How To Save The War Effort

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1 Volume 43, Number 4 April 2013 GAO: Jones Act ensures reliable, regular service between U.S. and Puerto Rico In a report released to the public in March, the Government Accountability Office (GAO) observed the Jones Act has helped to ensure reliable, regular service between the United States and Puerto Rico service that is important to the Puerto Rican economy. This was one of several significant observations made by the GAO in its report, Puerto Rico: Characteristics of the Island s Maritime Trade and Potential Effects of Modifying the Jones Act. Although the GAO made no recommendations in the report, it offered conclusions highlighting, among other things, the important roles served by the Jones Act in nationwide commerce and national defense, the risks associated with potential modifications to the law and detrimental ramifications for U.S. sealift strategy, the lack of conclusive verifiable data linking the Jones Act to service gaps in the Puerto Rico trades, and the potential loss of beneficial transportation services for Puerto Rico under Jones Act modification or exemption. The GAO also noted a pronounced decrease in freight rates charged by Jones Act carriers in the Puerto Rico trades indicating responsiveness to market conditions and the economic recession affecting Puerto Rico and the demonstrated willingness of Jones Act carriers to invest in new capacity and expanded transportation services based on shipper demand and emerging markets. Jones Act carriers servicing the Puerto Rico trades participated in and provided data for the study. Conversely, the GAO pointed out that nine of 10 foreign carriers contacted by the agency in an effort to gather information on these topics declined to be interviewed. As a result, we were not able to gather detailed cost or rate information from foreign carriers that call in Puerto Rico, the GAO noted. American Maritime Partnership (AMP) an organization of which American Maritime Officers Service is a member, and which American Maritime Officers supports commented on the GAO report, which was compiled in response to a request from Puerto Rico Resident Commissioner Pedro Pierluisi and Northern Marianas Island Delegate Gregorio Kilili Camacho Sablan. The GAO found that American domestic shipping companies have provided regular and reliable service that has been extremely beneficial to the economy in Puerto Rico and that changes to the Jones Act could result in a reduction in service to the commonwealth, AMP stated, citing the GAO s observation: It is possible that the reliability and other beneficial aspects of the current service could be affected if the law is changed. GAO disproved charges that the Jones Act raises prices for consumers in Puerto Rico, AMP stated. GAO specifically said: So many factors influence freight rates and product prices that the independent effect and associated economic costs of the Jones Act cannot be determined. As such, GAO s report confirmed that previous estimates of the so-called cost of the Jones Act are not verifiable and cannot be proven, AMP stated. The GAO report demonstrates that many of the most pointed criticisms of the Jones Act came from individuals or groups that did not offer data to back up their concerns. In fact, container shipping rates in Puerto Rico for American companies dropped as much as 17 percent between 2006 In December 2012, TOTE, Inc. committed to the construction of two new LNG-powered containerships for the Puerto Rico trades, with options for three more vessels for additional domestic service, at General Dynamics NASSCO. and 2010, according to the study, AMP noted. GAO said there is no guarantee that shipping rates would go down further if the Jones Act was changed. In its report, the GAO noted Jones Act carriers in the Puerto Rico trades have tailored their services to accommodate shippers, allowing shippers to meet just in time delivery needs. In fact, many island importers inventory management relies on prompt and regular shipping and receipt of needed goods to stock shelves, instead of warehousing goods. The GAO also observed less reliable, less timely and less consistent service would be risks associated with Jones Act exemption, potentially resulting in difficult trade-offs, including the need for warehousing more goods for longer periods at higher expense to shippers. The GAO noted: Foreign carriers that currently serve Puerto Rico as part of a multiple-stop trade route would likely continue this model to accommodate other shipping routes to and from other Caribbean destinations or world markets rather than provide dedicated service between the United States and Puerto Rico, as the current Jones Act carriers provide. The GAO also highlighted existing uncertainty regarding the extent to which other U.S. laws would apply to foreign vessels spending most of their time in U.S. waters under Jones Act modification or exemption, and whether any related requirements under U.S. law would affect establishment of direct service tailored to shippers in Puerto Rico, as is made available under the Jones Act. The refusal of foreign carriers to be interviewed or provide data underscores the uncertainty regarding any potential cost or service benefit to shippers if the Jones Act is removed from the balance in Puerto Rico, as well as uncer- See GAO Report Page 3 The President and the U.S.-flagged merchant marine Page 2: It seems impossible to imagine the Commander-in-Chief of the U.S. Armed Forces presiding willfully over the end of the privately owned and operated U.S.-flagged merchant marine and the irretrievable loss of the civilian American seagoing workforce. But several unsettling developments since President Obama took office in January 2009 have caused many in our industry to question this administration s intent. Cut to Food for Peace program would hurt U.S. sealift capability Page 3: In commentary published by The Washington Times, retired Adm. James Lyons presented strong criticism of the reduction in U.S.- flag cargo preference approved by Congress and signed by the President as part of a highway bill in 2012, and blasted the administration s actions and plans pertaining to the U.S. merchant marine and their potential impacts on national defense capabilities and U.S. sealift strategy. Page 6: USNS Montford Point completes sea trials Copyright 2013 American Maritime Officers [email protected]

2 2 American Maritime Officer April 2013 The President and the U.S.-flagged merchant marine By Tom Bethel National President I can t imagine the Commander-in- Chief of the U.S. Armed Forces presiding willfully over the end of the privately owned and operated U.S.-flagged merchant marine and the irretrievable loss of the civilian American seagoing workforce which together provide the only reliable, safe and efficient supply lines to U.S. military personnel deployed overseas. But several unsettling maritime policy developments since President Obama took office in January 2009 have caused many in our industry to question this administration s intent it seems no one in the White House has connected the dots between U.S. merchant fleet promotion and effective strategic sealift service in defense emergencies. The Jones Act On one front, the administration appears indifferent to or unaware of the lasting positive impact of the Jones Act, which restricts all domestic waterborne trade to merchant vessels owned, built, flagged and crewed in the United States. Our first hint of this was during the BP spill crisis in the Gulf of Mexico in At the height of the long, faltering struggle to contain the oil and salvage the Gulf coastline, the Jones Act was subject to harsh, inaccurate and relentless criticism. The bizarre central claim fueled by business and political interests abetted by national news media was that the Jones Act had slowed the cleanup significantly by keeping foreign-flagged skimmers and other emergency response vessels from Gulf waters. This triggered a nationwide uproar and inspired House and Senate bills to repeal this increasingly important law. Now-retired Adm. Thad Allen, commandant of the U.S. Coast Guard at the time and commander of the response operation, said emphatically at several points that the Jones Act was no impediment to the effort. U.S. maritime interests, Jones Act supporters in the House and Senate and national security experts pointed out repeatedly that Jones Act jurisdiction extends no further than three miles from the U.S. coastline, that the rig blowout was some 50 miles out and that foreign-flagged skimmers, dredges and other vessels were moving freely near the site many of them turned away from service not by the Jones Act, but by BP, which the administration had left responsible for response vessel and service procurement. The Department of Transportation s Maritime Administration echoed Adm. Allen s comments on the controversy but passed on the opportunity to make a broader public case for the Jones Act as neither a factor in the spill nor an impediment to the response. With batteries of news crews in every Gulf Coast community, MARAD could have reported in detail on the Jones Act s value to the U.S. economy, to defense strategy and to homeland security. This would have quelled much of the undue, misguided public anger that had surrounded the Jones Act. A year later, we learned that the administration has an itchy trigger finger on the Jones Act waiver mechanism intended only in the legitimate interest of national security. This was especially clear in domestic energy trades. In June 2011, Customs and Border Protection in the Department of Homeland Security acting on a request from the Department of Energy issued a blanket Jones Act waiver to allow foreign-flagged tankers to carry oil drawn down from the Strategic Petroleum Reserve directly between domestic points. This waiver said officially to be a response to turmoil in Libya and its impact on oil supply and cost was withdrawn a day later, but CBP later approved some 48 unwarranted individual Jones Act waivers for the coastal carriage of SPR oil. DOE took harmful advantage of these waivers by setting picayune rules governing these SPR shipments rules crafted clearly to deny available, qualified Jones Act vessels their lawful first access to these cargoes. DOT and MARAD had little if anything to say publicly about this calculated