crew of usns mclean rescues two from sinking boat · u.s.-flag fleet urge congress to maintain u.s....

The International Marine Division of ILA/AFL-CIO

Official Voice of the International

Organization of Masters, Mates & Pilots



Vol. 51, No. 3 May — June 2015

Crew of USNS McLean Rescues Two From Sinking Boat

Industry’s Highest Honor to Rep. John Garamendi

Rep. Duncan Hunter Works to Boost MSP Funding

Photos From Great Lakes, the South America Run, Washington State

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The Master, Mate & Pilot is the official voice of the International Organization of Masters, Mates & Pilots (International Marine Division of the ILA), AFL-CIO. © 2015 IOMMP. The Master, Mate & Pilot (ISSN 0025-5033) is published bimonthly by the International Organization of Masters, Mates & Pilots. MM&P Headquarters: 700 Maritime Blvd., Suite B, Linthicum Heights, MD 21090-1953.

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Don Marcus Chairman, Editorial BoardLisa Rosenthal Communications Director

INTERNATIONAL OFFICERSDon Marcus, PresidentSteven Werse, Secretary-Treasurer

VICE PRESIDENTSDavid H. Boatner, Offshore PacificWayne Farthing, Offshore GulfDon Josberger, Offshore Atlantic C. Michael Murray, United InlandGeorge A. Quick, PilotsRandall H. Rockwood, FEMGRon Tucker, Atlantic Maritime

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Table of ContentsVol. 51, No. 3 May — June 2015

Letter From the President 1Now that the flag-of-convenience model has established primacy on the world stage, the defense of cabotage laws has become the last bastion of the dwindling national-flag fleets.

News Briefs 2Crew of USNS William McLean rescues two from sinking sailboat; representatives of U.S.-flag fleet urge Congress to maintain U.S. jobs, ships, in food aid reform; maritime unions “collectively engaged in relentless effort to keep the U.S. flag afloat,” MM&P President tells merchant marine veterans; greetings from MV Green Point; Washington State Ferry system launches MV Samish; photos from MM&P members on the Great Lakes; Matson and The Pasha Group complete acquisition of Horizon Lines vessels with MM&P jobs secured; Rep. Duncan Hunter introduces legislation to increase Maritime Security Program funding.

Interview 25Meet First Officer Paulina Czernek, a member of MM&P’s new Atlantic Maritime Group, who sails for Statue Cruises.

News From Headquarters 26“To protect our interests as mariners, it is essential that we be involved in the regulatory process: once regulations have been adopted and incorporated into international treaties or conventions, it is too late to influence their effect on the industry,” says MM&P Pilots Group Vice President George Quick.

News From MITAGS 29Congratulations recent graduates of the Chief Mate/Master Program.

MM&P Pensioners 30

MM&P Health & Benefit Plans 31

MM&P Directory 33

Cross’d the Final Bar 37

Thank You Contributors to the PCF! 39

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@MMP_Union

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About the CoverMatson’s Kauai departing COSCO Nantong Shipyard with Captain John Lutey and Chief Officer Dan Mello.

— Photo Scott Hauck, Matson

The International Marine Division of ILA/AFL-CIO





Vol. 51, No. 3 May — June 2015

Crew of USNS McLean Rescues Two From Sinking Boat

Industry’s Highest Honor to Rep. John Garamendi

Rep. Duncan Hunter Works to Boost MSP Funding

Photos From Great Lakes, the South America Run, Washington State

The Master, Mate & Pilot - 1 - May - June 2015

FROM THE PRESIDENT Union Brothers and Sisters:

A s we go to press, the fate of the Trans-Pacific Partnership (TPP) trade agreement and “fast-track” authority to ramrod that deal down the throats of American taxpay-

ers hangs in the balance.There should be no surprise if the advocates of global free

trade get their way because the U.S. Congress is awash with cash from corporations that are shelling out money for influ-ence but take no responsibility. So as we await the outcome of the most recent tug of war in Congress, it is interesting to review where we stand in the field of international shipping. After all, shipping was the first U.S. industry to face truly global competition.

The status of the U.S. Merchant Marine is clear, with eighty U.S.-flag ships engaged in international trade carrying less than two percent of our international seaborne commerce. The beneficial effects of a “level playing field,” “free competition” and “deregulation” as touted by global corporate interests have not been experienced by American seafarers or by U.S.-flag interna-tional carriers.

This experience is not unique to U.S. mariners. In 1948 in Oslo, Norway, a campaign against flag-of-convenience (FOC) vessels was started at the Congress of the International Transport Workers Federation (ITF). Maritime labor—longshoremen and seafarers—from the traditional maritime nations began with great fanfare the campaign that was intended to drive “runaway” ship owners back to the national flag.

Today, almost seventy years later, the maritime industry is dominated by FOC vessels and second registry vessels. Even where national-flag vessels from the traditional maritime nations still exist in significant numbers, the vast majority of the unli-censed crew members and most of the licensed personnel have no connection to the national flag other than the origin of their seafaring documents

Globalization of the maritime industry has not brought a renaissance to the traditional maritime nations. It has not brought prosperity to the vast number of ocean carriers. A relentless driving down of costs has resulted, with the concentra-tion of shipping interests in a handful of global corporations, in a constant search for cheaper labor, smaller crews and larger ships! All hail free trade!!

Last month at a series of meetings in Perth, Western Australia, I had the opportunity to participate as an MM&P delegate in the most recent discussions of the ITF. While the efforts and accom-plishments of the ITF and its affiliated organizations—thanks largely to the longshoremen, or “dockers,” in establishing baseline wage and working conditions for FOC mariners—are achieve-ments to take great pride in, there has been no general return of carriers to the national flags as intended by the founders of the FOC campaign at the 1948 Oslo Congress.

On the contrary, the FOC system is here to stay. By abandon-ing their citizen mariners, the national flags that remain are largely becoming pale versions of that same business model.

Of most significance to me in Perth was that the focus of the traditional maritime nations’ delegations at the ITF is now shift-ing to preserving what is left of national cabotage laws. While refusing to recognize defeat in the FOC sphere and re-doubling efforts to see fair compensation and working conditions for FOC mariners, the ITF is now rallying behind the last barricade of the national flag: cabotage laws.

Nowhere is that fight more poignant than in Australia, where commercial shipbuilding is virtually a thing of the past and where national-flag deep sea merchant vessels are on the road to extinction. While the offshore oil and gas industry currently provides employment for the country’s citizen mariners, the future of the Australian Merchant Navy, like that of many other nations with proud maritime traditions, including our own, is at stake. It is worth considering that in Norway there are now discussions about allowing Norwegian second registry vessels to operate in Norwegian territorial waters. Similarly, in India, the government is considering easing the national cabotage laws to allow the trans-shipment of containers between domestic ports. We are all aware of what is going on north of the border, where Canadian mariners are fighting to preserve their cabotage laws against a sneak attack brought about by the Comprehensive Trade and Economic Agreement (CETA) between the European Union and Canada.

Of course, the battle to preserve national cabotage laws is being fought against the same forces that brought us the FOC system, TPP, CETA and, of course, the North American Free Trade Act (NAFTA). These forces, the global plutocrats, started with the high seas, wanted larger playing fields than mere nation-states, and thus have outsourced our ocean shipping and manufacturing industries. More recently, these same plutocrats are in the process of outsourcing technical services, customer

The Last Citadel

continued on page 2

The fight to preserve the national-flag fleets

is now centered on the Jones Act in the

United States and like cabotage laws

in other countries. Congressman John

Garamendi, shown here with MM&P

President Don Marcus, has long been among the leading defenders

of the Jones Act and American merchant

mariners.

May - June 2015 - 2 - The Master, Mate & Pilot

NEWS BRIEFS

U.S. Establishes Fund to Care for Abandoned Seafarers The U.S. Treasury Department is authorized to establish an “Abandoned Seafarers Fund” of up to $5 million under a mea-sure signed into law by President Obama in December 2014. The fund, which had been under discussion for years, is to be administered by the Secretary of the Treasury and replenished by the transfer of penalties collected for violations of the U.S. Act to Prevent Pollution from Ships, which implements the MARPOL provisions.

The impetus for the measure was the hardship endured by the 13 crewmembers of the MV Katerina, a Maltese-flagged cargo ship that arrived in the Port of Long Beach on Sept. 10, 2005, equipped with pipes to bypass the oil-water separator.

The captain of the Katerina, the chief engineer and the second engineer eventually pleaded guilty to felony charges for pollution and for advising other crewmembers to destroy and conceal from Coast Guard inspectors incriminating telexes relating to the use of bypass pipes on the vessel. The operator of the Katerina, DST Shipping Inc., of Thessaloniki, Greece, pleaded guilty to two felony charges related to the case.

The Katerina sailed after its owners posted bond. But members of the crew—who were first arrested, then released as they had not committed any crime—were abandoned with no means of support. They survived in the Port of Long Beach for many months as charity cases, living on donations from local residents, religious groups and community organizations. The situation dragged on for months, with the Coast Guard and the

Department of Justice refusing to accept responsibility for their support.

MM&P Pilots Group Vice President George Quick, a member of the International Transport Workers’ (ITF) delegation, raised the issue during a joint International Labor Organization/International Maritime Organization working group on the fair treatment of seafarers. Afterwards, to avoid a repeat of what had happened in the Katerina case, the Coast Guard organized a meeting with Quick, the Department of Justice and the ITF. One of the steps discussed was legislation to create a fund to cover the needs of abandoned seafarers, particularly those held as material witnesses by the Department of Justice.

The measure was finally passed in 2014. “We owe the Coast Guard our thanks for addressing the problem,” Quick says.

For purposes of eligibility for assistance, the act defines a “seafarer” as “an alien crew member who is employed or engaged in any capacity on board a vessel subject to the jurisdiction of the United States.” Covered expenses include normal wages and reasonable expenses for lodging, subsistence, clothing, medical care, repatriation and any other support the Secretary of the Treasury considers appropriate.

“There can’t be many workers more at risk from financial insecurity than seafarers, hundreds of whom are literally left stranded without money, food or water each year,” said a spokesperson for the ITF.

service and almost any other job that can be situated overseas in our electronic age.

The attacks against the Jones Act, when taken in the global context, are simply the U.S. version of what is going on else-where. The fact that the ITF, in a single lifetime, has gone from initiating a bold attack to bring back “runaway” flags to organiz-ing a last stand defense in the citadel of cabotage was not lost on many of the participants in the ITF meetings in Perth.

Masters, Mates & Pilots is at the forefront of the battle in the United States. In Washington, D.C., we will continue to fight to defend the Jones Act, to secure funding for our U.S.-flag inter-national trade fleet under the Maritime Security Program and to ensure that our Cargo Preference laws remain on the books and are properly enforced. Constant attention must be devoted to these issues and many more, including the survival of the Export-Import Bank, the appropriate application of the tonnage tax and the non-discriminatory application of international treaties, laws and regulations against U.S. mariners, vessels, and employers by the U.S. Coast Guard and other federal authorities as compared to the standards applied to other nations.

While the merchant marine may be forgotten in the national consciousness—as evidenced by the fact that American

merchant marine veterans of World War II are still seeking recognition for their service seventy years after the fact—we are not yet forgotten in the Department of Defense, in Congress and, we like to think, in the Obama Administration. While that may be a stretch in the last instance, so long as the potential for international conflict remains high in the Middle East, in the South China Sea and elsewhere, we remain necessary.

As trade union merchant mariners, we may not be appreci-ated for what we do day to day, but as long as the United States continues to be a primary player in global politics, we will remain necessary. We should take pride in the fact that the greatest group of them all, World War II merchant mariners, have not given up the fight. Now in their late eighties or early nineties, they are still beating their way up and down the Halls of Congress in search of the recognition they deserve. Their “dauber isn’t down.” Neither should ours be. What better inspiration can there be to keep us battling for our jobs, for our proud and honest profession and for the next generation of American mariners?

Fraternally, Don MarcusMM&P International President

From the President, continued from page 1


Crew of USNS William McLean and Coast Guard Rescue Two Aboard Sinking SailboatCrewmembers of the Military Sealift Command dry cargo/ammunition ship USNS William McLean and the Coast Guard Fifth District rescued two people aboard the sailboat Solarus on May 14 in open waters 50 miles southeast of Ocean City, Md. The McLean, a TAKE-12 vessel, is crewed by licensed deck officers who are represented by the MM&P Federal Employees Membership Group (FEMG). The sailboat had struck an object and was taking on water through a two-foot-long crack in the hull.

The McLean received a distress call from the Solarus around 0610 and immediately sailed towards the small craft to render assistance, at the same time establishing contact with the Coast Guard. McLean crewmembers then launched a fast rescue boat with a P100 dewatering pump aboard. The crew stopped about 100 yards from Solarus and the decision was made to bring the sailboat and its two-man crew alongside McLean for shelter from the choppy seas and to facilitate dewatering and repair.

The fast rescue boat crew was able to dewater Solarus using the P100 pump, removing approximately 400 gallons of water. The deck department of the MSC ship quickly assembled the items needed to affect a temporary repair to the sailboat’s hull and lowered them down to the boat. Repairs were made to control the flooding.

Once the crack had been repaired, McLean crewmembers recovered the fast rescue boat and got back underway. Solarus maintained station about 100 feet off McLean’s port side so it was sheltered from the four-to-six foot seas and 25-knot northerly winds. McLean and Solarus proceeded in this fashion for about two hours until they rendezvoused with the Coast Guard motor lifeboat crew.

“I can’t thank the crews of USNS William McLean and the USCG enough for their rapid and complete response, which resulted in the saving of Solarus and our lives,” said Bill Kneller, one of the mariners rescued.

“The crew performed flawlessly and was ready to go on ‘no notice’ to help out the two mariners and their sailboat,” said McLean’s Master James White. He added that the crew of the MSC vessel had received a message of commendation from USCG District 5.

McLean is one of 15 Navy Combat Logistic Force (CLF) ships that provide fuel, food, ordnance, spare parts, mail and other critical supplies enabling the MSC fleet to remain at sea, on station and combat ready for extended periods of time. All CLF ships are government-owned and crewed primarily by Civil Service mariners.

“The crew performed flawlessly,” said McLean’s Master James White.

“The rapid and complete response… resulted in the saving of Solarus and our lives,” said one of the men rescued.

McLean is one of 15 Navy Combat Logistic Force (CLF) ships providing critical supplies to the MSC fleet.


Merchant Marine Veterans Fight for RecognitionMembers of the American Merchant Marine Veterans Association (AMMV) gathered at MITAGS in May for their annual convention. The group included mariners who had sailed in World War II, as well as in more recent conflicts.

MM&P President Don Marcus welcomed the veterans to MITAGS, the union’s training facility. “Having had the honor of sailing with quite a few World War II veterans who were still at sea in the mid-seventies,” he said, “it was a pleasure to be invited to speak at the convention.”

Marcus saluted the valiant service of merchant mariners in World War II and commended the veterans who are still doggedly fighting to receive the recognition they so richly deserve.

He told the group he is proud to be part of the collective efforts of U.S. maritime labor unions to stem the decline in the number of U.S.-flag ships. “Today we carry less than 2 percent of our international maritime commerce aboard approximately 80 U.S.-flag merchant ships,” he said. “That is a sad state of affairs and it leads one to believe that if something is not done, eventually the U.S. merchant marine will be reduced to a small naval auxiliary force.”

“Thankfully, something is being done, and I am proud to say that it is the U.S. maritime unions collectively who are doing the most about it and who have been engaged in a relentless effort to keep the U.S. flag afloat. Whether we can bring this vessel to an even keel and do more than hang on, however, remains to be seen.”

Marcus added that although “the role of labor cannot be over-emphasized in this effort… labor and management alike are on the same page… It is a great blessing that in almost all circumstances we can present a unified front with management in these efforts,” he said.

Marcus pledged that MM&P would support the AMMV in their efforts to pass HR 563, the “Honoring World War II Merchant Mariners Act of 2015.” The bill, introduced by Rep. Janice Hahn (D-Calif.) and cosponsored by Rep. John Duncan Jr. (R-Tenn.), would provide surviving World War II merchant marine veterans with recognition and a token compensation for their services.

“This is the least we can do for the ‘heroes in dungarees,’ who not only risked their lives for democracy but also helped build the trade unions and working conditions that we are fighting to preserve today aboard ships,” Marcus said.

