the Jones Act, U.S. Customsand Border Protection’s (CBP) OfficerMichael Hebert recently spoke to a group ofmaritime executives outlining the uniquenational security challenges his office faceswhen policing the Gulf of Mexico. Headdressed the inherent difficulties in tryingto police and protect the more than 95,000miles of coastline in the United States.

In his remarks, Officer Hebert spokeabout the importance of the Jones Act andits critical role in protecting the homelandfirst and foremost. In the Gulf of Mexico,for instance, this law also applies to vesselsservicing the offshore platforms that deliverour nation’s energy supplies — exactly thetype of critical infrastructure that CBP andothers are committed to protecting.

Because of this, the Jones Act hasbeen supported by every modern presidentand has explicit support from our nation’sCoast Guard, Marine Corps and Navy lead-ership. To further emphasize this crucialmaritime capacity, CBP recently established

the Jones Act Division of Enforcement(JADE) in New Orleans to support theoffice in ensuring vessel compliance.

Going even further, with the intent toensure foreign crews are prevented fromgaining access to our most precious andintegral infrastructure, CBP issued a revoca-tion of previous letter rulings affecting off-shore service vessels that allowed foreigncompanies and crews to take advantage of aloophole and circumvent the build andstaffing requirements of the Jones Act.

Naturally, foreign entities are nowupset that their loophole has been closedand are making unfounded claims to putpressure on the CBP to drop the revocation.

The fact of the matter is that if therevocation proceeds, as it should, there willbe 3,200 U.S. jobs generated in the Gulf of

Mexico alone with absolutely no disruptionof offshore energy exploration and produc-tion. The added benefit of these jobs meansthat an estimated additional 1,000 marinerswill be qualified to help the U.S. ReadyReserve Fleet, which is activated in times ofwar to move military cargo to war zones.

Further delay or termination of therevocation, as desired by these foreign enti-ties, would reward foreign workers andcompanies who are skirting U.S. labor andtax requirements. Not only that, doing sowould negate the more than $2 billion thatU.S. offshore companies have invested toexpand their fleets to meet the capacityrequirements of this market.

Put another way, foreign workers willcontinue to exploit this loophole and poten-tially gain access to our critical energy

infrastructure with no oversight from CBPor the U.S. Coast Guard.

As Officer Hebert rightly noted,“There’s no way that we could enforceour national security laws without theJones Act.”

The choice comes down to supportingU.S. mariners and shipyard workers, keepingU.S. critical energy infrastructure safe withno disruption to our offshore energy explo-ration and production and in compliancewith U.S. law, or allowing foreign interests toprevail in undermining all of the above.

CBP’s intent to uphold the extraordi-nary importance of the Jones Act should becommended. No different, it’s in America’sinterests to recognize the significance of theJones Act in strengthening U.S. maritimeand national security.

AMO aboard theMarjorie C in

Jones Act tradeMembers of American MaritimeOfficers working aboard the JonesAct combination container androll-on/roll-off ship Marjorie C inFebruary included Chief MateAaron Nystrom and Captain JamieBeadwell. AMO represents alllicensed officers aboard theMarjorie C, which operatesbetween California and Hawaii.