assault on the domestic shipping law. In a separate but no less indicative turn in 2011, DOE s Energy Information Agency released a report claiming a shortage of Jones Act vessels to move petroleum products between U.S. ports in the Northeast if a refinery in Pennsylvania were to close. The EIA later conceded that it had undercounted the Jones Act tanker and barge fleet by more than half. The EIA refused to correct its report in the interest of an honest, accurate public record, and neither DOT nor MARAD made an issue of it. The refinery in question remained in service, so the issue of Jones Act tanker and barge availability became moot but the EIA s official flawed findings about the size and state of the Jones Act fleet in this sector stand in a report distinguished as an unreliable public resource. Today, the Jones Act is held responsible almost daily for spiking gasoline prices, despite clear evidence to the contrary. U.S. maritime interests respond fully on this issue at every opportunity, but we hear little from the administration in the Jones Act s defense. Meanwhile, local business and political interests in Puerto Rico, Hawaii and Guam are stepping up calls for pointless, counterintuitive Jones Act amendment or repeal, but the administration has made no public comment on these efforts. In addition, we are braced for the possibility that the Jones Act and other statutes intended to sustain the privately owned and operated U.S. merchant fleet will be on the agenda in forthcoming trade negotiations between the U.S. and the European Union and in separate World Trade Organization plurilateral service trade talks among the U.S. and 21 other countries. The U.S. has never agreed to include maritime services in trade negotiations. and cargo preference The administration is considerably less subtle in its approach to cargo preference for U.S.-flagged merchant vessels as you know, federal laws set aside specific shares of government-financed imports and exports for American ships. In one early case, the administration let public debate about the applicability of cargo preference to wind turbines purchased overseas with DOE loan guarantees under the President s 2009 economic stimulus measure drag on for more than a year. By the time DOT and DOE agreed reluctantly that U.S. vessels were entitled to at least 50 percent of these cargoes, the program had lapsed and the funding had dried up. More recently, the administration worked quietly but unsuccessfully with major U.S. exporters to undermine cargo preference applied to goods financed through the Export-Import Bank of the United States. We also know that the administration went along gladly with last year s PL-480 food aid cargo preference reduction from a minimum 75- percent U.S.-flag share to 50 percent. This one-third cut was accomplished through a last-minute add-on to a twoyear highway and surface transportation budget bill. The pared U.S.-flag share was accompanied by elimination of the Ocean Freight Differential account through which MARAD had reimbursed the Department of Agriculture s Commodities Credit Corp. each year for the U.S.-flagged cost above 50 percent. Now, in his fiscal 2014 budget blueprint, the President proposes to replace the direct shipment of U.S. American Maritime Officer (USPS ) Official Publication of American Maritime Officers 601 S. Federal Highway Dania Beach, FL (954) Periodical Postage Paid at Dania Beach, FL, and Additional Mailing Offices Published Monthly American Maritime Officers National Executive Board Thomas Bethel, National President José Leonard, National Secretary-Treasurer Robert Kiefer, National Executive Vice President Joseph Gremelsbacker, National Vice President, Deep Sea John Clemons, National Vice President, Great Lakes Charles Murdock, National Vice President, Inland Waters Michael Murphy, National Vice President, Government Relations National Assistant Vice Presidents: Brian Krus, Senior National Assistant Vice President Daniel Shea, National Assistant Vice President David Weathers, National Assistant Vice President Representative: Stan Barnes Editor: Matt Burke Assistant Editor: Linda Brockman Contributing Editor: Paul Doell POSTMASTER Send Address Changes To: American Maritime Officers ATTN: Member Services P.O. Box 66 Dania Beach, FL crops to hungry people worldwide with cash grants for local and regional purchase of wheat, soybeans and other commodities under PL-480. This would force U.S. merchant ships out of the PL-480 food aid equation completely and permanently. The encouraging news here is that the U.S. merchant fleet and civilian American merchant mariners have considerable, strong, bipartisan support in the U.S. House of Representatives and in the U.S. Senate. Congress has already made Jones Act waivers more difficult to obtain, and the Jones Act repeal bills filed in haste in 2010 failed to advance and were withdrawn. There are several strategies in play to restore the 75-percent U.S.-flag PL-480 cargo preference allotment. The administration s proposal to replace in-kind PL- 480 food aid with cash payments faces a rough ride in both Congressional chambers, and several of our legislative allies want to tighten enforcement of existing cargo preference laws. Each of us in American Maritime Officers can sustain this support by contributing to the AMO Voluntary Political Action Fund to the greatest possible extent each year. This fund has helped many of our industry s longtime supporters remain in office, and it is helping our union s legislative staff make the merchant fleet s case to newer lawmakers likely to rise to key leadership positions. As always, I welcome your comments and questions. Please feel free to call me on my cell at (202)

3 April 2013 American Maritime Officer 3 Funding cut to Food for Peace program would have a serious negative impact on U.S. sealift capability In commentary published by The Washington Times in March, retired Adm. James Lyons presented strong criticism of the cut to U.S.-flag cargo preference approved by Congress and signed by the President as part of a highway bill in 2012, and blasted the Obama administration s actions and plans pertaining to the U.S. merchant marine and their potential impacts on national defense capabilities and U.S. sealift strategy. For more than 200 years, the United States merchant marine has been a key element in our overall national security equation, wrote Lyons, the former commander in chief of the U.S. Pacific Fleet and senior U.S. military representative to the United Nations. It has supported our nation s military operations and conflicts throughout the world. It has always been the reliable partner, particularly when foreign-flag ships and crews have refused to carry our needed military supplies and cargo into conflict areas or for political purposes. However, recent actions by the Obama administration call into question the sustainability of the U.S. merchant marine. Lyons first focused on the reduction of the U.S.-flag statutory share of U.S. government impelled food-aid shipments under cargo preference, a cut agreed to last summer by the administration and by the leaders of both parties in the House of Representatives and in the Senate as a way to help pay for a politically popular, twoyear, $105 billion highway funding measure. Over the Fourth of July holiday weekend last year and before even the Maritime Administration knew about it, the Obama administration reduced cargo preference shipments of American food aid to be carried by U.S.-flag ships from the traditional 75 percent to 50 percent, Lyons noted. Such a reduction has serious consequences, as it has a significant adverse impact on the merchant marine, particularly when combined with the numerous waivers granted by the administration to the Jones Act, he wrote. Cargo under the Jones Act must be transported by ships that are American built, owned, flagged and crewed, except if waivers are granted. Unfortunately, the Obama administration has granted more waivers to the Jones Act than any other previous administration. So much for buy American. Lyons pivoted to a plan widely reported to be under consideration by the administration to divert funding from the U.S. food-aid programs Food for Peace and Food for Progress. The new plan for food aid being considered is to give the money directly to the nations whose citizens are starving, instead of buying food from American farmers and shipping it in American-flag bottoms, Lyons wrote. Nations such as Sudan, Uganda, Ethiopia, Kenya, Colombia, Pakistan and Egypt would get direct cash payments so they supposedly could purchase food locally for their starving people. It is doubtful, to say the least, that cold, hard cash from the U.S. taxpayer would only be used by those leaders to purchase food. Under such a plan, nongovernment organizations would oversee the program. Oxfam America, a nongovernment organization with global headquarters in Boston and a policy and campaigns office in Washington, D.C., is currently lobbying Congress heavily to cease buying food from American farmers and totally end U.S. cargo preference laws for (U.S.-flag ship) operators, he wrote. Oxfam America received $78 million in revenues in 2011 and spent $28 million of it in organization salaries. Ending food aid stamped with Produced and Made in USA and sending the money and expensive nongovernment organizations overseas to ensure that people are fed will only ensure more corruption and waste. For most of these poor countries, their farmers cannot produce enough food now, which is the reason the American taxpayer is providing it. Wouldn t it be better to buy food from U.S. farmers and transport it in U.S.