(For more on HR 563, see the article on p. 13.)

NEWS BRIEFS (CONTINUED)

Staten Island Ferry Retirement PartyEmployees of the Staten Island Ferry and Ron Tucker, vice president of the MM&P Atlantic Maritime Group, gathered recently to salute recent retirees and wish them fair winds and following seas. (Left to right) Joe Toronto (retiree), Ron Tucker, Tim Walsh (retiree), Charlie Martinez (retiree and former shop steward) and Pat Egan (current shop steward). All the retirees were employees of the Staten Island Ferry.

World War II merchant marine veterans met with MM&P President Don Marcus before setting off to lobby Congress in favor of legislation that would give them long-overdue recognition for their service to the nation. (Left to right) Don Marcus, Charles Mills, Gabriel Frank, Sen. Marco Rubio (R-Fla.) staffer J.R. Sanchez, AMMV President Morris Harvey, Eugene Barner and Clinton Quirk.


“Maintain U.S. Jobs, Ships, in Food Aid Reform,” U.S.-Flag Maritime Coalition UrgesA coalition of unions and shipping companies, including Masters, Mates & Pilots and MIRAID, is urging senators weighing changes in America’s international food aid programs to maintain the components of the program that ensure the country has the trained U.S. mariners and U.S.-flag ships needed to protect our national security.

In a letter dated April 15, 19 organizations reminded the elected officials of the importance of the program to a strong, viable U.S.-flag fleet. The letter was written to coincide with a committee hearing on food aid, including a change that would eliminate the role in the program of U.S. ships and crews.

“Key components of U.S. maritime policy that promote the use of U.S.-flag vessels and enhance the economic and security interests of the United States are the U.S.-flag cargo preference statutes,” the maritime coalition wrote to Sen. Bob Corker (R-Tenn.), committee chair, and Sen. Ben Cardin (D-Md.), its ranking member. “They provide U.S.-flag vessels with a critical base of cargo, giving them the opportunity to stay active while they work to compete against lower-cost and often tax-free foreign-flag vessels for the carriage of commercial cargoes in the United States. This in turn helps to ensure that the U.S.-flag vessels and their American crews remain available to the Department of Defense in time of war or other international emergency.”

“We strongly urge that any proposal to reform or revise the PL-480 Food for Peace Program, our nation’s most successful foreign aid food assistance program, must ensure that the militarily useful U.S.-flag commercial vessels, American maritime jobs and worldwide logistical networks available to our nation through the Maritime Security Program, our nation’s most important commercial sealift capability program, are not adversely affected or lost.”

To maintain America’s readiness, the coalition wrote, DOD would have to compensate in other ways for cargoes eliminated in the context of food aid.

Today, they added, “because of reductions in the size of the U.S.-flag fleet, DOD’s commercial sealift capabilities are in peril.” They quoted Gen. Paul Selva, commander of U.S. Transportation Command, who has told legislators in official testimony that “the reduction in government-impelled cargoes due to the drawdown in Afghanistan and reductions in food aid… are driving vessel own-ers” away from the U.S. flag… which “puts our ability to fully activate, deploy and sustain forces at increased risk.”

Aboard the Olive L. MooreGreetings from MM&P members who sail on the Great Lakes and rivers! The photo was taken aboard the Olive L. Moore, an ATB operated by Grand River Navigation which pushes the barge Lewis J. Kuber. (Kneeling, front row) Irene Salva and CJ Maruna. (Back row, left to right) Captain Mark Stanger, Second Mate Lee Meeker III, Joseph Mendoza, MM&P Great Lakes Representative Tom Bell, Brandon Price, Grand River Navigation’s Mark Rohn, Chief Mate Dave Richmond, Bill Dobbins, Kelly Neurohr, Tom Liberty, Chief Engineer Timothy Dementer, Ryan Holmes and Ron Jarvela.



Rep. Duncan Hunter Introduces Legislation To Increase Maritime Security Program FundingRep. Duncan Hunter (R-Calif.) has introduced an amendment to defense authorization legislation that would provide a much-needed increase in funding for the Maritime Security Program (MSP). Appropriations for the program have been unchanged—at $3.1 million per ship, or $186 million a year for the fleet—since Fiscal Year 2012. MSP is scheduled to continue at that funding level until Fiscal Year 2019, when the 60-ship program would receive a $24 million increase.

The Hunter amendment would boost funding for the program in Fiscal Year 2016. If it is included as part of the defense bill that is signed into law, that means that the amendment would increase MSP’s funding level by $24 million beginning Oct. 1, 2015. The increase would translate into a total of $3.5 million per vessel per year.

“The drop in the number of U.S-flag commercial vessels that are available to supplement military transport adds to the strain of an already reduced and undersized naval fleet,” Hunter has said.

“With emerging threats requiring the full attention of naval resources and the shifting of America’s defense strategy to the Pacific, the support provided through the Maritime Security Program is absolutely essential. Congress must look ahead and consider policies that support the growth of the U.S. international flag fleet to alleviate pressure on limited naval resources.” Hunter is chair of the House Transportation & Infrastructure Subcommittee on Coast Guard and Maritime Transportation.

One person died and three others were hospitalized April 28 after losing consciousness aboard MV Corina, a Polish-flagged general cargo ship that had just docked in the Port of Hanstholm, Denmark. The four were found unconscious in a cargo hold filled with wood pellets. A fifth person was able to escape the hold and sound the alarm. The accident is being attributed to low oxygen levels and toxic gas, possibly carbon monoxide, in the enclosed space. Earlier in April, three dock-workers died in the Port of Antwerp while offloading coal. Two ship’s officers died in March in the cargo hold of a vessel sailing off the coast of Senegal.

Starting in January of this year, enclosed space entry drills and training at two-month intervals became mandatory under amendments to SOLAS, but maritime labor says much more needs to be done. Nautilus International is calling for a “new and concerted drive to end the appalling litany of seafarer fatalities in enclosed spaces.”

In a letter to UK Shipping Minister John Hayes, Nautilus General Secretary Mark Dickinson said recent cases followed a “very familiar pattern of one crew member collapsing in an oxygen-deficient area, and more being overcome after entering the space without personal protective equipment in an attempt to rescue their colleagues.” Nautilus represents British, Dutch and Swiss maritime officers.

Dickinson said more seafarers die or are injured in enclosed spaces than through any other onboard work activity. “Changes in ship design and operation, the nature of cargoes, the increasing amounts of chemicals being carried, along with reduced manning levels and radical changes in crewing practices are all factors which have driven the increase in such incidents,” he said.

Nautilus proposes mandatory training requirements and IMO rules to ensure that all ships are equipped with oxygen meters. “We believe that requirements for oxygen meters to be positioned at the entrance to enclosed spaces would reinforce to seafarers the potential risks that they face, as well as providing ready access to information about the state of such spaces.” Simply continuing to warn people of the dangers “is clearly not sufficient,” Dickinson says.

More Shipboard Confined Space Deaths

Nautilus General Secretary Mark Dickinson. The union is calling for “a new and concerted drive to end the appalling litany of seafarer fatalities in enclosed spaces.”


STCW Gap-Closing RequirementsThe Coast Guard has issued a notice regarding the regulatory changes that require additional training and/or assessments for certain Standards of Training, Certification, and Watchkeeping (STCW) endorsements. These “gap-closing” requirements became effective on March 24, 2014. They must be met by mariners who hold STCW endorsements issued under the previ-ous regulatory requirements. Mariners who submit applications without evidence of meeting gap-closing requirements may have their STCW endorsements limited to “Not valid after 31 Dec. 2016.” STCW gap-closing requirements do not affect limitation or retention of national endorsements.

The National Maritime Center (NMC) says it will process complete applications submitted on or before Dec. 31, 2016, without gap-closing requirements for the STCW endorsement, in the following manner: renewals, raises of grade, new endorse-ments and duplicates for which the MMC expires before Dec. 31, 2016, will be processed as “limited to/not valid after Dec. 31, 2016.” The NMC will not issue the STCW endorsement on applications without gap-closing requirements submitted after Dec. 31, 2016. For more detailed information, go to uscg.mil/nmc/ and click on “STCW Gap-Closing Requirements.”

The STCW endorsements with gap-closing requirements for deck officers are listed below. Requirements for these endorse-ments are contained in 46 Code of Federal Regulations (CFR) Part 11, Subpart C. Leadership and Teamwork Skills can be satisfied through demonstration of competence either onboard ship or in approved training.

• Management Level (Master, Chief Mate – II/2, II/3): Leadership and Managerial Skills; ECDIS (to be valid on vessels equipped with ECDIS).

• Operational Level (OICNW – II/1, II/3): Leadership and Teamwork Skills; ECDIS (to be valid on vessels equipped with ECDIS).

• Operational Level (OICEW – III/1): Emergency Resource Management (ERM); Leadership and Teamwork Skills.

The Coast Guard says that mariners who have STCW endorse-ments removed or date-limited because gap-closing requirements were not completed may have those STCW endorsements restored or the date removed at any time by submitting a new application with evidence of meeting all gap-closing requirements

National Fleets Central to Maintaining Living Standards, Middle Class, MM&P President SaysCountries that have lost their shipbuilding industries and allowed their merchant fleets to disappear have experienced a loss of clout in international trade, are subject to less control over consumer prices and may expect a shrinking middle class, says MM&P President Don Marcus. He made the remarks in an interview on National Maritime Day that was published in MarEx Newsletter.

“Countries that have lost their maritime industries are dependent on foreigners for imports and exports,” Marcus says. “Countries that have allowed their maritime base to falter are now totally dependent on foreign shipping, including for their domestic trades. ” He said the concept that savings could result from the withering of national lines “is a myth of free traders looking for more profits at any cost.”

He cited Canada and Australia as examples of countries whose footprints have been diminished by the drastic reductions of their maritime industries. “Australia cannot build its own naval vessels, Canada is struggling to do so and, in the United Kingdom, there are only one or two shipyards left that can build warships,” he said. “Shipbuilding and a healthy maritime industry go hand-in-hand.”

“In Australia and Canada particularly, they are now dependent on foreign shipping for their international commerce and trade. These countries have lost an important part of their industrial base, which created well-paying jobs,” he said. “The cost of products is whatever the seller can get away with in order to make more profits. You cannot make an argument that consumers have prospered on the cost differential between flag-of-convenience

shipping and national-flag shipping. Considering the vast scale of international trade, the growing size of vessels and the tonnages of cargo involved, these relative cost differentials translate into nothing more than marginally increased profits that remain in the hands of the shippers and/or manufacturers. Those countries that have allowed their maritime sectors to diminish have also lost jobs, skilled labor and have a weaker middle class.”

Here in the United States, Marcus said, “We are quickly approaching the point of no return on the relevancy of U.S.-flag presence on the high seas.” He said the United States today is at the same point as it was before World War I, when there were not enough ships to move armaments and goods to Europe. “There was a massive shipbuilding program, but most of the ships weren’t built until the war was actually over,” he said. “And, here we are again, repeating ourselves, getting down to the point of no return. It’s a disturbing pattern.”

Marcus points to work being done in Congress and at the state level by the maritime unions and U.S.-flag employers to educate legislators about the importance of the industry.

“It is almost a certainty that the United States will be engaged in a conflict someplace, somewhere in the future,” he said. “We need to continue to have the support of the decision makers in Congress and the military. They need to realize there has to be a baseline logistical capability for times of conflict in the world, so there needs to be a way to sustain our capabilities in times of peace as well.”


NEWS BRIEFS (CONTINUED) Greetings From MV Green Point on the South America RunCaptain John E. Belcourt and the crew of MV Green Point shared photos of a trip that took the Waterman ship to Mexico, Ecuador, Chile and Peru. “Pics from a great run,” Belcourt says, that demonstrate just a few of the positives of a career as a merchant mariner.

Coastwise Peru

Lunch in Manta, Ecuador

Iquique, Chile

Acapulco, Mexico

Captain John E. Belcourt and Chief Mate

Kevin Morrow on the wing of the bridge


Unions and Ship Operators Call for Government Action on Mediterranean Refugee Crisis

Merchant mariners rescued about 40,000 refugees in the Mediterranean in 2014 and the situation is expected to worsen dramatically this year as a consequence of war and economic hard-ship in the Middle East and Africa. The International Transport Workers’ Federation (ITF) has joined unions and ship operators in sounding the alarm with a joint letter to all 28 European Union member states, urging them to take “immediate collective action to address the growing humanitarian crisis in the Mediterranean Sea.”

Last year, more than 3,500 refugees died while attempting to make the dangerous crossing. In a joint letter to leaders of all 28 EU Member States, the European Community Shipowners’ Associations (ECSA), the European Transport Workers’ Federation (ETF), the International Chamber of Shipping (ICS) and the ITF have warned that the crisis is spiraling out of control. They warn there is a serious risk of further catastrophic loss of life unless EU Member States respond with greater urgency, increasing resources for search and rescue. The group said the situation, with numer-ous, potentially dangerous rescues being conducted by merchant mariners, “is becoming untenable.”

“The shipping industry fully accepts its legal responsibility to rescue anyone in distress at sea,” they wrote “but it is unacceptable that the international community is increasingly relying on merchant ships and their crews to undertake more and more large-scale rescues. Single ships have had to rescue as many as 500 people at a time, creating serious risks to the health and welfare of seafarers who should not be expected to deal which such situations.”

The group said that although the navies and coast guards of coastal states have been doing their best to respond, all EU Member States need to share in the burden. They also called on the international community to help people find safety on land so they would not feel the need to risk their lives crossing the Mediterranean in unseaworthy boats.

One of the rescue operations that take place almost daily in the Mediterranean as a result of unrest and hardship in the Middle East and Africa. Merchant ships are increasingly being called on to compensate for government inaction, unions say.

Greetings From Maersk Memphis

Three weeks later, the vessel was in the Red Sea conducting emergency response drills and exercising the port boat davits.

A welcome day of quiet, two weeks into working the U.S. Gulf Coast and Eastern Seaboard, when the LDOs aboard Maersk Memphis paused for a photo on the bridge. (Left to right) Second Officer Glen E. Engstrand, Third Officer Gregory J. Ferris, Chief Officer Marc D. Northern and Captain Kevin G. Coulombe.


NEWS BRIEFS (CONTINUED) Patriot and MM&P Together at Cal Maritime Job FairPatriot Contract Services and MM&P worked side-by-side at the job fair at California Maritime Academy, talking to cadets interested in working aboard the ships operated by the long-time MM&P employer. (In the background) MM&P Coast Agent Jeremy Hope and Mark Prussing, third mate aboard the Patriot tanker SLNC PAX.

(Foreground) Patriot Marine Personnel Manager Michael Gillihan talks with a cadet.

MM&P members interested in sailing on Patriot’s Watson Class LMSRs and other government-contract vessels should go to bridgedeck.org and search LMSR or contact MM&P Government Crewing Coordinator Robert P. Chiesa at 443-784-8788 or by e-mail, [email protected].

House Committee Calls for Mariner Workforce StudyReflecting growing concerns in Congress over the drop in the number of U.S.-flag ships and the resulting fall in the number of U.S. merchant mariners, the House Committee on Armed Services is calling on the Maritime Administration, in conjunction with the Department of the Navy, “to provide a comprehensive report… on the status of the merchant mariner workforce and whether there are sufficient merchant mariners to meet the Navy’s surge fleet requirements.”

The committee has requested the report by Sept. 30, 2015, and wants it to include an analysis of options for correcting the problem, taking into account “U.S. national security interests, U.S. commercial shipping interests, and budgetary implications.”

The committee added the merchant mariner workforce study provision to HR 1735, the National Defense Authorization Act for Fiscal Year 2016.

MV Wenatchee VisitAboard the Washington State Ferry MV Wenatchee in Seattle. MM&P President Don Marcus, Captain Paul Bellesen, Chief Mate Dan Twohig, MM&P Regional Representative Tim Saffle and Relief Mate Vic Lotorto.


Coast Guard “Should Defer to the Mariner’s Doctor” Regarding Medication Waivers, MM&P SaysThe expert opinion of a doctor who has actually examined the patient must be given great weight in deciding whether to grant a medication waiver, MM&P says. The union expressed its opinion in response to a Coast Guard request for feedback on “criteria for granting waivers for certain medications and on suggestions for risk evaluation.”