-flag vessels than to provide cash to questionable and corrupt regimes? The Maritime Administration estimates that if the administration goes ahead with funding reductions for the Title II Food for Peace program, it will have a serious negative impact on U.S. sealift capability, Lyons wrote. The nation will lose about 1,200 qualified merchant marine personnel, and in order to survive, U.S. ship owners will reflag their ships. The Maritime Administration has estimated that at least 30 ships will most likely be immediately reflagged to foreign registry. The loss of the ships and the mariners in the labor pool will directly impact national security objectives by limiting available mariners to crew government rapid-response sealift ships when activated for emergencies. Ready Reserve Force ships support U.S. Navy deployment training In February and March, U.S. Navy Cargo Handling Battalions 5 and 14 conducted a month-long training and evaluation exercise with the Ready Reserve Force ships Keystone State, Gem State and Grand Canyon State manned in all licensed positions by American Maritime Officers to prepare units for deployment. AMO officers working with the Navy units in Alameda, Calif., included Keystone State Chief Mate Alex Butler, Gem State Chief Mate Adena Kenny-Grundy and (not in the picture) Grand Canyon State Chief Mate Gary Kohlbach. All three RRF ships are operated by Pacific-Gulf Marine. Photo: courtesy of Adena Kenny-Grundy GAO Report Continued from Page 1 tainty regarding willingness of foreign interests to accommodate the specific needs of local shippers, and the applicability of U.S. jurisdiction to the rates and practices of foreign carriers under modifications to the cabotage law. More certain were observations regarding the potential response to changes in U.S. law from Jones Act carriers providing direct service between the U.S. and Puerto Rico carriers for which rates and practices remain under the jurisdiction of U.S. authorities. According to MARAD officials, unrestricted competition with foreign-flag operators in the Puerto Rico trade would almost certainly lead to the disappearance of most U.S.-flag vessels in this trade, the GAO reported. In the summary of its report, the GAO pointed out: The general purposes of the Jones Act include providing the nation with a strong merchant marine that can provide transportation for the nation s maritime commerce, serve in time of war or national emergency, and support an adequate shipyard industrial base. The general purposes of the Jones Act have not changed since the law s enactment. In its report, the GAO noted that full or partial Jones Act exemption could also reduce or eliminate existing and future shipbuilding orders for vessels to be used in the Puerto Rico trade, having a negative impact on the shipyard industrial base the act was meant to support. Reporting on the background of the Jones Act, the GAO pointed out: Although the Department of Defense does not administer or enforce the Jones Act, the military strategy of the United States relies on the use of commercial U.S.-flag ships and crews and the availability of a shipyard industrial base to support national defense needs. In its concluding observations, the GAO noted: A decline in the number of U.S.-flag vessels would result in the loss of jobs that employ skilled mariners needed to crew the U.S. military reserve and other deep-sea vessels in times of emergency. Furthermore, according to MARAD, the loss of U.S.-flag service would reduce their ability to ensure that marine transportation serves the Puerto Rico economy. AMP highlighted these points in its commentary on the GAO report. In fact, the study quoted the Defense Department and the U.S. Maritime Administration as saying the contributions of American commercial shipyards are more important than ever as the number of new military vessels being constructed is reduced by federal budget cuts, AMP reported. AMP reserved its main criticisms for the GAO s analysis of transportation services for LNG and other bulk cargoes in Puerto Rico. In contrast to its analysis of the container shipping market, GAO s review of the LNG and other bulk shipping markets is anecdotal, incomplete, misleading and one-sided, AMP stated. In fact, there are already fully compliant American vessels available to transport LNG to Puerto Rico, and of course, others can be built in plenty of time. If there is sufficient demand for LNG or other bulk cargoes, the American maritime industry will meet that demand, just as it has provided regular, reliable and cost-effective service for decades in other Puerto Rico shipping trades where a demand exists, AMP stated. The GAO, in its report, noted the demonstrated willingness of Jones Act carriers to invest in new vessels and expanded services, citing, among other things, the construction order for new LNG-powered containerships to operate between the U.S. and Puerto Rico. Recent announcements from two Jones Act carriers concerning plans to build new containerships and tankers indicate that the U.S. flag industry is responding to the emergence of new market demand, the GAO observed.

4 4 American Maritime Officer April 2013 Rep. Butterfield introduces legislation to facilitate recognition of World War II merchant marine veterans Congressman G. K. Butterfield (D- NC) in March introduced legislation to facilitate the recognition of World War II merchant mariners as veterans, expand honorary veterans status to include coastwise merchant seamen and provide burial benefits for merchant marine veterans of World War II. The World War II Merchant Marine Service Act of 2013, H.R. 1288, would expand the list of documents accepted by the Department of Homeland Security to establish seagoing service during World War II. The legislation would also expand honorary veterans status to a forgotten segment of the World War II merchant marine, the coastwise merchant seamen, as noted in a statement from the congressman s office. Additionally, the bill would extend burial benefits to merchant marine veterans of World War II. During World War II, thousands of Americans stepped forward to serve as an extension of our armed forces when our nation was in great need, Rep. Butterfield said. These brave men and women, who kept the war effort going here at home, were known as coastwise merchant seamen. For far too long they have been denied the proper recognition of their service. With the help of my colleagues, I hope to pass this bill so these fine Americans can finally receive the distinction they deserve. As of March 20, the bipartisan legislation had drawn 45 cosponsors. If enacted, H.R would award any commendations, ribbons or honors U.S. cargo preference laws critical to America s national, economic security The following resolution was adopted by the Maritime Trades Department, AFL-CIO, Executive Board during its winter meetings in February. For well over a century, the United States has adhered to a policy of ensuring that a portion of the goods bought and paid for with taxpayer dollars should be transported on American ships with American crews. During this period, existing cargo preference laws created good-paying jobs for American workers; provided tax revenues at the local, state, and federal levels; and helped make sure America s merchant marine remained ready and available when needed for strategic sealift and other defense interests. In short, America s cargo preference laws are critical to the national and economic security. They help maintain a ready and available pool of U.S.-citizen seafarers who have crewed vessels on missions that have done everything from See Cargo Preference Page 12 earned during time of service, and provide burial benefits to these individuals that played such an invaluable role in the World War II efforts. As noted in the congressman s statement: merchant marine veterans of World War II were private citizens employed by freight shipping companies. In an effort to support the American war effort during World War II, freight shipping companies and their employees became an auxiliary to the U.S. Navy. Their mission was to transport bulk war materials including food, clothing, (and) weapons, (as well as) troops to all areas of conflict and coastal installations here at home. Separately, coastwise merchant seamen were tasked with the critically important role of transporting materials for the war effort along the U.S. coast. Although coastwise merchant seamen did not sail across the Atlantic or Pacific Oceans into areas of conflict, they still encountered the enemy while delivering cargo that kept the war effort moving forward. As noted in the statement: Congress has previously passed laws to recognize the efforts of the merchant marine. However, these laws have failed to incorporate the entirety of those who served in the merchant marine during World War II, and have placed onerous and sometimes impossible criteria on these individuals to prove their service. In most cases, the documentation currently required to prove service no longer exists or can be extremely hard to find. (Rep.) Butterfield s bill allows Social Security Administration records, validated testimony by the applicant or closest living relative, and other official records that provide sufficient proof of service. H.R was referred to the Committee on Veterans Affairs, and to the Committee on Armed Services. Fitting out for the 2013 season on the Great Lakes American Maritime Officers members fitting out the American Integrity for the 2013 season, here in Milwaukee, Wis., included Chief Engineer Paul Newhouse and First Assistant Engineer Jerry Anderson. AMO represents all licensed officers aboard the American Steamship Company vessel. American Maritime Officers members fitting out the Cason J. Callaway for the 2013 season, here in Sturgeon Bay, Wis., included First Assistant Engineer Kevin Werda and Second A.E. Jerry Oliver. AMO represents the licensed officers and stewards aboard the Callaway, which is operated by Key Lakes. American Maritime Officers members preparing the Philip R. Clarke for the 2013 season, here in Sturgeon Bay, Wis., included Second Assistant Engineer Jeff Darga, Third A.E. Phil Bouchonville, First A.E. Dan Wadzinski and Chief Engineer John Bellmore. The Clarke is operated by Key Lakes and AMO represents the licensed officers and stewards. American Maritime Officers members working aboard the Joseph L. Block as the ship was prepared for the 2013 sailing season, here in Sturgeon Bay, Wis., included Steward Dale Clark. The Block is operated by Central Marine Logistics and AMO represents the licensed officers and stewards. Season starts with St. Marys Conquest The 2013 Great Lakes shipping season began March 2 with the sailing of the tug/barge unit Prentiss Brown/St. Marys Conquest. Operated by Port City Marine Services, the vessel (shown here in a file photo) departed its winter lay-up berth in Milwaukee, Wis. and sailed for Charlevoix, Mich., where it loaded 9,200 tons of cement for delivery to Chicago, the Lake Carriers Association reported. American Maritime Officers represents the licensed deck and engineering officers on the vessel.