The agency had asked for comments on what factors it should consider in determining whether to grant a waiver to mariners whose conditions require them to use a potentially impairing medication.

“Whether medications can affect the performance of mariners is dependent on the actual side effects experienced by that individual,” the union said in its comments, adding that most medications are required by law to carry a long list of potential side effects “that may in many cases only affect a very small number of individuals.”

MM&P said there should not be a presumption that medica-tions are having an adverse effect on an individual mariner’s performance, and that the Coast Guard should always defer to the opinion of an examining physician.

“Trying to reduce this issue to a one-size-fits-all formula to fit a desired mathematical regulatory standard in order to simplify the task of the regulator ignores the fact that each human is unique and can respond differently to medications,” said MM&P President Don Marcus.

In response to a second question on how to “objectively evaluate” whether or not an individual is free of any impairing medication effects, the union responded that “a mix of objective criteria and subjective analysis based on professional training and experience are needed to arrive at a reasoned opinion… That determination should be made by the examining physician and not by the Coast Guard medical evaluators who have not seen or examined the mariner.”

The union said that as a rule, a physician’s opinion that a mariner has no medication impairment should be given defer-ence in the waiver process. “Physicians are licensed profession-als legally responsible for the consequences of their professional opinions or actions,” MM&P said in its comments.

The union has long advocated for a national system of qualified medical examiners knowledgeable about the duties and responsibilities of mariners and authorized to issue medical certificates. “In the absence of such a system, the examining physician is better qualified to evaluate the medical condition of a mariner than medical evaluators at NMC who have not seen or examined the mariner,” MM&P said.

In response to a question on whether formal neuropsycho-logical/neurocognitive evaluation should be required of all mariners who may regularly need to take potentially impairing medications, the union responded that the question was “a variation of the first question regarding the effect of medica-tions on performance.”

“Individuals have different responses to medications,” the union said. “Requiring neuropsychological/neurocognitive evaluation of all mariners who take medications with only the potential for side effects would be an expensive and gross over-response to what is in most cases a non-problem.”

“Medical evaluation is not a precise science,” says MM&P Pilots Group Vice President George Quick, who has worked on such issues for years. “Arriving at a reasonable opinion on medical fitness for duty is a combination of objective criteria and subjective analysis based on professional experience and judgment. What tests are needed or appropriate in the evalua-tion process should be determined by the examining physician.”

Mark Rohn Retires From Grand River NavigationMark Rohn, president of long-time MM&P employer Grand River

Navigation, has retired. Members of the MM&P Great Lakes & Rivers (GL&R) Region were on hand at a surprise party for Rohn.

(Left to right) Former MM&P GL&R Representative Charlie Malue, Rohn and Tom Bell, MM&P’s current representative on the Lakes

and a former Grand River Navigation captain.


The merchant marine is, was and always will be crucial to the security of the United States, said speakers at the National Maritime Day commemoration in Washington, D.C.

Among the participants in the event were Gen. Paul Selva, commander, U.S. Transportation Command, and Rear Adm. Thomas Shannon, commander, Military Sealift Command. Both cited statistics that underscore the key role played by the American Merchant Marine in our country’s national defense.

“Most of the fuel and bombs required to carry the fight to ISIS were delivered by merchant mariners,” Shannon said in reference to recent bombing missions carried out by U.S. forces against members of the brutal Middle East insurgent movement which calls itself “the Islamic State.”

Selva quoted Gen. George C. Marshall, U.S. Army Chief of Staff, who said during World War II that American merchant mariners “make it possible to transport fighting men and supplies wherever they are needed to defeat the enemy… The Army is deeply indebted to these men and women for their unceasing effort to do everything in their power to hasten the day of Victory.”

“The role of sealift in our nation’s ability to deploy and sustain our military strength on a global scale is absolutely criti-cal,” Selva said. “Stating the requirement in very round numbers, the United States must maintain an organic capacity to deploy about 60 sealift ships in the first 30 days of an operation, surge an additional 60 ships from the commercial sealift industry about 30 days later and sail those original 60 organic ships again in the following 30 days. To sail those 120 vessels and begin the

Military Leaders, Government Officials, Pay Tribute to American Mariners

“There is an unbreakable tie between the men and women who sail these

ships and the security of our nation…We can’t win without you.”

— Gen. Paul Selva, Commander U.S. Transportation Command

MM&P Secretary-Treasurer Steve Werse with Rep. Janice Hahn (D-Calif.) on Maritime Day. Hahn had just delivered a speech commending World War II merchant mariners. Under legislation she introduced, these veterans would receive a one-time $25,000 bonus from the government.

Steve Werse, MIRAID Counsel Steve Wines, Ingo Esders of the International Longshoremen’s Association, MM&P Chief of Staff Klaus Luhta and Erik Johnson of Military Sealift Command.

continued



Bipartisan Legislation Would Provide Bonus To World War II Merchant MarinersA bill that would award a $25,000 one-time bonus to merchant mariners who served in World War II has been introduced in the House of Representatives by Reps. Janice Hahn (D-Calif.) and Duncan Hunter (R-Calif.). The two discussed the legislation in National Maritime Day speeches on the East and West coasts.

“The first Maritime Day honoring our merchant mari-ners was held in 1970,” Hahn said in remarks to an audience at the San Pedro Merchant Mariners Veterans Memorial. “Before that, despite their courage and service, and despite suffering higher casualty rates during World War II than other branches of our military, merchant mariners were excluded from celebrations of Veterans Day and Memorial Day.”

The legislation would provide “well-deserved recogni-tion for these heroic mariners who fought so valiantly for our country,” Hunter said in remarks at a Maritime Day event in Washington, D.C.

The two have introduced HR 563, “Honoring Our World War II Merchant Mariners Act of 2015,” to provide the payment to surviving World War II merchant mariners. More than 6,000 merchant mariners died in service during World War II.

MM&P Joins Longshoremen at 2015 Great Lakes Convention

sustainment of those deployed forces, we need access to a pool of roughly 11,000 mariners to get the job done.”

“There is an unbreakable tie between the men and women who sail these ships and the security of our nation,” Selva said. “We can’t win without you.”

Other speakers at the event included Rear Adm. Anita L. Lopez of the National Oceanic and Atmospheric Administration, Maritime Administrator Paul “Chip” Jaenichen and Deputy Maritime Administrator Mike Rodriguez.

Awards were presented to former MLL President John Reinhart, American Shipping and Logistics Group Chair Raymond Ebeling and the family of the late Bill Eglinton of the Seafarers International Union training center at Piney Point, Md.

“In times of war or national emergency,” merchant mariners “bolster our national security as a fourth arm of defense,” said President Barack Obama in his official Maritime Day Proclamation. “Whether transporting com-mercial goods or military equipment, battling tough weather or enemy fire, they strive and sacrifice to secure a brighter future for all Americans. On this day, we reaffirm the importance of their contributions and salute all those who serve this noble cause.”

Steve Werse and Steve Wines with Deputy Maritime Administrator Michael Rodriguez.

Members of the Masters, Mates & Pilots were in Tampa when the International Longshoremen’s Association (ILA) Great Lakes District Council held its Quadrennial Convention this spring. (Left to right) Jack Duff, Mike Murray, Ron Tucker, Tom Bell, Mike Baker, Steve Werse, Tim Saffle, John Baker Jr., Ray Sierra, John Baker Sr., Rich Smith, Don Marcus and Don Josberger. MM&P and the ILA have a long history of partnership and solidarity on the Great Lakes and elsewhere. MM&P is the marine affiliate of the ILA.


Aboard the MV Horizon Kodiak

Changeover of captains on relief day for the MV Horizon Kodiak in the Port of Tacoma, Wash. Chief Mate Jorge Gutmann, MM&P President Don Marcus, United Inland Group Vice President Mike Murray, Captain Bill Fransen and Captain Nick Christian.

MV Manistee Begins the Season

MV Manistee just before the graving dock was flooded, as the crew of the Grand River Navigation vessel was getting ready to start the 2015 season.

(Front row, left to right): Rob Bentley (AB), Martin Wolf (1AE), Kody Lafferty (OS), Mark Walrath (AB), Ryan Taylor (3M), George Bouhall (1M), Seth Porter (Training Captain) and Steve Hammond (OS).

(Back row, left to right) Brian Thompson (AC), George Finley (CONV), Jay Love (AB), JB Collings (2M), Dave Miller (Captain), Rod Thornton (CE), Ed Ryan (AB), Mike Flanagan (OS), Bridget Nagle (Cook), Bob Zielaskowski (3AE) and Dave Holt (2AE)

Over 300 mariners sail with MM&P on the Great Lakes.

MM&P Meets With Maritime Supporters in the Senate

Officials of the union met recently with two U.S. senators known for their support of the U.S.-flag maritime industry and America’s working families. (Left to right) Regional Representative Tim Saffle, Sen. Patty Murray (D-Wash.), United Inland Group Vice President Mike Murray, Sen. Al Franken (D-Minn.) and J. Lars Turner, MM&P National Director of Collective Bargaining.



Aboard the MV Horizon Kodiak Washington State Ferries Christens Second Olympic Class Vessel

MV Samish, the newest addition to the Washington State Ferry (WSF) fleet, was christened May 20 at Vigor Industrial Shipyard. The second of the three vessels that will replace WSF’s 1950s-era Evergreen-class ferries, Samish can carry 1,500 passengers and 144 cars. Samish is a tribal word meaning “giving people.” The new vessel officially entered service on the Anacortes/San Juan Islands route on June 14. The third vessel in the class, MV Chimacum, is under construction at Vigor and is expected to be completed in 2017. Licensed deck officers who belong to the MM&P United Inland Group-Pacific Maritime Region crew all the ferries in the Washington State Ferry system.

Washington State Ferry (WSF) Chief Executive Officer Lynn Griffith and WSF Captain Chris Beres with MM&P United Inland Group Vice President Mike Murray (left) and Regional Representative Tim Saffle (second from right) at the christening of the new WSF vessel MV Samish.

Licensed deck officers who belong to the MM&P United

Inland Group-Pacific Maritime Region crew all the ferries in the Washington State Ferry system.

The new vessel officially entered service on the Anacortes/San Juan Islands route on June 14.

Support Grows in Congress for State School ShipsReaffirming its position that “U.S. Merchant Marine credentialed officers remain vital to ensuring the economic and national security of the United States,” and noting that the state maritime academies each year turn-out two-thirds of the officers for service in the merchant marine, the House Committee on Armed Services has called for the recapitalization of the state maritime academies’ training fleets. The committee said in a statement that a multi-mission national security ship “would maximize mariner training opportunities for cadets and midshipmen while providing a flexible platform suitable and available for national security, emergency or humanitarian response.”

The Armed Services Committee encouraged the Department of Transportation “to continue budgeting for the design and construc-tion of a National Security Multi-Mission Vessel in order to recapitalize the aging fleet of State Maritime Academy training vessels.” The House Transportation Appropriations Subcommittee approved $5 million for National Security Multi-Mission vessel design for state maritime academies. Securing these funds, which have been requested by President Obama in his FY’16 budget, was one of the top priorities presented to Congress by MM&P and other organizations that participated in the Maritime Industry Congressional Sail-In in March.


Maritime Day “Blessing of the Fleet” in ChicagoTwo MM&P members, Joseph O’Connor and Bob Lund, participated in the Maritime Day “Blessing of the Fleet” Ceremony in Chicago in May. Before his retirement, O’Connor sailed as a captain in the MM&P Offshore Group. Lund is a pilot who works aboard the Chicago Fire Department Fireboat Wheatley, which is crewed by members of the MM&P United Inland Group.

The ceremony was held at the foot of the International Ship Masters Association statue “Captain on the Helm” at Navy Pier. In attendance were representatives of ISMA, the Maritime Administration and the Coast Guard. After the blessing of the wreath, participants boarded the MV Shoreline to proceed out to the Basin of Lake Michigan to drop the wreath in honor of Fallen Seafarers.

After the ceremony, the Wheatley, which is crewed by members of the MM&P United

Inland Group, gave the fireboat salute.

ISMA members and Chaplin Father David Dillon. MM&P members Bob Lund (far left) and Joe O’Connor (fourth from left) at the “Blessing of the Fleet” in Chicago on Maritime Day.

ITF Urges Australian Senate Inquiry Into FOC ShippingThe International Transport Workers’ Federation (ITF) is push-ing for an Australian senate inquiry into flag-of-convenience (FOC) shipping following the release of a report on the suspi-cious deaths of three crewmembers aboard a Panama-flag coal carrier, the MV Sage Sagittarius, in 2012.

At the same time, the ITF has condemned the conservative Australian government’s moves to deregulate the national shipping industry and allow FOC ships greater inroads into the domestic market. The ITF warns that undermining the cabotage rules would weaken labor and safety standards and regulation and threaten thousands of domestic jobs in Australia’s maritime industry.

The MV Sage Sagittarius case “highlights the high cost of cheap shipping,” says ITF Australia National Coordinator Dean Summers. Three people aboard the FOC vessel died in quick succession: two Filipino nationals—the chief cook and the chief

engineer—and a Japanese superintendent who had been sent by the company to investigate the deaths of the other two men. An investigation revealed that guns were being sold on board the ship and that crewmembers were regularly assaulted and threatened. The coroner concluded that the three dead men had likely been murdered.

“We need a senate inquiry to investigate the dangers of flag-of-convenience shipping, which poses a real and serious threat to Australia’s national security, environment and fuel security, as well to the lives and welfare of international seafarers,” Summers said.

“The proposed changes in Australia’s cabotage law would lead to domestic job losses and a reduction of standards and conditions for all workers in shipping and aviation,” says ITF President Paddy Crumlin.



San Pedro Maritime Day

Department of Justice Clears Pasha Group’s Acquisition of Horizon Lines Vessels

The Maritime Day Commemoration at the Merchant Marine Memorial in San Pedro, Calif., was attended by 150 people, including member of Congress Janice Hahn. (Above) MM&P Pacific Ports Vice President Dave Boatner with John Pitts and Manny Aschemeyer.

Jerry Aspland and John Pitts.

The Merchant Marine Memorial with the Veterans of Foreign Wars in the foreground. The inscription on the memorial reads: “The U.S. Merchant Marine has faithfully served our country in times of war and peace, hauling life and cargo to every corner of the world.”

The Department of Justice (DOJ) has approved the bid by The Pasha Group to acquire Horizon Lines’ Hawaii business operations, including four Jones Act container ships. The Pasha Group has said it plans to close the deal by the end of the second quarter of this year. The acquisition includes Sunrise Operations, which operates the container ships and associated Horizon Lines facilities and employees in Hawaii, as well as trucking and logistics affiliates.

As stated in a press release issued by Pasha, the company will work with Crowley Maritime to operate the ships engaged in the Hawaii service. MM&P licensed deck officers will continue to serve aboard the vessels, which will be crewed by Crowley subsidiary Marine Transport Management Inc. The Horizon vessels engaged in the Alaska service have been acquired by Matson Navigation Inc. and will also continue to operate with the full complement of MM&P licensed deck officers.


MSC Commander Hails America’s Mariners in New York Marine Society SpeechAmerica’s mariners “have answered our nation’s call time and time again,” said Rear Adm. Thomas K. Shannon, commander of Military Sealift Command, in an April 13 speech to the New York Marine Society. “America does not go to war without MARAD, MSC and our commercial industry partners,” he added. Shannon made the remarks during the society’s annual awards dinner, at which he was the honoree. “This is probably the greatest honor I have been afforded in my Navy career,” he said.

Shannon took the opportunity to underline the Navy’s support for the programs and policies that serve to maintain the American Merchant Marine. “I want to make this perfectly clear,” he said. “The U.S. Navy supports the Jones Act and full funding–even more funding–for the Maritime Security Program.”

The event was attended by numerous MM&P members and officials, including President Don Marcus, Secretary-Treasurer Steve Werse, Atlantic Ports Vice President Don Josberger and National Director of Collective Bargaining J. Lars Turner.

MSC “is now the largest employer of mariners” in the United States, Shannon said. He said he wished that the situation were other-wise, and that there were more U.S.-flag shipping companies operating to carry our nation’s cargo and employ American mariners. He gave a shout out to Civil Service mariners aboard all the MSC ships, with special mention to those aboard USNS hospital ships Comfort and Mercy, and JHSV Spearhead. “It’s our mariners who are doing this work: it’s on their backs,” he said.