5 April 2013 American Maritime Officer 5 S/S Badger continues operation under consent decree Lake Michigan Carferry announces plans for onboard system to keep vessel in service The following was excerpted from an announcement released by Lake Michigan Carferry. The Badger, a coal fired steam vessel that is celebrating its 60th anniversary this year, is operated under contract with American Maritime Officers. Ludington (MI) Lake Michigan Carferry has signed a consent decree agreement with the Department of Justice and EPA that will require the S/S Badger to end the ash discharge within two years. The agreement is the product of a lengthy process of working with the EPA to find the best solution, and includes the installation of a sophisticated ash retention system. The consent decree will be lodged in federal court in Grand Rapids by the Department of Justice. The process includes a 30-day written public comment period prior to final approval by the court. The resolution of this issue has taken far longer than we had hoped, but the end result has been worth the effort. This agreement will save the jobs of our 200-plus employees as well as many other jobs in the states of Michigan and Wisconsin. We Lake Michigan Carferry s S/S Badger operates between Luddington, Mich. and Manitowoc, Wis. American Maritime Officers represents the engineers, mates and unlicensed crew members aboard the vessel. appreciate the support we have received from our elected representatives in Michigan and Wisconsin and the encouragement of the thousands of people who have supported our efforts to keep the Badger sailing, said Lake Michigan Carferry President and CEO Bob Manglitz. The basis of the agreement is expressed in the following language found in the consent decree: WHEREAS The United States and LMC (jointly, the Parties ) have agreed that settlement of this action is in the best interests of the Parties and in the public interest, and that entry of this Consent Decree without further litigation is the most appropriate means of resolving this matter. The Badger contributes $35 million each year to the economies of the port cities of Ludington, Mich. and Manitowoc, Wis. Local officials and residents have played a key role in helping everyone involved in the process understand the importance of the Badger to the port cities. The Badger has a huge economic impact on the Ludington area, but the historic ship is also a big part of the heart and soul of our community. We are very pleased that the EPA and Lake Michigan Carferry were able to work out an agreement that will allow the Badger to continue to be an icon for our community long into the future, stated Ludington Mayor John Henderson. Manitowoc s long maritime history has been an important part of our identity for many years, and the Badger is a very visible reminder that the tradition continues. The car ferry is a big part of our tourism industry and is a valuable transportation alternative for our local manufacturers. We congratulate Lake Michigan Carferry and the EPA for working together to ensure the continuation of this important transportation asset for Wisconsin and Michigan, said Manitowoc Mayor Justin Nickels. ITF official addresses piracy, Maritime Labor Convention The implementation of the Maritime Labor Convention, as well as the ongoing battle to protect seafarers and ships from piracy around the world, were among the topics addressed by Acting International Transport Workers Federation General Secretary Steve Cotton in a presentation made Feb. 21 to the Maritime Trades Department, AFL-CIO, Executive Board in Orlando, Fla. Regarding piracy, Cotton commented on the recent decline in piratical attacks originating from Somalia, emphasizing the International Transport Workers Federation and its affiliates and allies will continue the fight against piracy where the threat remains. Yes, the situation is changing on the Indian Ocean, but there are still many people in the world looking to use piracy as an opportunity to make a fast buck and using seafarers as hostages for that money, Cotton said. The battle goes on with piracy and we have to continue responding to the issue, he said. Cotton cited the work of the ITF Seafarers Trust, which has contributed more than $1.4 million to help piracy victims and their families. It helps the families of seafarers when their loved ones are being held hostage, but it also helps the seafarers when they return home to come to terms with life after being held in captivity, he said. There s a lot of good work being done there. We ve challenged the industry to put (more) money in the pot to treat them. Cotton also spoke on the upcoming implementation of the Maritime Labor Convention of 2006 (MLC). The convention, which is set for implementation in August of this year, will improve mariners rights around the world, and has the potential to help those seafarers advance their standard of living. The MLC is widely considered a bill of rights for seafarers, providing minimum work standards for mariners worldwide. The Maritime Labor Convention is a convention to protect everybody, particularly those who don t have union agreements, Cotton said. But we in the ITF don t feel it s just legislation. We believe it should be used as a mighty weapon to raise standards, irrespective of flag. All ITF inspectors have been provided training on the Maritime Labor Convention by the International Labor Organization, he said. And they ll be using every part of that legislation to make sure seafarers receive protections similar to those working under collective bargaining agreements, Cotton said. Survivors of hijacked vessel Iceberg 1 receive assistance from NUSI with support of ITF During the meeting of the Maritime Safety Committee of the International Transport Workers Federation, held in January in Mumbai, India, financial assistance provided by the National Union of Seafarers of India with support from the ITF Seafarers Trust was presented to the five surviving crew members of the Iceberg 1 and their families. The Iceberg 1 was hijacked by pirates and held for 33 months. ITF Maritime Safety Committee Chairman Michael Murphy, American Maritime Officers national vice president for government relations, presented checks to the mariners.

6 6 American Maritime Officer April 2013 MTD president, acting labor secretary: union jobs essential for middle class Maritime Trades Department President Michael Sacco, who is also president of the Seafarers International Union. Opening the meetings of the Maritime Trades Department, AFL- CIO, which were held Feb. 21 and 22 in Orlando, Fla., MTD President Michael Sacco remarked upon the current economic and political landscapes in America, and the ongoing work of U.S. unions. Sacco described the role of organized labor as a whole in providing support for the re-election of the Obama administration, which, like all administrations, is less than perfect but one we can work with. Addressing the government report on union membership in 2012 issued in January, Sacco noted that, while union membership nationwide is down and attacks on workers rights persist, union membership increased in California and some other states, and union members earn more money and have better benefits on average compared with non-union workers. We re in a battle in the labor movement, but we ve never been afraid of a fight, he said. Sacco cited the comments of Acting Secretary of Labor Seth Harris regarding the report: Together, strong wages and benefits are good for workers and good for families. Union jobs are good jobs. They are essential to growing and maintaining a strong middle class, which is vital to the economic health of this country. It is critical that we continue to ensure all people have a voice in the workplace, and protect the right to organize and bargain collectively. Sacco added: That s a great sentiment because it s accurate and important and because it comes from an administration that describes labor as part of the solution, not part of the problem. Gov. Abercrombie urges Maritime Trades Department to educate Congress on Jones Act, maritime issues Addressing the Maritime Trades Department, AFL-CIO, Executive Board in February, Hawaii Governor Neil Abercrombie urged the gathered union leaders to make a powerful push to educate members of Congress on the great significance and true roles of U.S. maritime policy in nationwide commerce, national defense and security. Delivering an energetic appeal in Orlando, Fla., Gov. Abercrombie focused in part on the threats and negligence facing key maritime issues at the federal level and the need for a renewed engagement with Congress and industry to build support for laws and programs crucial to American workers in the maritime trades. The challenge is we are now engaged in a congressional process that has become totally dysfunctional, he said. Every person here, every man and woman here, represents a constituency, he said. Every single person sitting here has the faith and trust of the people who put you in these positions. Abercrombie related concerns voiced repeatedly by the maritime sector that many elected representatives are now unaware of the meaning and importance of maritime policy matters. Are we reaching them? Do they have an understanding about what the issues are (for) your constituents, the people who depend on you to make decisions on their behalf because they re up working every day are we able to get what they need to have heard out there in the Congress? Among the issues cited by Abercrombie were dredging of U.S. ports and waterways and domestic transportation and utilization of liquefied natural gas. Abercrombie, a staunch supporter of the Jones Act and the U.S.