MM&P members and friends at the New York Marine Society dinner. (Left to right) Sean Fitzgerald, Dot Darley, Steve Werse, Ryan Zwick, Mike Kmetz, former MM&P Atlantic Ports Vice President Bob Darley, John Etheridge, Lars Turner, Mike Parr, Howard Wyche, Ted Bernhard, Megan White and Franziska Bernhard.

Patriot Contract Vessel Training Notice Priority Enrollment Groups for MITAGS CoursesThe Military Sealift Command (MSC) vessels operated by Patriot Contract Services (PCS) have extensive MSC-mandated original and refresher training requirements (in addition to PCS company and STCW requirements). To ensure a pool of qualified officers, MITAGS has established the following priority for the MITAGS MSC courses: • Management-level officers who are permanent employees or so designated by PCS; • Operational officers who have previously sailed for PCS and have been asked to return or who have been so designated by PCS; • Officers who have not worked for PCS but who have submitted the necessary paperwork to MM&P Government Crewing

Coordinator Robert Chiesa in order to be considered for employment on the MSC contract vessels; • Officers who have an interest in taking some or all of the MSC courses.

MM&P members in the third or fourth tier of priority will be enrolled as “standby” students until approximately two weeks prior to the start of the course. If space is still available, they will be enrolled in the course so that they will still have time to make the 14-day advance fare plane reservations.



New NOAA Survey Vessel Critical to Agency’s Mission, MM&P Says MM&P has expressed full support for a budget plan that would add a highly sophisticated new survey vessel to the National Oceanic and Atmospheric Administration (NOAA) fleet.

“A new generation of NOAA survey vessels is greatly needed and would evidence the United States’ continued commitment as a true maritime nation,” said MM&P Federal Employees Membership Group Vice President Randall Rockwood. MM&P masters and mates sail aboard NOAA ships.

NOAA’s fleet of ships and aircraft is managed by the NOAA Office of Marine and Aviation Operations (OMAO), which is made up of civilians, mariners and officers of the NOAA Commissioned Officer Corps, one of the seven uniformed U.S. services. OMAO civilian employees and NOAA Corps officers operate and manage the agency’s active fleet of 16 research and survey ships and nine specialized aircraft. Together OMAO and the NOAA Corps support nearly all of NOAA’s missions.

The Administration has requested $147 million for the construction of a new Ocean Survey Vessel (OSV) to sustain fleet capacity and expertise. Without an investment, the NOAA fleet will decline by 50 percent from 16 to eight active ships between FY 2016 and FY 2028.

The OSV would be capable of integrated oceanographic research in coastal and deep ocean areas. It would be a multi-use platform with the capacity to conduct a range of surveys. The vessel would have a more extensive array of functions and capabilities than other ships in the NOAA fleet. Besides mapping the ocean floor to update nautical charts, it could also operate in areas that include: ecosystem-based management in support of the National Marine Fisheries Service; oceanographic and climate research; and servicing weather and climate buoys.

Snapshots From USNS SislerJames Mixon, chief mate aboard the Patriot Contract Services-operated LMSR USNS Sisler, shared photos from a recent voyage. The ship is shown supervising the successful recovery of Diego Garcia’s Port Ops #01 vessel after it submerged on the morning of March 2 while emplacing the oil boom for bunker operations. “After divers secured and stabilized it alongside the bunker barge, the vessel’s main cranes were used to lift it out of the water and onto a trailer within a landing craft for return ashore,” Mixon says.

Captain Robert Reish, master of USNS Sisler.Recovery of the port operations vessel.


Seafarers International House Honors ILA’s Stephen Knott and TOTE’s Anthony ChiarelloSeafarers International House (SIH) and the maritime community on April 20 recognized the achievements of two maritime industry VIPs in the area of seafarers’ welfare: International Longshoremen’s Association (ILA) General Vice President Stephen Knott and TOTE Inc. President and Chief Executive Officer Anthony Chiarello. The two were honored for their extensive work revitalizing the Port of New York/New Jersey and for their support of the world’s maritime industry workers.

Chiarello told Knott that his father had been a member of ILA Local 1814 and that his family had always had a tremendous amount of respect for the longshoremen’s union. He told the audience that the success of the maritime industry rests on the shoulders of all its participants. “As a manager you won’t last long in the industry” if you feel your opinion counts more than those of your employees, he said. He attributed a major part of the continuing competitive success of the Port of New York and New Jersey to the leadership of Stephen Knott and the ILA and their well-qualified and dedicated membership.

During the event, SIH Executive Director Marsh Luther Dredge thanked MM&P members, who were represented by President Don Marcus, Secretary-Treasurer Steve Werse and other union officials and staffers, for their support. “I want to thank Don Marcus and his team for their involvement in seafarers’ welfare,” he said. Thanks to contributions from MM&P and the Seafarers’ International Union, he said, SIH was able last year to give $500 checks to more than 750 needy mariners.

MM&P members, friends and officials attended the Seafarers and International House event honoring ILA General Vice President Stephen Knott. (Above) Margaret Ward, Mike Murray and Gwen Marcus.

Steve Werse with Jack Craft, director of labor relations at Crowley Maritime.

(Front row) Mike McCormick, Margaret Ward, Lars Turner and Mike Riordan. (Back row) Steve Werse, Don Josberger, Ron Tucker and Roger Lash.



MM&P Officials at “Military to Maritime” Roundtable

Congressman Lee Zeldin with MM&P Atlantic Ports Vice President Don Josberger and Atlantic Maritime Group Vice President Ron Tucker at the “Military to Maritime” Roundtable in New York. The aim of the program is to help qualified veterans move into careers in the maritime industry.

MM&P officials joined other union and government representatives recently at an event aimed at facilitating the transition by qualified veterans to careers in the maritime industry. Congressman Lee Zeldin (R-N.Y.) attended the roundtable discussion held to move the program forward. Zeldin, who represents New York’s 1st Congressional District (Suffolk County), is a freshman member of Congress who serves on several key commit-tees related to our industry, including the Transportation and Infrastructure Subcommittee on Coast Guard and Maritime Transportation.

Unions Speak Out Against Bill That Would Broaden Politicians’ Power to Intervene in Port Labor DisputesA bill introduced in Congress in June would authorize state governors to trigger federal “back-to-work” injunctions in port labor disputes and give the president power to intervene to halt work slowdowns.

Specifically, the bill would expand the Taft-Hartley Act to cover slowdowns. It would also allow a governor to direct the state attorney general to seek a federal court injunction against slowdowns, strikes or lockouts.

The bill was introduced by Republican Sens. Cory Gardner (Colo.) and Lamar Alexander (Tenn.). International Longshore and Warehouse Union (ILWU) spokesperson Craig Merrilees called it “an extreme piece of anti-worker legislation.”

“Sen. Gardner’s bill is a blatant overreach by corporate interests whose sole objective is to eviscerate the collective bargaining rights of port employees,” said Edward Wytkind, president of the Transportation Trades Department, AFL-CIO (TTD). Wytkind said the legislation, if passed, would have “a severe chilling effect on labor-management relations in our nation’s ports by tilting the playing field in management’s favor.”

“By vesting governors with unique powers previously reserved for the President, Sen. Gardner’s proposal would pervert the collective bargaining process by subjecting it to potentially sinister political motives that have no place in labor-management negotiations,” Wytkind said. He added that the

bill’s language is so broad “that it could easily allow corporate interests to use the pretense of port disputes as an excuse to exact political retribution on opponents.”

The Taft Hartley Act, which passed in 1947 over the veto of President Harry S. Truman, gave the White House authority to end strikes in cases in which it could be claimed that national health or safety were at risk.

“Sen. Gardner’s proposal would pervert

the collective bargaining process by

subjecting it to potentially sinister

political motives that have no place in

labor-management negotiations.”— TTD President Ed Wytkind


U.S.-Flag Fleet Gives Highest Honor to Congressman John GaramendiRepresentatives of the U.S.-flag maritime industry gathered this spring to bestow the industry’s highest honor, the Salute to Congress Award, on Congressman John Garamendi, a staunch advocate for America’s mariners. Garamendi, a Democrat who represents California’s 3rd Congressional District, seized the occasion to advocate for programs, existing and potential, that could halt the decline in the size of the U.S.-flag fleet, a decline he said is putting our country at serious risk.

“We are now in the process of an energy revolution,” Garamendi said of current attempts to lift the export ban on American crude oil, which could be accompanied by action on liquefied natu-ral gas (LNG). “If we are going to ship out crude, it’s going to be on American ships crewed by American mariners.”

The congressman, ranking member of the House Subcommittee on Coast Guard and Maritime Transportation, said current attempts in Congress to carve the American Merchant Marine out of food aid programs by substituting food deliveries with cash vouchers put both the U.S.-flag fleet and starving people around the world who benefit from food aid at serious risk.

Garamendi and his wife started their married life as Peace Corps volunteers teaching and doing community develop-ment work in Ethiopia. His wife has served as assistant director of the Peace Corps and as a deputy administrator at the United States Department of Agriculture’s Foreign Agricultural Service.

“My wife and I have been in the famine camps,” he said. “We know that in these camps, chaos reigns… If you bring cash into chaos, you cannot guarantee that it will be turned into food.”

Garamendi called the Jones Act “absolutely essential for our nation and all who are involved in the ocean.” In the course of his speech, he mentioned the Masters, Mates & Pilots as an example of a group that symbolizes the endeavor and commitment of U.S.-flag industry professionals nationwide.

He called on everyone who works in the U.S.-flag maritime industry to work together “to write the 16 lines of law” that will ensure LNG exports are carried on U.S.-flag ships “and put it on the President’s desk to sign.”

Garamendi received a standing ovation from the crowd, who joined him in calls for “CARGO, CARGO” for American mariners and ships.

Saltchuk President Tim Engle, Congressman Derek Kilmer, MM&P United Inland Group Vice President Mike Murray, MM&P Atlantic Ports Vice President Don Josberger, Crowley Vice President Art Mead and TOTE Senior Vice President Mike Holt.

MM&P Regional Representative Tim Saffle, Congressman Derek Kilmer, MM&P United Inland Group Vice President Mike Murray, MM&P President Don Marcus, MM&P Secretary-Treasurer Steve Werse and Congressman John Garamendi.



West Coast Longshore Workers Approve New ContractWest Coast longshore workers have overwhelmingly voted to ratify a tentative contract agreement reached in February with employ-ers represented by the Pacific Maritime Association (PMA).

Members of the International Longshore and Warehouse Union (ILWU) voted 82 percent in favor of approving the new five-year agreement that will expire on July 1, 2019. The previous contract was ratified in 2008 with a vote of 75 percent in favor. Voting results were certified by the ILWU’s Coast Balloting Committee, which was chosen by Coast Longshore Caucus delegates elected from each of the 29 West Coast ports.

“The negotiations for this contract were some of the longest and most difficult in our recent history,” said ILWU International President Robert McEllrath. “Membership unity and hard work by the Negotiating Committee made this fair outcome possible.”

A spokesperson for the union said the new agreement maintains excellent health benefits, improves wages, pensions and job safety protections, limits outsourcing of jobs and provides an improved system for resolving job disputes.

Flag-of-Convenience Airline “Putting Lipstick on a Pig,” Says AFL-CIO Transportation Trades DepartmentNorwegian Air International (NAI), a contractor-operated cut-rate airline that plans to register in Ireland to circumvent European and U.S. labor laws, is now promising the U.S. Department of Transportation (DOT) that it will hire only European and U.S. pilots for its transatlantic flights. NAI plans to hire the rest of its flight and cabin crews as third-party contractors through a Singaporean employ-ment agency based in Bangkok, Thailand.

NAI, a subsidiary of Norwegian Air Shuttle, has tried time and time again to gain access to the U.S. market while skirting First World labor standards. In its latest attempt, the airline has “promised” DOT that it will hire only European and U.S. pilots for its transatlantic flights. NAI further states that these workers, who will be employed under individual contracts, “will have a chance” for full employment at Norwegian 24 to 36 months down the road.

“As if the DOT, members of Congress, American air carriers and airline employees would be fooled by such smoke and mirrors,” says TTD President Ed Wytkind. “NAI’s ‘promises’ are unenforceable and do absolutely nothing to address the foundational problems with the company’s proposed flag-of-convenience business model. As the old saying goes, you can put lipstick on a pig...”

TTD member unions and the European Cockpit Association (ECA) are calling on DOT to deny the company a foreign air carrier permit. “We will continue to fight for the strong enforcement of our aviation trade agreements to ensure that U.S. airlines and airline workers are competing on a level playing field,” Wytkind says. MM&P is one of 32 U.S. transport unions that belong to TTD.

Members of MM&P Federal Employees Membership Group to Crew USNS PullerGeneral Dynamics NASSCO has delivered the USNS Lewis B. Puller, the third ship in the U.S. Navy’s Mobile Landing Platform program and the first to be configured as Afloat Forward Staging Base. The vessel, which will be crewed by licensed deck officers represented by the MM&P Federal Employees Membership Group (FEMG), was delivered to the Navy in San Diego during a ceremony held at the NASSCO shipyard.

The Mobile Landing Platform (MLP) AFSB variant is optimized to support a variety of maritime-based missions and further strengthens the Navy’s new sea-basing capabilities, with an added flight deck, berthing, fuel storage, equipment storage, and repair spaces. The ship is named in honor of the late U.S. Marine Corps Lieutenant General Lewis “Chesty” Puller, the most decorated Marine and the only one to be awarded five Navy Crosses. Construction of the USNS Lewis B. Puller began in 2013. USNS Lewis B. Puller is crewed by licensed deck officers who are represented

by MM&P.


Defense Bill Creates Path from Navy and Coast Guard to Maritime JobsThe House-passed National Defense Authorization Act creates a simpler path from a career in the Navy or Coast Guard to a career in the commercial maritime industry. Rep. Mark Takai (D-Hawaii) proposed the amendment, which would help those who had served primarily as mariners take their skills to private industry.

In recent years, there have been parallel efforts to help, for example, military medics become EMTs, or military vehicle drivers obtain a commercial driver’s license, without having to start at the beginning of the training and certification process. Takai’s amendment would apply the same principle to the maritime industry.

The amendment states that “to the greatest extent prac-ticable… members of the armed forces whose duties are primarily as a mariner receive training opportunities necessary to meet the requirements for licenses, certificates of registry, and merchant mariners’ documents.” For those in shipboard

engineering positions, the Navy and Coast Guard would create a “designated path to meet the requirements for such licenses, documents, and endorsement commensurate with their positional responsibilities.”

A member of Takai’s staff said the Navy and Coast Guard would be responsible for developing a plan to streamline their training with commercial licensing requirements to ensure men and women leaving the two services have a clear and simple path to a job in commercial shipping. The amendment received bipartisan support from House Armed Services Committee leadership as well as from the transportation and homeland security committees and from a variety of industry organiza-tions and unions, the staffer said.

The measure was included in the final version of the bill the House passed on May 15 and would be signed into law if the Senate agreed to it. Takai has said it would be, “a boon to both veterans and businesses.”

Maritime Officers’ Unions Honored at SUNY Maritime The three leaders of the maritime officers’ unions received awards at the 2015 SUNY Maritime Admiral’s Scholarship Dinner. The dinner is the primary fundraiser for students who have demonstrated exemplary character and achievement in their coursework, extracurricular activities and personal endeavors. Each year, it funds several hundred scholarships.

This year’s awardees were MM&P President Don Marcus, MEBA President Marshall Ainley and AMO President Paul Doell. Maritime Administrator Chip Jaenichen was also honored at the event. “Each of the honorees, and the organizations they represent, has been extremely supportive of the mission of the college and has gone above and beyond in support of our students and graduates,” said SUNY President Rear Adm. Michael Alfultis. “We would not be as successful in what we do without their continued dedication to the maritime industry.”

Master of Ceremonies Tim Ferrie, a ’78 SUNY Maritime graduate and the East Coast representative of MM&P’s Pilot Membership Group.


This year’s awardees were (left to right) MEBA President Marshall Ainley, MM&P President Don Marcus and (far right) AMO President Paul Doell. They are shown here with Maritime Administrator Chip Jaenichen and SUNY President Rear Adm. Michael Alfultis.


Where were you born and where did you grow up?