-flag maritime trades, placed strong emphasis on educating Congress about the Jones Act, and on correcting the misguided and erroneous national dialogue that has erupted attempting to link the Jones Act to increases in gasoline prices. That s what s going on right now up there in Washington, he said. We ve got to able to fight back on that. Citing threads of the discussion on the Jones Act, Abercrombie stated: The solution is: build more ships; put more people to work. How is this hard? The Jones Act is under new attack right now, he said. You have to have people in the Congress who... understand what you re talking about. One of the problems that exists, one of the challenges that exists, is you know what you re talking about, he said. And when something is obvious to you, there s a tendency... the obvious you tend to forget American Maritime Officers National President Tom Bethel greets Hawaii Governor Neil Abercrombie at the Maritime Trades Department, AFL-CIO, Executive Board meetings, held in February in Orlando, Fla. first and take most for granted. You ve got to educate your own members. That s not a criticism. I m not saying people aren t doing their job. I m saying the realities are, with the amount of information that s spilling in all over the world, with the pressures economic and social that are out there right now, this is the kind of thing where it s not on everybody s mind every morning when they get up. It s up to us to zero in on where we need to go, he said. Abercrombie pivoted to the detrimental impact on maritime trades, national defense and the nation as a whole that sequestration will have, and chided Congress for not acting to prevent it. This is the kind of thing that has to be fought and only an organized labor movement is in a position to be able to do it, he said. He also addressed the importance of unions in setting effective U.S. standards and values for industrial safety and success, and the role of organized labor in changing the economic and political climate in America. Abercrombie expressed serious concern that national recognition of organized labor s role in setting these standards and in helping to establish a position of strength and success for America is dwindling. That s been drifting off oh, it s already succeeded, everything s already done, we don t need the unions. We need them now more than ever before, Abercrombie said. USNS Montford Point completes builder s sea trials Photo: Joseph Gelhaus The float-on/float-off capabilities of the mobile landing platform USNS Montford Point were demonstrated during builder s sea trials near San Diego. The first mobile landing platform (MLP), USNS Montford Point, successfully completed builder s sea trials testing the vessel s propulsion, ballasting, communications, navigation and mission systems, as well as related support systems, General Dynamics NASSCO announced in March. The MLP, the first in a series being built by NASSCO for the U.S. Navy, is operated for Military Sealift Command by Ocean Ships, Inc. and manned in all licensed positions by American Maritime Officers. The MLP is a highly flexible platform that will provide capability for large-scale logistics movements, such as the transfer of vehicles and equipment from sea to shore, and will significantly reduce dependency on foreign ports and provide support in the absence of any port infrastructure. The MLP will leverage floaton/float-off technology, allowing the vessel to partially submerge, facilitating easy movement of cargo and craft. Additionally, the ship s size allows for 25,000 square feet of vehicle and equipment stowage space and 380,000 gallons of fuel storage. The USNS Montford Point is expected to be delivered to the Navy in fiscal year 2013, NASSCO reported.

7 April 2013 American Maritime Officer 7 MSC commander: keep fleet ready, mariners working While the combination of sequestration and budgetary shortfalls resulting from the continuing resolution to fund the federal government will present U.S. military leaders with draconian choices, Commander of Military Sealift Command Rear Adm. Mark Buzby pledged to do everything in his power to keep mariners in the MSC fleet working as the budget crisis unfolds across the nation. In his presentation to the Maritime Trades Department, AFL-CIO, Executive Board in February in Orlando, Fla., Buzby detailed the possible results of budget shortfalls for the Navy from the continuing resolution funding government at fiscal year 2012 levels. The effect of the continuing resolution has been a $4.6 billion delta, he said. In other words, we have that much less money to operate under than we expected to have this year. He followed with an address on the projected impact of sequestration and the across-the-board cuts faced by all divisions of government and branches of the military. Our hands are tied in that we can t reprogram. If we were given the opportunity to fix it ourselves, and the authority to do that across the board, I can tell you the only area we would go to would be our investment accounts, Buzby said, explaining these contain funding for new or future construction projects. That s where it would come from not from our people, from the investment funds, he said. But we can t do that. We re not given the authority to do that. This is why you re seeing the Navy coming out and saying we may have to, and in all likelihood will, cancel all ship maintenance and aircraft maintenance beginning in April. I would hasten to add that, in the case of Military Sealift Command, we re a little bit different because of our working capital fund, he said. We will continue to keep (the ships ) COIs in effect. We will continue to keep them in class. We will continue to keep them safe for our mariners to operate. That s the investment I m going to make, and I ve told the Navy I m going to make, and they have so far backed me up. See MSC Commander Page 12 USCG presents plans for MLC, praise for U.S. mariners American Maritime Officers National Vice President for Government Relations Michael Murphy greets Rear Adm. Joseph Servidio, assistant commandant for prevention policy for the U.S. Coast Guard, during the Maritime Trades Department, AFL-CIO, Executive Board meetings, held in February. In a presentation to the Maritime Trades Department, AFL-CIO, Executive Board Feb. 21, Rear Adm. Joseph Servidio, assistant commandant for prevention policy for the U.S. Coast Guard, commented on three topics affecting U.S. merchant mariners: the Maritime Labor Convention, the implementation of the 2010 amendments to the STCW code, and piracy at sea. Servidio also remarked on the valuable input provided to the Coast Guard by U.S. merchant mariners and American maritime unions. Servidio described the Maritime Labor Convention of 2006 (MLC) as probably one of the most significant pieces of international legislation to come out of the United Nations system in the recent past. I can tell you definitively, from a Coast Guard perspective, that we fully understand the importance and value of this convention to both U.S. mariners and U.S. shipping, he said. And I have made it a high priority within the Coast Guard to do what is necessary to move this to the Senate for them to consider providing the advice and consultation that can ultimately lead to ratifying this convention. When the MLC takes effect in August 2013, U.S. vessels with U.S. seafarers onboard will be subject to the MLC requirements when they call at the ports of any ratifying country, Servidio said. If the U.S. has not ratified the convention, the Coast Guard is preparing for alternative methods of having U.S.-flagged vessels show compliance with the MLC, he said. While not ideal, we are prepared to certify compliance to the MLC for any U.S.- flagged vessel at their request. Regarding the 2010 amendments to STCW, Servidio thanked maritime labor for its input, aiding the agency in avoiding hastily issuing new regulations. However, implementation now requires action by our government in this case, the promulgation of regulations necessary to implement these amendments and to assure that U.S. seafarers and U.S. shipping maintain an equal footing with international competitors. Regulations for the final rule have been developed and are going through the final stages of review within the government, he said. Servidio spoke on the progress made in combatting piracy, but emphasized that the threats still exist. This is an issue of grave concern to the U.S. and the Coast Guard and one that I know is of interest to all seafarers, he said, pointing out that, in addition to piracy problems in Somalia, ships transiting other areas have been subject to theft, assault and kidnapping. While we ve made progress, we can t let our guard down, he said. Servidio commented on the agency s relationships with maritime labor and industry, and thanked union members for being the eyes and ears of our maritime community and a vital component of any maritime safety and security system. The Coast Guard is well aware of the contributions made by mariners in both our domestic and our international shipping, and how important shipping is to the U.S. economy, Servidio said. You play an instrumental role in keeping us safe and secure, and facilitating commerce and trade. I m committed to making sure we do good by you, because you do good by us. AMO aboard M/V Ocean Giant in Operation Deep Freeze The Ocean Giant loaded dry cargo in two locations in January and February 2013, and then sailed south to McMurdo Station as the dry cargo ship in support of the annual resupply mission Operation Deep Freeze. This mission supports the U.S. Antarctic Program, with the ship under a voyage charter to MSC. The Ocean Giant carried 3,172 metric tons of supplies to McMurdo Station and departed with 4,052 metric tons of retrograde cargo and vehicles. The Ocean Giant is operated by Crowley Liner Services and is manned in all licensed positions by American Maritime Officers. Photos: courtesy of Tim Adams AMO officers working aboard the Ocean Giant for Operation Deep Freeze 2013 included Captain Sandra Bendixen, Chief Mate Edward Hervias, Second Mate Dave Vela, Third Mate Robert Sandner III, Chief Engineer Brian Johnsen, First Assistant Engineer Dan Capozello, Second A.E. Michael Fisher, Third A.E. Matt Gonzalez, Third A.E. Vince Tomasso and Ice Pilot Tim Adams. The Ocean Giant is operated by Crowley Liner Services and is manned in all licensed positions by American Maritime Officers.

8 8 American Maritime Officer April 2013 General Courses American Maritime Officers Simulation, Training, Assessment & Research Center 2 West Dixie Highway Dania Beach, FL (954) ABS NS5 Fleet Management Software 3 days 5 June 16 October Advanced Fire Fighting 5 days 13 May 10 June 15 July 19 August 16 September 14 October 18 November Basic Safety Training All 4 modules must be completed within 12 months: Personal Safety Techniques (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 22 April 3 June 8 July 9 September 28 October Basic Safety Training Refresher 3 days 24 April 5 June 10 July 11 September 30 October Chemical Safety Advanced 5 days 22 April 29 July 21 October Crowd Management 1 day 29 April Crisis Management & Human Behavior 1 day 30 April ECDIS 5 days 20 May 24 June 15 July 5 August 16, 23 Sept. 11 November Effective Supervision 2 days Please call Environmental Awareness (includes Oily Water Separator) 3 days 10 June 15 July 30 September 18 November Fast Rescue Boat 4 days 6 May 24 June 15 July 3 September 12 November GMDSS Requires after hours homework 10 days 30 September 11 November LNG Tankerman PIC 8 days 5 June LNG Simulator Training Enrollment priority in the LNG simulator course is given to qualified member candidates for employment and/or observation opportunities with AMO contracted LNG companies. In all cases successful completion of the LNG PNC classroom course is prerequisite. 5 days 17 June Proficiency in Survival Craft (Lifeboat) 4 days 28 May 16 September 21 October Safety Officer Course 2 days 2 May 25 July 12 September 21 November Tankerman PIC DL Classroom 5 days 23 September Tankerman PIC DL Simulator 10 days 13 May 8 July 19 August 28 October Train the Trainer 5 days 22 April 17 June 26 August 7 October Train the Trainer Simulator Instructors 5 days Please call Vessel/Company Security Officer Includes Anti-Piracy 3 days 29 April 3 June 22 July 12 August 9 September 28 October 18 November Deck Courses Advanced Bridge Resource Management 5 days 15 July (P.M.) 28 Oct (P.M.) 4 November Advanced Shiphandling for Masters (No equivalency) Must have sailed as Chief Mate Unlimited 5 days 24 June 26 August 30 Sept (PM) Advanced Shiphandling for 3rd Mates 60 days seatime equiv. for 3rd Mates 10 days 13 May (P.M.) 12 August 16 September 11 November Advanced Emergency Shiphandling First Class Pilots, Great Lakes 5 days Please call Bridge Resource Management Seminar 3 days Please call Dynamic Positioning Basic 5 days 3 June 16 September Dynamic Positioning Advanced 5 days 6 May 15 July 4 November Integrated Bridge System (IBS) / Prodded Propulsion Training 5 days 7 Oct (P.M.) STCW Deck Officer Refresher Great Lakes 3 days Please call TOAR (Towing Officer Assessment Record) Third Mate (Unlimited or Great Lakes) or 1600T Master License required AND OICNW required 5 days 29 April 17 June 26 August 30 September Tug Training ASD Assist (Azimuthing Stern Drive) 5 days 20 May (P.M.) 9 September Visual Communications (Flashing Light) Test only 1 day Scheduled as required Engineering Courses Advanced Slow Speed Diesel 10 days 8 July 30 September Basic Electricity 10 days 24 June 5 August 7 October 11 November Diesel Crossover 4 weeks 3 June Engine Room Resource Management 5 days 23 September Gas Turbine Endorsement 10 days 13 May 17 June 19 August 14 October 11 November High Voltage Safety Course (Classroom) 3 days 15 July 28 October Ocean Ranger Program 6 days Please call Programmable Logic Controllers (PLCs) 5 days 8 July 19 August 21 October Refrigeration (Operational Level) 5 days 15 April 19 August Refrigeration (Management Level) 5 days 22 April 26 August Steam Endorsement 4 weeks 1 July Welding & Metallurgy Skills & Practices Open to eligible Chief Mates and Masters on a space available basis. Interested participants should apply and will be confirmed 2 weeks prior to start date. 2 weeks 6 May 19 August 28 October Deck Upgrade at the Management Level Successful completion of this program will satisfy the training requirements for STCW certification as Master or Chief Mate on vessels of 500 or more gross tonnage (ITC). This program will complete ALL 53 Control Sheet assessments of the training requirements for STCW. Course completion certificates do not expire. Operational level officers (3/M and 2/M) interested in advancing to Chief Mate/Master (Management) Level are encouraged to start obtaining the required courses as soon as practical after acquiring OICNW experience. Advanced Navigation and a USCG approved ECDIS course must be completed within 12 months of each other to satisfy the Management Level upgrade course and assessment requirements. Celestial Navigation 5 days 20 May 8 July 19 August 14 October Upgrade: Advanced Meteorology 5 days 20 May 8 July 2 September 21 October Cargo Operations 9 days 29 April 17 June 5 August 23 September 12 November Marine Propulsion Plants 5 days 22 April 10 June 29 July 16 September 4 November Upgrade: Stability 5 days 3 June 22 July 9 September 28 October Watchkeeping 1: BRM 3 days 15 May 17 July 4 September 16 October Watchkeeping 2: COLREGS Watchkeeping 1 & 2 must be completed within 12 months of each other 5 days 20 May 22 July 9 September 21 October Upgrade: Shiphandling at the Management Level 10 days 3 June 29 July 16 September Shipboard Management 5 days 29 April 17 June 12 August 7 October 18 November Upgrade: Advanced Navigation (includes Simulator) 5 days 6 May 24 June 19 August 30 September 11 November ECDIS Advanced Navigation and the USCG approved ECDIS to be completed within 12 months of each other. Suggested dates follow. See also deck courses above. Self-Study License Exam Preparation 5 days 13 May 1 July 26 August 7 October 18 November As required

9 April 2013 MSC Training Program American Maritime Officer 9 CMEO for Junior Engineers 5 days 22 July 7 October 22 November Basic CBR Defense 1 day 28 June 19 July 30 August 18 October 4 November Damage Control 1 day 27 June 18 July 29 August 17 October 21 November Heat Stress Afloat / Hearing Conservation Afloat 1 day 29 April 28 May 19 August 3 September 21 October Helicopter Fire Fighting 1 day 23 April 4 June 9 July 10 September 29 October Marine Environmental Programs (with CBRD) 1/2 day 28 June 19 July 30 August 18 October Marine Sanitation Devices 1/2 day 13 June 18 July 3 October 21 November Medical PIC Refresher Note: Not MSC approved 3 days 30 April 4 September 16 October MSC Readiness Refresher Must have completed full CBRD & DC once in career. 5 days 22 April 3 June 8 July 9 September 28 October MSC Watchstander BASIC Once in career, SST grads grandfathered 2 days 16 May 1 August 26 September 4 November MSC Watchstander ADVANCED Required for all SRF members 1 day 20 May 5 August 30 September 11 November MSC Ship Reaction Force Required every three years for SRF members 3 days 21 May 6 August 1 October 12 November SAMM Shipboard Automated Maintenance Management 3 days 29 May Small Arms Initial & Sustainment (Refresher) Training Open to members & applicants eligible for employment through AMO (w/in 1 year) or MSC on MARAD contracted vessels. Remedial shoot will be afforded on Day 4 for at least 1 weapon if passing score not attained. STCW Endorsement required. 3 days 22 April 13, 28 May 10, 24 June 15, 29 July 12, 26 August 9, 23 Sept. 14, 28 October 6, 18 November Water Sanitation Afloat 1/2 day 13 June 18 July 3 October 21 November Medical Courses Heat Stress Afloat / Hearing Conservation Afloat 1 day 22 April 28 May 19 August 3 September 21 October Elementary First Aid Prerequisite for MCP within preceding 12 months 1 day 7 May 18 June 23 July 20 August 24 September 22 October 5 November Medical Care Provider Prerequisite for MPIC within preceding 12 months. Please fax EFA certificate when registering 3 days 8 May 19 June 24 July 21 August 25 September 23 October 6 November Medical PIC Please fax MCP certificate when registering 5 days 13 May 24 June 29 July 26 August 30 September 11 November Urinalysis Collector Training 1 day 20 May 1 July 5 August 7 October 4, 18 November Breath Alcohol Test (BAT) Alco Sensors 3 and 4 only 1 day 21 May 2 July 6 August 8 October 19 November Saliva Screening Test QEDs only 1/2 day 22 May 3 July 7 August 9 October 20 November Medical PIC Refresher Note: Not MSC approved 3 days 30 April 4 September 16 October Radar Courses Radar Recertification 1 day 28 March 22 April 6 May 4 June 12 August 3 September 15 October 4 November Radar Recertification at Toledo Maritime Academy Non-Resident Training, apply to Student Services, Dania Beach 1 day 21 March 27 June 26 September 24 October 21 November ARPA 4 days 7 May 5 November Radar Recertification & ARPA 5 days 6 May 4 November Original Radar Observer Unlimited 5 days 28 October Engine STCW / Original Engineer Training Routes Engine STCW training routes are aimed at Great Lakes members wishing to transition to deep sea. Original engineer training is available to members, applicants and sponsored students seeking an original license. Advanced Fire Fighting 5 days 10 June 14 October Basic Safety Training 5 days 3 June 28 October EFA/MCP 4 days 18 June 5 November Proficiency in Survival Craft (Lifeboat) 4 days 28 May 21 October Basic Electricity (original engineers only) 10 days 24 June 11 November Original 3 A/E Preparation and Exams A/R 8 July 25 November Original License Courses RFPNW Assessments 1 day 12 July Marlin Spike 1 day 27 June 40-hour Able Seaman 5 days Please call