I was born in Krakow, the second largest city in Poland. It’s located on the Vistula, the longest and largest river in Poland. I grew up in Queens, New York, and in 2008, I moved to New Jersey.

What led to your interest in maritime?

SUNY Maritime was the only one of the colleges that I applied to where I could live on campus. I knew nothing about boats. I pretty much walked in blind.

At SUNY Maritime I was a division officer in charge of 100 cadets, including sophomores, juniors and seniors. I made sure that all duties were performed on time and in the order that the chief mate had requested. I ensured the cadets in the division arrived on time to formations and I oversaw the proper appearance of the division. I worked aboard the training ship during two summer sea terms, standing watch and performing clerical duties. While the TS Empire State was in Poland, I served as Polish transla-tor to the captain.

Describe your job.

I sail as first officer with Statue Cruises, based in New Jersey. It’s not a 9-5 office job by any means. You’re outside all day, and you meet people from

all over the world. You’re not sitting in an office doing paperwork.As first officer I ensure that on-board functions are performed safely by the crew and that the passenger environ-

ment is as pleasant as possible. The first officer is at the gangway while the boat is being loaded and unloaded to ensure passenger safety. Underway, the first officer is in the pilot house with the captain, serving as a second set of eyes. If there’s an incident on the boat, the first officer handles it. He or she operates as the point of contact between deckhands and the captain. First officers are trained to steer and dock the boats in case something happens to the captain. I also train the deckhands in good seamanship. All first officers have engine room knowledge and can interact with U.S. Coast Guard inspectors if the need arises.

Before I became a first officer, I worked at Statue Cruises as a deckhand. Before that, I worked as a senior deck-hand and a deckhand at New York Water Taxi in Brooklyn. I got my captain’s license while I worked at New York Water Taxi but I left before I could become a captain there.

As a cadet observer, I had two different jobs. I worked at K-Sea Transportation in Staten Island aboard the Tug Viking and at Crowley Maritime in Jacksonville, Fla., aboard the Tug Pilot. I also worked three years part-time for a company called American Princess that did tours around New York Harbor and beach runs from Manhattan to New Jersey. Last winter, I had a part-time job with a private ferry company, Seastreak. They offer commuter service in New York, New Jersey and New England.

What do you do in your free time?

When I was a child, I used to like horseback riding with my sister. I still like to ride, but we don’t get opportunities to do it together now because my sister and I don’t live near each other: she’s in Connecticut and I’m in New Jersey. Now I like to relax by going to the beach or to the spa. And of course, I enjoy shopping: there’s always a bargain out there

Interview With Paulina Czernek, First Officer, Statue Cruises

Paulina Czernek began sailing for Statue Cruises in 2007. She is a member of MM&P’s new Atlantic Maritime Group, formerly ILA Local 333.


NEWS FROM HEADQUARTERS

This article is an excerpt from a presentation made at the annual general meeting of the Council of American Master Mariners (CAMM) in New Orleans in March 2015.

T oday’s industry is very different from the one I entered years ago, and it is still changing at an accelerating rate. The drivers of change are economics, technology and regula-

tions, and they are all interrelated. I have been involved in the regulatory side of the industry

at the International Maritime Organization (IMO) since the 1970s: first as legal advisor and IMO representative for the International Maritime Pilots Association and now as the MM&P representative to the International Transport Workers’ Federation (ITF) delegation to the IMO.

When many of us started in the industry it was dominated by national flag carriers. Ships were owned, registered, crewed and managed by companies located in the flag state and regulated under the flag state’s national laws. With the rise of the flag of convenience (FOC) system which now dominates international shipping, the link between flag state regulation and the opera-tion of ships was eradicated. The result is an unregulated indus-try in which competitive pressure drives standards downward and substandard ships place the public, the environment and the industry itself at risk.

In response to the situation, the United Nations stepped in, authorizing a UN organization, the IMO, to undertake greater regulation of international shipping. The result has been a shift from national regulation to international regulation of ships in the international trades. For U.S.-flagged ships, this means that the U.S. Coast Guard no longer has primary responsibility for determining standards for ships in the international trades. The Coast Guard’s role now is to conform U.S. law to the provisions of international regulations promulgated at the IMO. To protect our interests as mariners, it is essential that we be involved in the regulatory process in London. Once regulations have been

adopted and incorporated into international treaties or conven-tions, it is too late to influence their effect on the industry through the Coast Guard in Washington.

The IMO has 170 member states and 63 non-governmental organizations (NGOs) in consultative status, meaning that they have a voice but not a vote. The IMO is a deliberative body, but it is also a political body concerned with the economic interests of its members and NGOs. As an example, the European Union (EU) has 27 members which, under EU rules, must support the EU positions on international issues. The EU caucus on maritime issues is dominated by ship owners from Denmark, Norway, Sweden, Germany and the Netherlands, giving them 27 block votes. When you add to that number the votes of 30 FOC member states and the 14 NGO trade associations that represent ship owners, it’s clear that it is an uphill battle to protect seafarers’ interests if there is an economic cost involved.

Seafarers’ interests are represented only by three non-governmental organizations: the International Transport Workers’ Federation (ITF), the International Federation of Ship Masters’ Associations (IFSMA) and the International Maritime Pilots Association (IMPA). The ITF is a federation of 700 unions in 150 countries with a combined membership of 4.5 million transport workers in aviation, rail, road transport and maritime. Maritime transport—seafarers and dockers—are by far the most important sector within the ITF.

The ITF and the IFSMA work in close cooperation and frequently co-sponsor position papers to the IMO on issues of importance to seafarers. The ITF’s policy at IMO and other international forums is determined by its maritime safety com-mittee and steering group. The committee and steering group are chaired by Mike Murphy, vice president of the American Maritime Officers (AMO). I work with Mike as a member of the steering group. Among the items we monitor and partici-pate in debate about during IMO sessions are: • Fatigue, workload and manning • E-navigation • Cruise ship safety • Training and watchkeeping standards • Medical and eyesight standards • The Polar Code • Low-flash-point fuel systems and training • Criminalizaton of seafarers • Maritime security.

I will limit this discussion to fatigue and manning issues, which serve to illustrate how the regulatory process works at the IMO.

Workload and fatigue have always been a source of accidents and a concern of regulators in the maritime transportation sys-tem, which as we all know operates 24/7. Fatigue and manning are interrelated. Until recently, setting manning levels has been left to the individual flag states. FOC flag states, which operate

International Regulation of the Maritime Industry

Photo Davyne Bradley, CAMM

MM&P Pilots Group Vice President George Quick spoke at the CAMM meeting about the intricacies of the regulatory process and the activities of the International Maritime Organization (IMO). Following years of studies, negotiations and deliberation, minimum manning levels, a topic first broached by the IMO in 2004, now await regulatory action by the U.S. Coast Guard.


as business ventures, set unrealistically low manning levels so as to gain a competitive advantage in attracting ship owners to their registers.

In response to the alarming frequency at which under-manned ships were crashing on the British coast, in 2004 the United Kingdom Marine Accident Investigation Board under-took a study of the effect of workload and fatigue. The conclu-sion was that flag states were placing the public and the environ-ment of port and coastal states at risk because of undermanned ships that too often were involved in casualties as a result of watch officers incapacitated by fatigue. A study conducted at the same time by the Swedish Maritime Administration came to the same conclusion.

As the consequences of undermanned ships fell on port and coastal states rather than on the flag states responsible for manning, the United Kingdom—supported by the EU member states—submitted a paper (MSC 81/23/3) in 2005 to place a review of the principles for establishing the safe manning of ships on the IMO work program. In 2006, the United Kingdom submitted a paper (STW 38/13/7) to IMO with specific proposals addressing the correlation between fatigue and manning levels and expanding the number of operating factors that should be considered in determining safe manning levels. This paper was strongly opposed by the ship owners’ interests and the EU. The EU took the positon that manning levels were an international policy issue that came under the umbrella of EU jurisdiction, not under the jurisdiction of individual EU member states. The United Kingdom was forced to withdraw its position in the face of potential sanctions from the EU in Brussels.

The ship owners argued that the industry was so diverse, and characterized by such a wide range of operating conditions, that it was impossible to set specific manning levels based on a regulatory formula. But the door had been opened and the IMO

requested that, at future sessions, member states and NGOs propose processes and methodologies for determining manning levels.

The next year, 2007, the ITF—supported by IFSMA—submit-ted a paper (STW 39/8/1) to IMO proposing a Safe Manning Code modeled on the ISM format that adapts the safe manning document (SMD) to the operating environment of the ship. The Safe Manning Code would use the same concept, with ship own-ers preparing a manning management plan containing detailed instructions and guidance on how the ship should be operated in the specific trade in which it was engaged, taking into account the factors affecting workload, such as watch standing arrange-ments, frequency of port calls, degree of automation, equipment maintenance and repair, loading and care of cargo, administra-tion and regulatory compliance and degree of shore-based support. The plan’s level of detail was such that the anticipated workload and work pattern of each crew member could be estimated.

A workload evaluation would then be required to assess the anticipated workload of each crew member based on the human factors tools used to predict fatigue. To provide transparency, the manning management plan and the workload evaluation would be incorporated into a manning management manual to be carried aboard ship and made available to crew members and port state control officers. Transparency was needed to permit port state control officers to verify whether the ship was actually operating in accordance with the terms and conditions under which the safe manning document had been issued by the flag state.

As expected, the proposal was strongly opposed by groups representing the interests of ship owners who said that its mandatory nature was too prescriptive and placed unreasonable burdens on ship owners. They also argued that if manning levels were to be brought under international regulation, it should happen within the context of the ISM Code. We did not have strong objections on this point, although we believed that the importance of the manning issue justified it being the subject of its own code. The ship owner opposition prevented us from gaining enough support to have the IMO adopt the safe man-ning code. But the story did not end here.

As a result of the debate over fatigue and manning, in 2008 the IMO established a correspondence group to review the principles for establishing safe manning levels. The work of the group and the debate at the IMO spanned several sessions over a three-year period. It eventually culminated in 2011 with the IMO adopting revised Principles of Minimum Safe Manning (A. 27/Res. 1047) with non-mandatory guidelines incorporating the concepts in the ITF and IFSMA Safe Manning Code. The principles provide a task analysis of the operating factors and functions needed to operate a specific ship in a particular trade with a workload assessment to match the manning levels to the operating conditions. The guidelines also include a framework, or methodology, for conducting the task analysis and workload

“To protect our interests as mariners,

it is essential that we be involved in

the regulatory process in London: once

regulations have been adopted and

incorporated into international treaties or

conventions, it is too late to influence their

effect on the industry through the Coast

Guard in Washington.”

— MM&P Pilots Group Vice President George Quick

NEWS BRIEFS


NEWS FROM HEADQUARTERSassessment. The ITF and the IFSMA had achieved their goals in principle, but as guidelines rather than as mandatory requirements.

To give greater force to the guidelines, in 2011 the IMO also amended the SOLAS Convention, Chapter V/14, Ship’s Manning, (MSC 90/3), to provide that flag states shall establish appropriate minimum safe manning levels following a trans-parent procedure, taking into account the relevant guidance of IMO. While technically not mandatory, flag states and com-panies are now accountable for implementing the guidelines in a transparent way and to either comply or to account for non-compliance with justifiable reasons. This regulation had an effective date of Jan. 1, 2014.

In 2013, the IMO also amended the ISM Code (MSC 92/3) to require companies to man ships at levels that encompass all aspects of maintaining safe operations. The effect is a standard that now requires operational manning rather than minimum safe manning. This ISM requirement had an effective date of Jan. 1, 2015.

We have achieved all that can reasonably be expected from the IMO in the area of international regulation of manning levels. Now the focus shifts to the implementation of those regulations.

International public law is “soft law” in that it has few mechanisms of enforcement. It creates contractual obligations between nations to conform their national laws to the provi-sions in international agreements. It does not create private rights that can be enforced in national courts. The most effective enforcement is through port state control monitoring and inspections. But port state control officers are not permit-ted to look behind the certificates issued by sovereign flag states unless there are clear reasons to suspect that the ship is not operating in accordance with its certificates. The key to implementation and enforcement lies in having a transpar-ent methodology to establish manning levels, along with the requirement that documentation of that methodology and the factors taken into account be carried aboard ship for port state control monitoring and enforcement.

Too often compromises are made that result in ambiguous or imprecise language in order to reach consensus on international agreements at IMO. Each flag state then interprets and imple-ments international regulations in its own way, which often results in a lack of international uniformity in implementing regulations. At the ITF Congress in Bulgaria last August, the ITF adopted a resolution urging its affiliates to insist that national regulatory authorities fully implement the new IMO provisions on shipboard manning levels and that documenta-tion be carried on board indicating in a transparent manner the operating conditions or limitations taken into account in establishing manning levels. The resolution also stipulated that the ITF Secretariat should initiate a campaign to ensure that ship owners and flag state administrations responsible for establishing manning levels adhere to the new IMO require-ments in the context of an open and transparent process.

In keeping with that resolution, the three U.S. officers’ unions—MM&P, MEBA and AMO—jointly sent a letter to the Coast Guard on Jan. 22, calling the agency’s attention to the fact that new IMO regulations changing the methodology for establishing manning levels had gone into effect and asking for a meeting to discuss steps needed to conform U.S. regulations to the new IMO requirements. As yet, we have had no official response from the Coast Guard. But informal discussions with USCG staff indicate they are considering what needs to be done and drafting a response.

Implementing the new manning level requirements is still very much a work in progress. There are continuing efforts to shift the focus from manning levels—which have an economic impact—to management and training. While management and training may have a role to play, the fact is that in many cases there are not enough human resources on board a ship to oper-ate it without crewmembers experiencing fatigue. No amount of training can overcome fatigue and its consequences when the hours of work are excessive. What’s more, putting a primary focus on training and management as a solution to fatigue shifts the responsibility for the consequences of fatigue to the master and or to the individual seafarer. If there is a violation of the work/rest hour rules or a fatigue-related accident, it is construed as a failure by the master to effectively manage workload.

The ITF and IFSMA strategy on fatigue and manning has been to take a two-pronged approach. The top-down approach is to establish appropriate manning levels through international regulation. The bottom-up approach is to regulate and enforce the hours of work and rest through international regulations in the STCW Code. We have been successful in bringing about regulatory changes in both areas, but they have not been in effect long enough to see a substantial change in manning aboard ships. It is a very slow process. As you can see, the impact on the industry of what started as a 2004 United Kingdom IMO position paper is still evolving.

While technically not mandatory, flag states

and companies are now accountable for

implementing the guidelines in a transparent

way and to either comply or to account for

non-compliance with justifiable reasons.


NEWS BRIEFS NEWS FROM MITAGS

Joe Balafas Joe graduated from Kings Point in 2004 and became a member of the MM&P Federal Employees Membership Group in 2015. He resides in Walterboro, S.C., and has two children, Carl and Demetre. In his spare time, Joe enjoys fishing and relaxing with family. Joe thanks the instructors and appreci-ates the atmosphere MITAGS provides.

Congratulations Recent Graduates!MITAGS congratulates recent graduates of the Chief Mate/Master Program

Breckenridge Crum Breckenridge joined MM&P in 2003 after graduating from Mass Maritime. Breck is single and hails from Higganum, Conn. In his free time, he enjoys friends, family and the beach.

James “Jay” Pearson Jay joined MM&P in 2007. He and his wife Rebekah live in Homer, Alaska, with their children Hazel, 8, and Berend, 6. Jay enjoys the outdoors, particularly beach time, camping, hiking and fishing. He thanks MITAGS for its support and professionalism.

Don StewartA graduate of California Maritime, Don joined MM&P in 1999. He lives in Ketchikan, Alaska, with his wife Valoree and daughter Emma. Don sends his thanks to the MITAGS instructors as well as the administrative staff.

Conor SullivanConor joined MM&P after graduating from SUNY Maritime in 2007. He resides in Woodmere, N.Y., with his wife, Jill. Conor likes to spend his free time surfing, fishing and sailing. He sends his thanks to MM&P and MITAGS staff and faculty. He also thanks the Sullivan and Barry families for their support. Conor is currently sailing as chief mate on the ro-ro Green Cove.

John Taylor John joined MM&P after graduating from California Maritime Academy in 2007. He lives in Vista, Calif., with his wife, Jennie, and his children Jaden, Baylee and Emma-Lee. He likes spending time at home with his family and especially enjoys attending his son’s baseball games. “Thank you to my amazing wife for being so supportive. I love you,” he says. He also extended his thanks to his parents and all the MITAGS staff.


Richard C. Burkle, shipping out of East Coast ports. He last sailed for Maritime Personnel & Provisions as second mate aboard the Washington Express.

Norbert Chaudhary, shipping out of West Coast ports. He last sailed for Horizon Lines as second mate aboard the Horizon Pacific.

James J. Kelleher Jr., shipping out of West Coast ports. He last sailed for Horizon Lines as master of the Horizon Reliance.

Robert C. McCarthy, shipping out of East Coast ports. He last sailed for Horizon Lines as chief mate aboard the Horizon Trader.

MM&P PENSIONERS Frederick J. Nicoll, shipping out of East Coast ports. He last sailed for Horizon Lines as master of the Horizon Trader.

John P. Regan Jr., shipping out of East Coast ports. He last sailed for Sealand Service as third mate aboard the San Pedro.

Mark Ruppert, shipping out of East Coast ports. He last sailed for Horizon Lines as master of the Horizon Discovery.

Ross E. Schramm, shipping out of East Coast ports. He last sailed for APL Maritime as second mate aboard the APL Coral.

Douglas V. Uhles, shipping out of Gulf ports. He last sailed for Maritime Overseas Corporation as chief mate aboard the Overseas Juneau in 1980.


Masters, Mates & Pilots PlansAdministrator’s Column

Patrick McCullough

Pension PlanAnnual Funding NoticeAs required by federal law, the Plan mailed, at the end of April 2015, the Annual Funding Notice for Plan Year Jan. 1, 2014 through Dec. 31, 2014 to: all participants and beneficiaries, participating employers and the International Organization of Masters, Mates & Pilots. The notice was also e-mailed to the Pension Benefit Guaranty Corporation (PBGC).

In the notice, the Plan is required to report how well funded it is on the basis of what is called “the funded percentage.” The percentage is calculated by dividing the Plan’s assets by its liabilities as of the Valuation Date for the Plan Year. The notice is required to include the Plan’s funded percentage for the Plan Year and for each of the two preceding Plan Years. The notice also includes the year-end Fair Market Value of Assets as of the last day of the Plan Year and each of the two preceding Plan Years.

The notice includes the total number of participants in the Plan and a breakdown of how many were active, retired or separated from service and receiving benefits, as well as how many participants were retired or separated from service and entitled to future benefits. The last chart on the notice shows how the Plan’s assets were allocated in accordance with the Plan’s investment policy. The chart shows allocations as percent-ages of total assets.

MM&P members can view a copy of the Annual Funding Notice in PDF format by going to www.bridgedeck.org and entering the Members Only pages. (You must have an account to log in.) Scroll down to “Documents,” click on this word, then click on “Pension Plan” and a screen titled “Information–MM&P Offshore Pension Plan” and then click on “Offshore Pension Plan Annual Funding Notice for the year 2014, mailed in April 2015.” Also posted for your reference are prior year notices.

Missing ParticipantsThe Plan has been trying to get in touch with the following participants, and they have not responded to the Plan.

Rosa Allen Doris Dickey Andrea Ducros Judith Fanning Daniel Flores Stanley Griffin James Jannetti Matthew McInerney Gerson Rose Grace Sasseville Elizabeth Schechter Joseph Souza Honna Sweet Harry Woodard

If you know where these individuals have moved, or if you have a phone number, please contact the Pension Plan benefit staff at the Plan Office at 410-850-8636.

Health & Benefit PlanEarnings Limitations for Pensioners and/or Dependents Under Age 65As a reminder, Pensioners and/or their Covered Dependents must notify the Plan if they reasonably expect that they will exceed the Earnings Limitations for the year. The Plan will offer the option of continuing their coverage under the Plan by offering Continuation of Group Health Coverage (COBRA).

Please note that the rules of the Plan state that these Pensioners/Dependents will also be presumed to exceed the Earnings Limitations for the following year unless they can demonstrate otherwise in writing. The Plan may request infor-mation such as copies of the Federal Income Tax Statement to verify that these Pensioners/Dependents have not exceeded the Earnings Limitations. If this information is not provided, the rules require the Plan to suspend benefits to these Pensioners/Dependents.


Important RemindersPlease contact an MM&P Health & Benefit Plan advisor if:

• your address has changed;

• you have been legally separated or divorced; or

• your spouse is working and is now covered by that employer’s health benefit program.

And please remember:

• once you retire and become eligible for Medicare Part B, you must submit a copy of your Medicare card to the Plan Office; and

• report any accidents aboard ship to the Plan Office.

Patient Protection and Affordable Care Act Cadillac Tax–Annual Update for 2015There has been a lot of information in the news lately concern-ing the so-called “Cadillac Tax” under the Patient Protection and Affordable Care Act (PPACA). Under the present law, this tax on high-cost insurance plans is scheduled to start in the 2018 tax year. As of this date, no final regulatory guidance has been issued regarding how the tax will be calculated.

Under one reasonable interpretation, for multi-employer plans like the MM&P Health & Benefit Plan, the tax would kick in when the cost of the Plan exceeds $27,500. In the future, this amount will be indexed to inflation.

The Plan’s consultants have reviewed the current costs of the Plan by MM&P Membership Group and, under the interpreta-tion described above, even with compounded cost increases of 8 percent per year, it is not expected that this tax will affect the benefits payable to Offshore participants. It may result in a modest tax with respect to the benefits available to the Pilot

and United Inland Groups in 2022 or 2025. However, please understand that the tax is only on the cost of the Plan above the appropriate threshold and is paid by the Plan and not by the Plan’s participants.

Please note that there are still about three years before the tax is scheduled to take effect.

Congress can make changes to the laws affecting this tax and there could be different rules than those described here.

We will keep the membership posted.

All MM&P PlansE-Mail Addresses for the Plan OfficeOver the past few months, we have had some members using the Plan Office’s old e-mail address. For your reference, below please find the e-mail addresses for the Plan. The general e-mail address for the MM&P Plan Office is:

[email protected].

In addition, please make a note of the following new addresses:

Patrick McCullough [email protected]

Ken Ryan, Director Pension [email protected] and IRAP

Ann Marie McCullough [email protected] of Claims

Paula Phillips [email protected]

Dave Romano [email protected] Accounting

Stacey Sullivan [email protected] Manager

Dale Clark [email protected] Manager EDP

Masters, Mates & Pilots Plans


Directory of MM&P OfficesInternational Headquarters

700 Maritime Blvd., Suite BLinthicum Heights, MD 21090-1953Phone: 410-850-8700 Fax: [email protected] www.bridgedeck.org

International Officers

Donald J. Marcus President410-850-8700 ext. [email protected]

Steven E. WerseSecretary-Treasurer410-850-8700 ext. [email protected]

Executive Offices

George Quick Vice President Pilot Membership [email protected] LuhtaChief of [email protected]

Frank Scopelliti International [email protected]

Diane Chatham Executive Administrator410-691-8131 [email protected]

J. Lars TurnerNational Director of Collective [email protected]

Roger LashInternational [email protected]

Communications

Lisa Rosenthal Communications [email protected]

Legal Department

Gabriel Terrasa International Counsel410-691-8148 [email protected]

LMSR Contact

Robert P. Chiesa Government Crewing Coordinator443-784-8788 [email protected]

Press Contact

Klaus Luhta Chief of Staff410-691-8139 [email protected]

MM&P Health & Benefit, Vacation, Pension, JEC

and IRA Plans

Patrick McCullough AdministratorMM&P Plans700 Maritime Blvd. — Suite ALinthicum Heights, MD 21090-1996Phone: 410-850-8500 Fax: 410-850-8655Toll-Free: [email protected]: Monday — Friday 8:30 AM — 4:30 PM ET

Atlantic Maritime Group

Ron TuckerVice President552 Bay StreetStaten Island, NY 10304Phone: 718-727-5628Fax: [email protected]

(for official mail)35 Journal Square, Suite 912Jersey City, NJ 07306-4103Fax: 201-963-5403

Mike RiordanRepresentativePhone: [email protected]

Paul RouraRepresentativePhone: [email protected]

Rich RussoCity RepresentativePhone: [email protected]

Federal Employees Membership Group

Randall H. RockwoodVice PresidentExecutive OfficeMM&P Headquarters700 Maritime Blvd., Suite BLinthicum, MD [email protected]

Randi Ciszewski RepresentativeExecutive OfficeMM&P Headquarters700 Maritime Blvd., Suite BLinthicum, MD 21090-1953Office: 732-527-0828 Cell: 202-679-7594 Fax: [email protected]

Randi Ciszewski U.S. Navy Civil Service Pilots RepresentativeExecutive OfficeMM&P Headquarters700 Maritime Blvd., Suite BLinthicum, MD 21090-1953Office: 732-527-0828 Cell: 202-679-7594 Fax: [email protected]

Offshore Membership Group

David H. BoatnerVice President-Pacific Ports

Wayne FarthingVice President-Gulf Ports

Don F. Josberger Vice President-Atlantic Ports

Boston

Ron ColpusThomas SullivanRepresentativesMarine Industrial Park12 Channel St., Suite 606-ABoston, MA 02210-2333Phone: 617-671-0769Fax: [email protected]

Charleston

1529 Sam Rittenberg Blvd. Suite 1B Charleston, SC 29407Phone: 843-766-3565 Fax: [email protected]

Honolulu

Randy Swindell Representative 521 Ala Moana Blvd., Ste 254 Honolulu, HI 96813Phone: 808-523-8183 Fax: [email protected]


Houston

Wayne Farthing Vice President-Gulf PortsNell Wilkerson Representative13850 Gulf Freeway, Suite 250Houston, TX 77034Phone: 281-464-9650Fax: [email protected] [email protected]

Los Angeles/Long Beach

David H. Boatner Vice President-PacificWendy Karnes Representative533 N. Marine Ave. Suite AWilmington, CA 90744-5527 Phone: 310-834-7201 Fax: [email protected]@bridgedeck.org

Miami/Port Everglades

Andrea Fortin Representative540 East McNab Rd., Suite BPompano Beach, FL 33060-9354Phone: 954-946-7883 Fax: [email protected]

New Orleans

Sue Bourcq Representative347 Girod St., Suite BMandeville LA 70448-5891Phone: 985-626-7133Fax: [email protected]

New York/New Jersey

Don F. Josberger Vice President-Atlantic35 Journal Square, Suite 912 Jersey City, NJ 07306-4103Phone: 201-963-1900 Fax: [email protected]@bridgedeck.org

Norfolk, Va.

Mark NemergutRepresentativeInterstate Corporate Center6325 North Center Dr. Ste 100Norfolk, VA 23502Phone: 757-489-7406 Fax: [email protected]

San Francisco

Jeremy HopeCoast AgentSandy Candau Representative548 Thomas L. Berkley Way Oakland, CA 94612Phone: 415-777-5074 Fax: [email protected]@bridgedeck.org

Seattle

Kathleen O. Moran Representative15208 52nd Ave. South Suite 100 Seattle, WA 98188Phone: 206-441-8700 Fax: [email protected]

Tampa

Laura Cenkovich Representative4333 S 50th St.Tampa, FL 33619Phone: 813-247-2164 Fax: 813-248-1592 Hours: 9:00 AM-2:00 PM [email protected]

Pilot Membership Group

George A. Quick Vice President3400 N. Furnace Rd. Jarrettsville, MD 21084Phone: 410-691-8144Fax: [email protected]

East Coast Regional Representative

Timothy J. Ferrie201 Edgewater St. Staten Island, NY 10305Phone: 718-448-3900 Fax: [email protected]

Gulf Coast Regional Representative

Richard D. Moore8150 S. Loop E. Houston, TX 77017Phone: [email protected]

West Coast Regional Representative

Kip CarlsonPier 9, East End San Francisco, CA 94111Phone: [email protected]

Alaska Marine Pilots

Rick EntenmannPresidentP.O. Box 920226 Dutch Harbor, AK 99692Phone: 907-581-1240 Fax: [email protected]

Aransas-Corpus Christi Pilots

John WilliamsP.O. Box 2767 Corpus Christi, TX 78403Phone: 361-884-5899Fax: 361-884-1659

Associated Branch Pilots

Mike Lorino Jr.3813 N.Causeway Blvd. Suite 100 Metairie, LA 70002Phone: 504-831-6615

Association of Maryland Pilots

Eric Nielsen President3720 Dillon St. Baltimore, MD 21224Phone: 410-276-1337 Fax: [email protected]

Biscayne Bay Pilots

Andrew D. MelickChairman2911 Port Blvd.Miami, FL 33132Phone: 305-374-2791 Fax: 305-374-2375

Boston Pilots

Martin McCabePresident256 Marginal Street, Bldg 11East Boston, MA 02128Phone: 617-569-4500Fax: 617-569-4502

Canaveral Pilots

Ben Borgie Doug BrownCo-ChairmenBox 816 Cape Canaveral, FL 32920Phone: [email protected]

Charleston Branch Pilots

Whit Smith6 Concord St.P.O. Box 179 Charleston, SC 29401Phone: 843-577-6695Fax: 843-577-0632


Columbia Bar Pilots

Gary Lewin100 16th St.Astoria, OR 97103-3634Phone: 503-325-2641

Columbia River Pilots

Paul AmosPresident13225 N. Lombard Portland, OR 97203Phone: 503-289-9922

Coos Bay Pilots

Charles L. Yates President686 North Front St.Coos Bay, OR 97420-2331Phone: 541-267-6555Fax: 541-267-5256

Crescent River Port Pilots

Allen J. “AJ” GibbsPresident8712 Highway 23 Belle Chasse, LA 70037Phone: 504-392-8001Fax: 504-392-5014

Galveston-Texas City Pilots

Christos A. SotirelisP.O. Box 16110Galveston, TX 77552Phone: 409-740-3347Fax: 409-740-3393

Hawaii Pilots Association

Tom Heberle PresidentPier 19-Honolulu Harbor P.O. Box 721Honolulu, HI 96808Phone: 808-532-7233Fax: [email protected]

Houston Pilots

Michael A. MorrisPresiding Officer203 Deerwood Glen DriveDeer Park, TX 77536Phone: 713-645-9620

Key West Bar Pilots Association

Michael McGrawP.O. Box 848Key West, FL 33041Phone: 305-296-5512 Fax: 305-296-1388

Mobile Bar Pilots

J. Christopher BrockPresidentP.O. Box 831 Mobile, AL 36601Phone: 251-432-2639 Fax: 251-432-9964

Northeast Marine Pilots

E. Howard McVay243 Spring St. Newport, RI 02840Phone: 401-847-9050 Toll Free: 1-800-274-1216

Pilots Association for the Bay & River Delaware

J. Ward Guilday President800 S. Columbus Blvd. Philadelphia, PA 19147Phone: 215-465-8340 Fax: 215-465-3450

Port Everglades Pilots

Andy Edelstein Douglas McAuliffeCo-DirectorsP.O. Box 13017 Port Everglades, FL 33316Phone: 954-522-4491

Puget Sound Pilots

David W. Grobschmit101 Stewart St. - Suite 900 Seattle, WA 98101Phone: 206-728-6400 Fax: 206-448-3405

Sabine Pilots

Mark D. TaylorPresiding Officer5148 West Pkwy. Groves, TX 77619Phone: 409-722-1141 Fax: 409-962-9223www.sabinepilots.com

Saint Johns Bar Pilots

Timothy J. McGillPresident4910 Ocean St. Mayport, FL 32233Phone: 904-249-5631 Fax: [email protected]

San Juan Bay Pilots

P.O. Box 9021034San Juan, PR 00902-1034Phone: 787-722-1166

St. Lawrence Seaway Pilots

John R. Boyce PresidentRichard TetzlaffMM&P Branch AgentP.O. Box 274 733 E. Broadway Cape Vincent, NY 13618Phone: 315-654-2900; Fax: 315-654-4491

San Francisco Bar Pilots

Peter McIsaacPort Agent Kip Carlson MM&P RepresentativePier 9, East End San Francisco, CA 94111Phone: 415-362-5436 Fax: 415-982-4721

Sandy Hook Pilots

John J. DeCruzNew York PresidentRichard J. SchoenlankNew Jersey President201 Edgewater St. Staten Island, NY 10305Phone: 718-448-3900 Fax: 718-447-1582

Savannah Pilots Association

Robert T. (“Trey”) Thompson IIIMaster Pilot550 E. York St. P.O. Box 9267 Savannah, GA 31401-3545Phone: 912-236-0226 Fax: 912-236-6571

Southeast Alaska Pilots

Ed Sinclair President1621 Tongass Ave. - Suite 300Ketchikan, AK 99901Phone: 907-225-9696 Fax: [email protected]

Southwest Alaska Pilots

Ronald A. Ward, IIPresidentP.O. Box 977 Homer, AK 99603Phone: 907-235-8783 Fax: [email protected].