Self-Study CDs and Online Programs Available for use when attending other approved classroom courses Afloat Environmental Protection Coordinator CD DoT Hazardous Material Transportation Training CD Anti-Terrorism Level 1 Online EPA Universal Refrigerant Certification Examination Self-study Crew Endurance Management CD Prudent Mariner s Guide to Right Whale Protection CD Vessel General Permit EPA CD Officer in Charge of a Navigation Watch (OICNW) Completion of this program will satisfy the training requirements for STCW certification as Officer In Charge of a Navigation Watch (3M/2M) on vessels of 500 or more gross tonnage (ITC). This program will complete ALL Control Sheet assessments. Celestial Navigation 10 days 3 June Ship Construction & Stability 5 days 17 June Emergency Procedures & SAR 4 days 1 July Meteorology 5 days 15 July Cargo Handling & Storage 5 days 24 June Magnetic & Gyro Compass 3 days 24 June Electronic Navigation 5 days 22 July Terrestrial Navigation 10 days 29 July Watchkeeping 10 days 12 August Basic Shiphandling at the Operational Level 5 days 26 August Self-Study License Exam Preparation A/R Available to those students who completed their courses at STAR Center. Please call to schedule. MARAD Training Program (11 day package comprised of courses below) Students will be nominated and assigned by their contracted company and shall attend all 11 days. Any places not taken by the contracted companies shall be made available to the membership on a chronological order basis. Small Arms Initial & Sustainment (Refresher) Training Open to members and applicants eligible for employment through AMO (within 1 year) on MSC or MARAD contracted vessels. 3 days 12 August Elementary First Aid 1 day 15 August Drug Collector Training 1 day 16 August Breath Alcohol Test Collector 1 day 17 August Advanced Fire Fighting 5 days 19 August NOTICE: AMO members planning to attend the union s Center for Advanced Maritime Officers Training/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 availability in advance. NOTICE OF NON-DISCRIMINATION POLICY AS TO STUDENTS: The Center For Advanced Maritime Officers Training (CAMOT) and Simulation Training Assessment and Research Center (STAR), established under the auspices of the American Maritime Officers Safety and Education Plan, admits students 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 or ethnic origin or sex in administration of its educational policies, admission policies and other programs administered by the Center.

10 10 American Maritime Officer April 2013 AMO NATIONAL HEADQUARTERS DANIA BEACH, FL S. Federal Highway (954) / (800) Thomas J. Bethel, National President [email protected] / [email protected] / Mobile: (202) José E. Leonard, National Secretary-Treasurer ([email protected]) Jack Branthover, Special Assistant to the National President ([email protected]) FAX: (954) Joseph Z. Gremelsbacker, National Vice President, Deep Sea ([email protected]) Charles A. Murdock, National Vice President, Inland Waters ([email protected]) Mobile: (954) / FAX: (954) Dispatch: (800) FAX: (954) Brendan Keller, Dispatcher ([email protected]) Robert Anderson, Dispatcher ([email protected]) Member Services: Extension 1050 ([email protected]) WASHINGTON, D.C. WASHINGTON, D.C L Enfant Plaza East SW, Suite 7204 (202) / (800) ext Thomas J. Bethel, National President [email protected] / [email protected] Mobile: (202) J. Michael Murphy, National Vice President, Government Relations [email protected] Mobile: (202) Paul Doell, Legislative Director [email protected] / Mobile: (954) FAX: (202) PORTS PHILADELPHIA, PA International Plaza, Suite 422 Robert J. Kiefer, National Executive Vice President ([email protected]) (800) ext / 4002 Mobile: (215) FAX: (610) GALVESTON, TX st Street, Suite B PMB 192 David M. Weathers, National Assistant Vice President ([email protected]) (800) ext Mobile: (409) FAX: (409) TOLEDO, OH The Melvin H. Pelfrey Building One Maritime Plaza, Third Floor (419) (800) FAX: (419) John E. Clemons, National Vice President, Great Lakes ([email protected]) Brian D. Krus, Senior National Assistant Vice President ([email protected]) Donald Cree, Great Lakes Special Assistant to the National President ([email protected]) Stan Barnes, National Representative ([email protected]) Bruce DeWerth, Dispatcher ([email protected]) SAN FRANCISCO / OAKLAND, CA th Street, Second Floor Oakland, CA (510) (800) ext Daniel E. Shea, National Assistant Vice President ([email protected]) FAX: (954) STAR CENTER STUDENT SERVICES/LODGING AND COURSE INFORMATION 2 West Dixie Highway Dania Beach, FL (954) ext. 201 / (800) ext. 201 Course Attendance Confirmation: (800) ext. 200 FAX: (954) Hours: (954) ext.7999 TRAINING RECORDS SYSTEM Lisa Marra (954) ext FAX: (954) [email protected] MEMBERSHIP SERVICES MEDICAL CLINIC AMO PLANS 2 West Dixie Highway 2 West Dixie Highway Dania Beach, FL Dania Beach, FL (954) (800) FAX: (954) FAX: (954) LEGAL AMO Coast Guard Legal Aid Program Michael Reny Mobile: (419) (419) / (888) [email protected] Joel Glanstein, General Counsel 437 Madison Ave. 35th Floor New York, NY (212) FAX: (212) STAR Center schedules additional Vessel Security Officer courses to assist AMO members in meeting new STCW requirement As a reminder to all individuals sailing on a Merchant Mariner Credential (MMC) in trades for which STCW applies, the 2010 amendments to the STCW code now require a specific security endorsement for the MMC prior to Jan. 1, The three STCW 95 vessel security endorsements are: VSO VI/5 Vessel Security Officer, VPDSD VI/6 Vessel Personnel with Designated Security Duties, and SA VI/6 Security Awareness. These endorsements are hierarchal, meaning VSO covers and includes VPDSD and SA, and VPDSD covers and includes SA. These endorsements must actually appear on your STCW/MMC, and you must apply to the U.S. Coast Guard to obtain the required endorsement unless VSO has already been placed on your STCW/MMC. Most officers will require the new VPDSD endorsement, which can be obtained if an individual can submit appropriate documentation showing six months of security duties in the previous three years. STAR Center has provided specific instructions, a sample service letter and a sample U.S. Coast Guard application to obtain the endorsement on the STAR Center website at stcw2010guidance.html. Under the policy letter information, there are links directly to the USCG policy letter, directions, sample letter and sample USCG application. It is recommended all affected AMO members apply to the USCG to obtain the endorsement as soon as possible and have the endorsement placed on their MMCs well in advance of the implementation date of Jan. 1, Without the security endorsement, your MMC will become invalid as of the implementation date and you will be unable to sail on it. Aware of the impact of the new regulations, STAR Center is adding three-day Vessel Security Officer (VSO) classes to those previously scheduled as follows: April 29, June 3 (new), July 22, Aug. 12 (new), Sept. 9, Oct. 28 (new), Nov. 18, and Dec. 16. Any questions regarding this training should be directed to Director of Member Training and Officer Development Jerry Pannell at (800) ext or via [email protected]. Enrollment questions or applications should be directed to Student Services at (800) ext. 201 or via [email protected]. Monthly Membership Meetings Regular monthly membership meetings for AMO will be held during the week following the first Sunday of every month at 1 p.m. local time. Meetings will be held on Monday at AMO National Headquarters (on Tuesday when Monday is a contract holiday). The next meetings will take place on the following dates: AMO NATIONAL HEADQUARTERS: May 6, June 3

11 April 2013 American Maritime Officer 11 Puerto Rico Towing & Barge tugs assist out of fuel vessel The Puerto Rico Towing & Barge Co. tugs Triton and Honcho recently assisted a drifting vessel off the coast of Puerto Rico. The Global Destiny, owned and operated by Diavlos Maritime based in Athens, Greece, called for assistance the morning of March 16. The Global Destiny reported it had run out of fuel and was drifting approximately five miles off the coast of Dorado, about nine miles from San Juan, Puerto Rico. The Triton came to the aid of the Global Destiny and stood by until the vessel was directed by the U.S. Coast Guard to proceed to the San Juan harbor anchorage. On March 18, the disabled vessel was towed by the Jones Act tugs Triton and Honcho to anchorage. After being inspected and cleared by the U.S. Coast Guard, the Global Destiny was towed to Pier 11 for refueling. Captain Neftali Padilla, celebrating his 15th year with Puerto Rico Towing & Barge, was in charge of the operation. American Maritime Officers represents the captains and engineers in the Puerto Rico Towing & Barge Co. fleet. AMO members upgrade licenses after preparing at STAR Center American Maritime Officers member Michael Thompson (left) completed the transition from mate, Great Lakes/any gross tons, to chief mate, oceans/any gross tons, successfully passing all exams in February at REC Miami. Congratulating him is STAR Center Deck Instructor David Greenhouse. American Maritime Officers member Rhett Sanders (right) upgraded to chief mate, oceans/any gross tons, in February, successfully completing all exams at REC Miami. Congratulating him is STAR Center Director of Member Training and Officer Development Jerry Pannell.