Tampa Bay Pilots

Allen L. Thompson Executive Director 1825 Sahlman Dr. Tampa, FL 33605Phone: 813-247-3737 Fax: 813-247-4425

Virginia Pilot Association

J. William Cofer President3329 Shore Dr. Virginia Beach, VA 23451Phone: 757-496-0995

Western Great Lakes Pilots Association

Robert Krause President1111 Tower Ave., P.O. Box 248 Superior, WI 54880-0248Phone: 715-392-5204 Fax: 715-392-1666


United Inland Membership Group

Michael Murray Vice President

Cleveland

Thomas Bell Regional Representative1250 Old River Rd. 3rd FloorCleveland, OH 44113Phone: 216-776-1667 Fax: [email protected]

Juneau

Shannon AdamsonRegional Representative229 Fourth St. Juneau, AK 99801Phone: 907-586-8192 Fax: [email protected]

Oakland

Raymond W. ShipwayRegional Representative548 Thomas L. Berkley WayOakland, CA 94612Phone: 415-543-5694 Fax: [email protected]

Portland

John Schaeffner Regional Representative2225 N. Lombard St. - No. 206 Portland, OR 97217Phone and Fax: [email protected]

San Juan, Puerto Rico

Eduardo Iglesias Regional RepresentativeMM&P1055 Kennedy AvenueSuite 201San Juan, PR 00920Phone: 787-724-3600 Fax: 787-723-4494Hours: Monday-Friday 9:00AM — 1:30PM [email protected]

Seattle

Michael MurrayVice President-UIGTim SaffleRegional Representative144 Railroad Ave., Suite 222 Edmonds, WA 98020Phone: 425-775-1403 Fax: [email protected] [email protected]

Wilmington

Raymond W. Shipway Regional Representative533 N. Marine Ave. Wilmington, CA 90744-5527 Phone: 415-543-5694Fax: [email protected]

MIRAID

C. James Patti President1025 Connecticut Ave., NW Suite 507Washington, DC 20036-5412Phone: 202-463-6505 Fax: [email protected]

Masters, Mates & Pilots Federal Credit Union

Kathy Ann Klisavage ManagerMM&P Headquarters700 Maritime Blvd., Suite BLinthicum, MD 21090-1953Phone: 410-691-8136Fax: 410-859-1623Toll-Free: 1-800-382-7777 (All U.S. and Puerto Rico)[email protected]

MM&P Maritime Advancement, Training, Education &

Safety Program (MATES)

Patrick McCullough Administrator

Glen Paine Executive Director

Atlantic & Gulf Region Health, Pension and Education, Safety & Training Funds

Wendy Chambers Account ExecutiveAssociated Administrators Inc.4301 Garden City Drive, Ste 201 Landover, MD 20785Direct Line: 301-429-8964Member Calls: 1-800-638-2972

Pacific Maritime Region Pension & Benefit Plans

Columbia Northwest Marine Benefit Trust

Patrick McCullough Administrator700 Maritime Blvd. — Suite ALinthicum Heights, MD 21090-1996Phone: 410-850-8500 Fax: 410-850-8655Toll-Free: [email protected]: Monday-Friday 8:30 AM— 4:30 PM ET

Northwest Maritime Pension Trust

Randy G. GoodwinAccount Executive P.O. Box 34203 Seattle, WA 98124Phone: 206-441-7574 Fax: 206-441-9110

Southwest Marine Health, Benefit & Pension Trust

4201 Long Beach Blvd.Suite 300Long Beach, CA 90807Toll-Free: 1-888-806-8943

Maritime Institute of Technology & Graduate

Studies (MITAGS)

Glen Paine Executive Director692 Maritime Blvd. Linthicum Heights, MD 21090-1952Main Phone: 410-859-5700Toll-Free: Admissions: 1-866-656-5568 Residence Center: 1-866-900-3517BWI Airport Shuttle (avail. 24 hours a day): 1-866-900-3517 Ext. 0Fax: School: 410-859-5181 Residence: 410-859-0942Executive Director:[email protected]: [email protected]

Pacific Maritime Institute (PMI)

Bill Anderson Director1729 Alaskan Way, S. Seattle, WA 98134-1146Phone: 206-239-9965Fax: 206-441-2995Toll-Free: [email protected]


CROSS’D THE FINAL BAR Richard Allen, 92, Feb. 11. A pensioner since 1984 and a resident of Smithfield, R.I., he last sailed for Keystone Shipping Co. as master of the SS Cherry Valley. He served as a merchant mariner during World War II. He is survived by his wife Muriel, three daughters, Ronna, Rima and Renise; five grandchildren and two great-grandchildren.

Frank N. Black, 90, Feb. 1. A pensioner since 1995 and a resident of Smithfield, Pa., he last sailed for Puerto Rico Marine Management Co. as second mate aboard the SS Carolina.

Philip Cajiao, 88, Feb. 16. A pensioner since 1992 and a resident of Terrytown, La., he last sailed for Lykes Brothers Steamship as third mate aboard the SS Stella Lykes. He began his seagoing career in 1950 and was a proud member of MM&P starting in 1968. He served in both the Vietnam War and the Gulf War. He enlisted in the U.S. Army, 88th Infantry Division, 350th Infantry Regiment, Company L. An avid woodworker, he

handcrafted many items for his home, family and friends. Crossword puzzles and classical or Big Band music were his passions, along with being a New Orleans Saints fan. He was a proud member of American Legion Post 378. His wife Jodie and son Austin survive him.

Harold W. Coburn, 86, Feb. 12. A pensioner since 1987 and a resident of Weston, Mass., he last sailed for United States Lines as master of the American Alabama. Along with his career as a merchant mariner, he served aboard ships as an officer in the U.S. Navy and later the U.S. Naval Reserve. He is remem-bered as one who received many honors and acquired a lifetime of sea stories. During his retirement he skied, golfed,

was a horseracing fan, assisted his wife in her antiques business, and served as a volunteer at Metro West Medical Center and his church. He is survived by his wife Jane, five daughters, eight grandchildren, six great-grandchildren and a brother.

Charles E. Gedney, 91, March 24. A pensioner since 1985 and a resident of Orinda, Calif., he last sailed for American President Lines as master of the SS President Jefferson. “Chick” was a gradu-ate of USMMA and served in the Navy during World War II. He completed 17 round-the-world voyages and visited 30 countries during his career. Survivors include his son Chuck, daughter Cathie, two grandchildren and three great-grandchildren.

Charles Kelley, 91, Feb. 13. A pensioner since 1987 and a life-long resident of Point Marion, Pa., he last sailed for Mon River Towing Co. as master of the Jesse B. Guttman. He was a U.S. Navy veteran of World War II, serving in the South Pacific. He enjoyed spending time with his family and cheering on the WVU

Mountaineers, unless they were playing against Navy. He was very active in his community and was a Scout Master for many years. He is survived by son Charles Kelley Jr. and Deborah, Mary Beth Kelley, Nancy Kelley, nine grandchildren and six great-grandchildren.

Pieter J. Lenie, 91, Mar. 1. A pensioner since 1996 and a resident of Melbourne, Fla., he last sailed for American Heavylift as second mate aboard the Tanker Knight. He enjoyed flying in airshows, tending his fruit trees, and relating stories of his adventures. Survivors include daughters Alida, Rosa, Janet and Bettye Ann, nine grandchildren, 13 great-grandchildren and one great-great grandchild.

Jerome Lutz, 54, Feb. 10. A resident of Rogers City, Mich., he last sailed for Grand River Navigation. He enjoyed listening to music, going to baseball games and spending time with his family. He is survived by his daughter, Maureen, his mother Sandra, his siblings Pamela, Mary, Amy and Jim, as well as many nieces and nephews.

Victor D. Marquez, 87, Jan. 23. A pensioner since 1997 and a resident of Madison, Conn., he last sailed for Farrell Lines Inc. as third mate aboard the SS Argonaut. He enjoyed the outdoors, the beach, and tinkering with machines. He loved spending time with his family and attending his monthly Union meet-ings in New Jersey. He simply loved life. His wife Eugenia, daughters Arleen and

Vicky and four grandchildren survive him.

Richard F. Mate, 87, Jan. 24. A pensioner since 1986 and a resident of Las Vegas, he last sailed for Sealand Service Inc. as third mate aboard the SS Newark.

George Miku, 88, Feb. 10. A pensioner since 1998 and a resident of Paramount, Calif., he last sailed for Matson Navigation Inc. as third mate aboard the SS Kauai. He loved to travel, ballroom dance, cook and play golf, and he possessed an amazing artistic ability. He enjoyed spending time with his family. He is survived by his sister Eleanor Adkins and brothers Daniel, Darryl and Nicholas.

Robert A. Moore, 87, March 7. A pensioner since 1988 and a resi-dent of Lucama, N.C., he last sailed for Lykes Brothers Steamship as third mate aboard the SS Thompson Lykes. He enjoyed playing cards and sharing stories about his career and the places it took him. He is survived by Chris Lee and Sherry Walker.


William H. Moore, 85, March 25. A pensioner since 1997 and a resident of Healdsburg, Calif., he last sailed for Matson Navigation as third mate aboard the SS Mahi Mahi. Jazz music, motor-cycles, backroad country drives through Sonoma County, and building sets for the local theater Camp Rose Players

filled his free time. He enjoyed adventures, story-telling and his family and friends. Survivors include daughters Nancy Denning, Lisa Moore, Deana Meluso, stepdaughters Suzanne Webb and Jennifer Tremont, his brother Ben Moore, grandchildren and great-grandchildren.

Kenneth Niepert, 94, Jan. 2. A pensioner since 1987 and a resident of Spanish Springs, Nev., he last sailed for Lykes Brothers Steamship as second mate aboard the SS Almeria Lykes.

Henry Petersen, 81, Feb. 20. A pensioner since 1989 and a resident of Sacramento, Calif., he last sailed for Farrell Lines Inc. as master of the SS Austral Rainbow. He enjoyed reading and world travel. He is survived by stepchildren Donna Salaj and Robert Maxwell.

Peter Petroutsas, 83, Feb. 27. A pensioner since 1997 and a resident of Monemvasia, Greece, he last sailed for Lykes Brothers Steamship as third mate aboard the SS Margaret Lykes. A World War II merchant marine veteran and a loyal member of MM&P, Peter will be long and fondly remembered in the Norfolk Hall.

Albert R. Prekrel, 90, Feb. 5. A pensioner since 1989 and a resident of Rockwood, Pa., he last sailed for Consol Energy as master of the Wanda B. He served in the U.S. Navy during World War II. He was involved in numerous service organiza-tions in his community and was also an active member of St. Peter’s Catholic

Church in Somerset. He enjoyed hunting and fishing near his home. He is survived by family members James and Sue Prekrel, John and Betty Ballentine, Dana and Lori Ballentine, and numer-ous nieces and nephews.

Maxim Prenovich, 94, Feb. 16. A pensioner since 1970 and a resident of Clearwater, Fla., he last sailed for United States Lines as master of the SS American Envoy. He is survived by his wife Maria, daughter Maria Ann, two grandchildren, a great-grandson and his sister Helen.

Lester Roberts, 89, Jan. 17. A pensioner since 1987 and a resident of Ormond Beach, Fla., he last sailed for Lykes Brothers Steamship as master of the SS Tillie Lykes. He loved to read, listen to music, and collect coins and stamps. He is survived by his wife Barbara.

Joseph Schafer, 59, April 29. A resident of Marion, Ark., he was assistant master of U.S. Army Corps of Engineers (USACE)

Dredge Hurley. He worked as a river boat pilot and captain on the Mississippi River for over 40 years. In his free time, he enjoyed volleyball, camping, fishing and deer hunting. It was his yearly hunting goal to earn a triple trophy

award, an accomplishment he reached many times. He loved his career, and particularly enjoyed having his son working in the same USACE District. Family time was very important to him, as was the quality of life that the off-season provided his family. “Poppa Joe” will be sorely missed by those who loved him. He is survived by his wife Lisa, sons Joey and Brian, daughter Lanie, grandchildren Gavin, Dixie and Ava, his mother Linda, sisters Sue and Amy, brothers Pat and Paul, and numerous nieces and nephews.

Arthur Tuttle Jr., 89, Jan. 8. A pensioner since 1991 and a resident of Sealy, Texas, he worked as a Houston pilot from 1960 to 1991. He loved raising cows and growing pecans on his ranch with his wife Rita, was a devoted member of St. Mary’s Catholic Church and the American Legion, was active in his community and readily shared his experience as a cancer survivor. Children Diane, Arthur, Susan, Cindy, Rita and Judy survive him.

William Williams, 102, Feb. 23. A pensioner since 1970 and a resident of New Castle, N.H., he last sailed for Isthmian Lines as master of the SS Steel Advocate. Remembered as a modest man with courtly manners and an extraordinary memory, he was genuinely interested in friends and strangers alike. He is survived by his sister, Caroline Stewart, brothers Earl and Richard and three generations of nieces and nephews.

John J. Zapert, 91, Feb. 6. A pensioner since 1966 and a resident of Gilbert, Ariz., he last sailed for Maritime Transport Lines as third mate aboard the Maumee. He enjoyed reading, fishing, nature and spending time with his family. His wife Krystyna, sons Robert, Paul and Thomas and four grandchildren survive him.


Commodores’ Club ($500 or more) Captains’ Club (between $250 and $499)

Robert G. Abbott Scott Adams Walter K. Allison P

Murray G. Alstott P

Jenaro A. Asteinza Bruce M. Badger P

Thomas A. Bagan A. Mike Balister Evan B. Barbis Matthew Bennett George Berkovich P

Geoffrey Bird P

James K. Boak, IV Charles E. Booher P

James D. Brackett Douglas K. Buchanan Michael A. Buckley Robert B. Burke Bert D. Burris

In Memory of Charlie Burris

Joseph A. Byrne Todd J. Campbell James A. Carbone P

William R. Carr P

Konstantinos Catrakis P

Paul Chambliss Diane Chatham Hao C. Cheong Hao Hong Cheong Nicholas A. Christian Bent L. Christiansen P

Dale Clark Paul E. Coan Anthony Colla P

Darren W. Collins Dean R. Colver P

Kevin G. Coulombe Scot A. Couturier Vincent J. Cox P

Ethan M. Creps Andrew Cullen Nicholas Deisher Thomas A. Delamater

Honoring The “Texas Clipper”

Ruth A. Denton Sean M. Doran Dorothy Dunn P

In Memory of Darrell Dunn

Robert E. England P

Glen E. Engstrand Edward Enos Robin Espinosa Malvina A. Ewers P

In Memory of Franklin Ewers

Eddo H. Feyen P

Keith W. Finnerty Gary Cameron Ford Ryan K. Foster James E. Franklin P

William W. Fransen Jan M. Fraser P

Stephen G. Fuccillo Eric R. Furnholm Sean B. Gabe Angelo F. Gazzotto P

Patrick N. Glenn David Gommo William D. Good, Jr. P

In Memory of William Good, Sr.