12 12 American Maritime Officer April 2013 Industry, military training needs addressed at annual STAR Center conference Making presentations at the opening of the 2013 Training Needs Conference in March at STAR Center were (left to right) STAR Center Director of Training Phil Shullo, U.S. Coast Guard Chief of Vessel Compliance Capt. Kyle McAvoy, American Maritime Officers National President Tom Bethel, U.S. Navy Capt. Michael Strano with Military Sealift Command, and American Maritime Officers Service President and Chairman Tony Naccarato. The pending U.S. implementation of the 2010 Manila amendments to the STCW code was a primary topic at the annual Training Needs Conference hosted by STAR Center in Dania Beach, Fla. an event that brings together AMO-contracted ship operators, training professionals, union officials and stakeholders from the military and government sectors to discuss training requirements and to assist STAR Center in fine tuning its maritime education and certification programs to meet the evolving needs of American Maritime Officers members and employers. Providing regulatory and fleet status updates at the conference this year, which was held March 6 and 7, were U.S. Navy Capt. Michael Strano with the Military Sealift Command Prepositioning Program, U.S. Coast Guard Chief of Vessel Compliance Capt. Kyle McAvoy and U.S. Coast Guard National Maritime Center Deputy Director Ike Eisentrout. In addition to the 2010 STCW amendments, central subjects at the conference included more highly-tailored use of STAR Center s extensive simulation training capabilities to meet the professional training requirements of the AMO membership and contracted companies, and increased use of STAR Center facilities for company senior officers seminars and standard operating procedure evaluations. Also discussed were benefits of the STAR Center dynamic positioning (DP) training program accredited by the Nautical Institute and the application of this valuable resource in contract negotiations and competitive standing in the government contracting process. Attending the conference were AMO members Captain Glenn Macario and Chief Mate Mark Kerr of the USNS VADM K. R. Wheeler, an offshore petroleum distribution system vessel that employs dynamic positioning. The USNS Wheeler is operated for MSC by TOTE Services, Inc. and is manned in all licensed positions by AMO. Regarding the U.S. implementation of the 2010 STCW amendments, STAR Center Director of Training Phil Shullo noted the U.S. has not yet promulgated CFR changes that will implement the amendments for U.S. merchant mariners. Based on the three policy letters published by Coast Guard Headquarters to provide some provisional guidance, STAR Center is expecting to see a significant increase in throughput at the school starting this summer, Shullo said. Participating in the Training Needs Conference were (left to right) Harry Rogers and Bob Rogers with TOTE Services, Inc., AMO members Captain Glenn Macario and Chief Mate Mark Kerr of the USNS VADM K. R. Wheeler, AMO National Deep-Sea Vice President Joe Gremelsbacker, and AMO National Executive Vice President Robert Kiefer. AMO members complete LNG PIC training at STAR Center Participating in the Training Needs Conference at STAR Center in March were (left to right) AMO National Vice President for Inland Waters Charles Murdock, U.S. Coast Guard National Maritime Center Deputy Director Ike Eisentrout, STAR Center Director of Training Phil Shullo, and U.S. Coast Guard Chief of Vessel Compliance Capt. Kyle McAvoy. Completing Liquefied Natural Gas (LNG) Tankerman Person-In- Charge training at STAR Center in February were American Maritime Officers members Maximilian Warncke and Amanda Thompson. MSC Commander Continued from Page 7 In addition to budget shortfalls from operating under a continuing resolution, sequestration will make things much worse. All together, that is about $10 billion in cuts that now have to occur in the last six months of this fiscal year, he said. That s a lot to swallow over 12 months. It s a gigantic thing to swallow in the course of six months. That s what s really choking us all and making us have to consider some pretty draconian things. The fallout from the budget crisis may include placing an active vessel in reduced operating status, cancelling deployments and major exercises, as well as some maintenance. Buzby also described steps he has taken to prevent or minimize the implementation of furloughs for the MSC civil service workforce. Military Sealift Command directly employs civil service mariners and shoreside personnel, as well as providing employment for contract civilian merchant mariners working for private sector ship managers operating under contract with MSC in several fleets. I pledge to you that we will do everything we possibly can to the benefit of our mariners to keep them working and keep them employed and keep them from having a nickel taken away from them, because they do such tremendous work for us, Buzby said. I owe it to them. Cargo Preference Continued from Page 4 providing food to hungry people around the world through the PL-480 Food for Peace program, to bringing the bullets, blankets and butter to our troops in harm s way, to helping boost economic growth by carrying cargoes financed by the Export- Import Bank. These laws have been applauded for decades by a bipartisan index of American leaders ranging from the late President Dwight D. Eisenhower to the current leader of the free world, President Barrack Obama. Former Secretary of State Colin Powell recounted the important benefits that cargo preference laws have generated in diplomacy when the Food for Peace program celebrated its 50th anniversary in Four years later in 2008, then-senator Obama noted in a letter to a number of MTD affiliates, Whether it is carrying needed goods to those overseas in distress or moving government-generated cargo, people around the world look to the U.S. Flag as a symbol of hope and determination. This sizzling record notwithstanding, cargo preference laws today are under fierce attack from a variety of opponents whose ultimate goal is to slash the percentage of food aid cargoes U.S.-flag vessels can transport. One such assault occurred during the summer of 2012 within the surface transportation bill. Buried in the details of this legislation was a funding provision that shifted federal money away from a program that uses U.S.-flag cargo ships to transport food aid to needy countries. In effect, the bill repealed the carefully crafted 1985 cargo preference compromise and reduced the Food for Peace cargo preference requirement from 75 percent to 50 percent. Responding immediately, the MTD and its affiliated unions fought back and supported new, bipartisan legislation called the Saving Essential American Sailors Act. This bill was introduced in late July 2012 and remains the and most immediate hope for reversing the ill-conceived cuts to American-flag carriage of food aid cargoes, preserving thousands of American jobs, and keeping the Stars and Stripes flying on the high seas. The MTD, its affiliates and its Port Maritime Councils will continue the fight to protect cargo preference, and all associated components. This is a battle we ve been through before one that we ve won before. It is a fight that we will win again. Collectively, we pledge to do everything possible to preserve the integrity of these vitally important laws, and to see that America s critical maritime programs are adequately funded.