John A. Gorman P

Edward Gras P

Gregory P. Gretz Mary E. Grimshaw Robert Groh Mike F. Gruninger Curtis B. Hall Daniel S. Hall Michael K. Hargrave P

Samuel W. Hartshorn, Jr. P

Patrick J. Hennessy Michael C. Herig Roland E. Hobson Matthew Hofer Barry Craig Holland William H. Imken Lawrence E. Ingraham P

John P. Jablonski P

Thomas P. Jacobsen P

Joseph Jimenez Douglas Jones Hugo W. Kenyon Clyde W. Kernohan, Jr. P

Brian J. Kiesel Robert T. Kimball James D. Kitterman Richard J. Klein P

Christopher E. Kluck

Michael Kmetz II Henry Knox-Dick P

George W. Koch, Jr. P

Damian Krowicki Richard W. Larocque Roch E. Lavault P

John Little Peter J. Luhn John T. Lutey William C. Mack Richard Madden Leon Mansfield Brett J. Marquis Donald U. Marshall, Jr. Jerry E. Mastricola John Mathews Bruce Matthews Rodney D. McCallen P

Robert C. McCarthy P

Charles L. McConaghy P

Ann Marie McCullough John McEntee Daniel F. McGuire P

Kevin J. McHugh Louis A. Mendez George Moran John M. Morehouse Jaime Morlett Keith Morton Philip D. Mouton P

Darrin N. Muenzberg Kellen S. Murphy George B. Nichols P

Nicholas J. Nowaski Michael E. O’Connor James P. Olander P

James E. O’Loughlin Robert P. O’Sullivan Michael B. O’Toole Robert R. Owen William L. Palmer, III Antonios Papazis P

Michael Victor Parr C. James Patti Vasilios L. Pazarzis P

Ernest C. Petersen P

Albert D. Petrulis P

Peter A. Petrulis Paula Phillips Norman A. Piianaia P

Francesco P. Pipitone

Alfred S. Polk Stephen F. Procida P

D. Scott Putty John P. Rawley Frank E. Reed, Jr. Angel Rodriguez Bruce Rowland Edward B. Royles P

Craig A. Rumrill Kenneth Ryan Sean Sabeh Donald R. Sacca George W. Schaberg P

John L. Schiavone P

Robert H. Schilling P

Daniel S. Shelton Travis A. Shirley George J. Single Svietozar Sinkevich Gerald V. Smeenk P

Michael D. Smith Robert R. Spencer P

Wanda Spry Einar W. Strom P

Tore Stromme P

Joshua Sturgis David A. Sulin Conor J. Sullivan Stacey W. Sullivan Arthur Thomas P

Richard N. Thomas Adam Torres P

Lee Townsend Bennett Tucker John S. Tucker P

Shawn M. Tucy J. Lars Turner Jed J. Tweedy Charles Van Trease P

Mitka A. Von Reis Crooks David J. Wade P

John Craig Wallace Ruffin F. Warren Steven D. Watt James G. Wilson Kahai H. Wodehouse Patrice Wooten James R. Zatwarnicki, Jr.

* These active and retired members have contributed $1,000 or more. P These pensioners or survivors are singled out for special mention.

Larry D. Aasheim

Robert C. Beauregard

Thomas E. Bell

Theodore E. Bernhard

David H. Boatner *

James P. Brennan

Ronald Bressette

Timothy A. Brown * P

In Memory of Ernest Allen CohenKenneth J. Carlson, Jr.

Randi Ciszewski

Paul Costabile P

Michael F. Cotting

Brett Cowan

Richard W. Crane P

Thomas B. CrawfordJames M. Cunningham

George M. DarleyIn Memory of Charlie Darley

Robert Darley P

In Memory of Charlie DarleyWilliam J. Esselstrom

John W. Farmer, III * P

Timothy Ferrie

Bradley D. Goodwin

Edward W. Green

Kyle J. Hamill

Harold J. Held *

Christopher S. HendricksonEdward B. Higgins, Jr. P

James F. Hill *

Brian Hope *

David H. Hudson

Jeff H. Idema

Eduardo Iglesias

Arthur S. Jefferson P

Christian Johnsen

Scott Jones

Donald F. Josberger

Christopher G. Kavanagh

John M. Kelly * P

Jonathan F. Komlosy

Lawrence T. Lyons *

Charles W. Malue

George E. Mara

Donald J. Marcus *

Robert G. Mattsen

Richard W. May P

Patrick McCullough

Sean T. McNeice *

Paul F. McQuarrie P

Andrew J. Merrill

David A. Mociun

Paul A. Mospens

C. Michael MurrayIn Memory of Jon Peterson

Douglas J. Nagy *

Douglas A. Nemeth *

F. John Nicoll *

Paul H. Nielsen P

Joseph O. O’Connor * P

Glen M. PaineIn Memory of Capt. Glen Banks

Peter J. Parise, III

Jonathon S. Pratt

George A. Quick *

Ronald M. Radicali

Lloyd S. Rath P

Michael A. Rausa

Scott B. Reed

Robert A. Reish *

Karen A. Reyes

Dave Romano

Lisa Rosenthal

Timothy C. Saffle

James J. Sanders

John J. Schaeffner

John F. Schmidt

Paul T. Schulman

Marilyn J. Shelley

Steven P. Shils P

Raymond W. Shipway

James Staples

James Stebbins P

Carl W. Stein

Thomas E. Stone

Joe Mark Tuck

Roy K. Valentine, Jr.

Washington State Ferries Officers Peter Webster

Steven E. Werse *In Honor of the Lifetime Service of Earl Herring

West S. Wilson

George N. Zeluff, Jr. *

Honor Roll of PCF ContributorsIn the following pages, MM&P salutes the union members, pensioners and employees who are making our voice heard in Washington, D.C.

Mohamed A. Abbassi P

Jeffrey D. Adamson Shannon Adamson Owen B. Albert Frederick W. Allen P

John Allen P

Aaron Altmann Andrew J. Altum Gerald William Anderson Robert N. Anderson P

John E. Antonucci P

Timothy Arey Patricia J. Arnoult Michael Bacher Dennis S. Badaczewski II

Bruce H. Baglien Christopher D. Baker Matthew P. Bakis Andrew Banks Charles K. Barthrop P

Steve J. Batchelor, Jr. P

Edward S. Batcho, Jr. P

Olgierd C. Becker Brice Behringer John E. Belcourt

Contributors’ level (between $100 and $249)


Contributors’ level (between $100 and $249)

Anthony Belmonte Derek J. Bender John H. Bloomingdale Timothy Bourke William H. Boyce, Jr. Phillip A. Brady III Warren J. Bragg Patrick Brandon Thomas Branin Frank W. Branlund P

Allan R. Breese P

John Brennan Jeffrey C. Bridges Patrick Broderick Michael S. Brown P

Wardell E. Brown P

Jonathan Buffington Fernando C. Buisan P

Roger Bumstead Todd Burns Eugene E. Cabral P

Paul D. Calvin Timothy Carey Hans Carlsson P

Michael J. Carolan Joseph E. Carpenter Dylan E. Carrara James A. Carroll Chriss B. Carson Charles Carubia Juan C. Carvajal P

Damien Casken Paul Casken Thomas J. Catalanotto P

O Scott Chamberlin John C. Chapman P

Glenn Chiger Stanislaw Chomicz Ejnar G. Christiansen P

Christopher N. Cichon Garrett H. Clark P

Timothy D. Clearwater Arthur Clifford Robin A. Colonas Joseph Comerford John V. Connor P

Andrew Constant Gary J. Cordes P

Nicole Cornali Andrew R. Corneille Thomas J. Cortese Jeff Cowan David E. Cox P

John M. Cox P

Matthew C. Craven David W. Crawford Samuel J. Crawford Anthony E. Crish P

John F. Cronin P

Todd C. Crossman Edward Crowe P

Kirk W. Cully Jeremy D. Cunningham Erik V. Cutforth Omar D’Abreu Robert A. Dalziel P

Robert K. Damrell P

Christoper Danilek Benjamin Day David Decastro Gerard Degenova Ronald T. Degrazia P

Stephen A. Dejong Connor Del Basso

Marguerite Delambily P

In Memory of Robert Delambily

Joseph F. Delehant P

Bryan Delpech Freedom K. Dennis Denny Dennison Jeremey A. Depaolo Edward J. Deslauriers P

Bernard J. Diggins P

John M. Dolan Lyle G. Donovan Jerome J. Dorman P

Lee Dortzbach Harold Douglas Robert Drew P

Dale S. Dubrin P

John T. Duff P

In Memory of Capt. John Hunt

Oscar Dukes George Dunham P

Geoffrey Dunlop Robert W. Eisentrager P

David K. Engen P

Marc Ennis Eric L. Eschen Edward M. Evans P

Stanley J. Fabas Ian Falkenberg Shawn Farrell Brian Feliciano Javier Figueroa Bruce Forbush Timothy Forsyth Alan Fosmo Kevin L. Franssen J. Peter Fritz P

Alain Ali Froutan P

Michael Fulcher David Fulton Elliott S. Gabbert Kenneth N. Gaito Nicholas P. Garay Mark Garcia Naldo R. Garcia Allen Garfinkle P

Steven Garvan Nicholas Gasper Francis G. Gilroy Hans Peter Godskesen P

Howard Goldberg P

Gregory A. Goolishian, Jr. Gerald M. Gordon P

Beau Gouig Joseph D. Graceffa P

Kyle P. Grant Peter S. Grate Michael Green Alfred Scott Gregory Paul A. Gregware, Jr. P

Paul J. Grepo P

John J. Grisafi Jorge Gutman Brandt R. Hager Kenneth J. Halsall P

Dianna L. Hand Bertil J. Haney P

Robert Haradon Douglas Harrington John R. Harvey P

Gerard Hasselbach P

John J. Healey Charles E. Hendricks Wyatt Henry William H. Hermes P

Earl W. Herring James D. Herron P

Andrew W. Hetz Jeffrey Hill Lawrence J. Hines P

Alan G. Hinshaw Daniel R. Hobbs P

John A. Hobson Richard G. Hoey William T. Hoffman P

Glen Hogarth Clifford E. Hoitt Kurt Holen P

Joseph E. Hood Robert B. Howard P

Darin Huggins Keith Hunter P

Edward M. Hurley David N. Hutchinson P

Long Huynh Clark S. Inman P

George S. Ireland, III P

Steven Itson John P. Jackson, Jr. P

Allen H. Jensen P

J. Kevin Jirak P

Erik P. Jorgensen P

Marty L. Joseph Christopher R. Kalinowski Timothy Kalke Eleftherios G. Kanagios P

Georgios C. Kanavos P

Steven W. Kanchuga P

Edward Kavanagh Charles S. Keen P

Emmanuel Kelakios James J. Kelleher, Jr. John P. Kelley Eric S. Kelm Michael Kiernan Thomas A. Kiernan Elsie Kimball

In Memory of Philip T. Brown

Robert E. Klemm P

Kathy Ann Klisavage Lowell J. Knudsen P

James E. Kobis Nicholas Kollars Brian M. Koppel Michael Kozlowski Leroy R. Kurtz P

Michael La Maina Bruce LaChance Anthony C. Lafayette P

Robert Lamb Geoffrey Lamptey Noah W. Landau George Landon Mark C. Landow William Charles Laprade Thomas P. Larkin John E. Larson P

Ryan W. Leo Samuel P. Lesko P

Gary W. Lightner Thomas N. Lightsey, Jr. P

Ian Lim Leif H. Lindstrom P

Michael W. Long Douglas M. Lord Klaus D. Luhta John J. Lynskey P

Thomas P. Mackay, Jr. William J. Mahoney P

Lewis M. Malling P

Richard T. Manning Todd Mara Nicholas A. Marcantonio Elizabeth Marconi Edward T. Markuske Thomas C. Marley P

John P. Marshall Daniel J. Martin Douglas Massy Edward Matlack Alton R. McAlister P

Leonard McCarthy P

Thomas C. McCarthy Joseph T. McCawley P

Brent A. McClaine Richard B. McCloud P

Michael J. McCormick P

Michael Jay McCright Thomas D. McDorr P

James P. McGee Steven A. McKittrick John J. McNally P

Francisco Medal Francis X. Meier, Jr. Kurt A. Melcher Matthew Merrill Stephen P. Meyers Mark P. Michals Albro P. Michell, Jr. P

William L. Miles Doris F. Miller P

Joseph E. Miller Steven J. Miller Bruce D. Mitchell P

Michelle Mitchell Peter Mitchell Steven R. Moneymaker Jose Montero P

Cesar A. Montes P

Christopher Moore Dale A. Moore P

Justin Moore Edward Morehouse Eric Morton David Moser Brian A. Mossman John Moustakas P

Dwight Moyer P

Kirk Mueller John W. Muir Curtis G. Murray P

Timothy Murray Travis Nagel Daniel S. Nakos Kimberleigh Navradszky Eric B. Nelson P

Michael E. Nelson P

Mark J. Nemergut P

Michael L. Nickel P

Norman C. Nielsen P

John O’Boyle Gregory S. Oelkers Peter R. Ohnstad, Jr. P

Hans P. Olander Jeffrey W. Olmstead P

Shawn Ouellette Jeffrey J. Oyafuso P

Everett L. Page P

Errol Pak George K. Pappas P

Michael G. Parenteau Georg Pedersen P

Christine E. Pekara Wesley C. Penney Robert P. Perkins Madeline Petrelli

Ioannis M. Petroutsas P

Kerry D. Phillips Arthur E. Pierce P

Rick Pietrusiak Bradley Plowman Joseph L. Pospisil, Jr. P

James A. Potter P

Carmon L. Pritchett P

Mark Prussing Kevin C. Quinn Manuel Ramos Thomas W. Ramsden Robert Ramsey Walter Rankin William R. Ransford P

Charles C. Rau, Jr. Bruno P. Ravalico P

Patrick Rawley John P. Redfearn P

Walter A. Reimann P

Mark D. Remijan P

Keith W. Restle P

James G. Rettke Ronald E. Riley Steven Roberto James J. Robinson P

Paul M. Rochford Armando Rodriguez Charles Rodriguez John Rodriguez Juli Rodriguez Christopher Rogers Steven M. Rose Ryan Rubio Dennis L. Ruff Mark Ruppert David C. Ryan P

Patrick Ryan Thomas M. Ryan Koutaiba A. Saad Roberto H. Salomon P

Philip F. Same Edmund J. Santos, Jr. Scott D. Saunders Charles R. Schmidt P

Gary R. Schmidt P

Mitchell Schoonejans Gary W. Schrock P

Andrew Schroder P

Dennis Schroeder Henry L. Schroeder P

Jason N. Scoran Joseph D. Seller P

Matthew Serio Carson Shallenberger Plamen M. Shapev Paul Shepard Robert H. Sienel David Sink P

Nikolai Sinkevich Harold V. Sipila P

Ernest P. Skoropowski P

William R. Slaughter P

Brendan S. Smith Francis X. Smith P

Frederick D. Smith P

Joseph S. Smith Peter S. Smith P

Richard D. Smith Frank W. Snell P

Wade Spaulding Peter Spencer Joseph B. Stackpole P

Egon K. Stage P

Peter Stalkus George Stauter

A.H. Stegen P

John G. Stewart Robert C. Stone P

Harry M. Stover P

Glenn D. Strathearn P

Peter K. Strez Christopher Stringer Charles A. Stukenborg P

Harold A. Stumme P

Andrew C. Subcleff P

Thomas Sullivan Joseph M. Surmann P

Travis Sutton Joseph Swan Ernest Swanson Ryan A. Sweeney Chris D. Sweeny P

Randy Swindell Kevin M. Tapp Adjuto Tavares Thomas F. Taylor Brandon M. Teal Jason Teal Antoine I. Tedmore P

Thomas D. Tetard P

Brian D. Thomas Brian P. Thomas Jay Thomas Jefferson Thomas Deatra M. Thompson Samuel R. Thompson Stephen N. Thompson P

Gary E. Tober P

Sean Paul Tortora Gregg H. Trunnell Daniel C. Tucker P

James L. Turman P

Daniel Twohig Jose L. Valasquez P

Justin D. Valentine Timothy J. Van Ahnen Peter P. Veasey Nancy L. Wagner

Honoring MM&P Women Officers

Erik Walker Jack K. Walker Gregory S. Walsh Harold G. Walsh P

Joseph Ward Stephen E. Wardman Andrew A. Wargo P

David Weiss George A. Werdann, Jr. William J. Westrem Sark Wetzel Eugene K. Whalen P

Gordon S. White P

Michael Wholey P

Eric Wilcox Ronald C. Wilkin Paul A. Willers Stanley Williams James T. Willis P

John A. Willis P

Denis J. Wilson P

John R. Wilson P

Steve Wines Jon C. Winstedt P

John B. Winterling P

Nathan A. Woodward Janusz A. Wozniak P

Frank Zabrocky P

Dan Ziemer Christopher Zimmerman

The Master, Mate & Pilot - 41 - January - February 2015

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