There have been a lot of conversations here, there, and everywhere over the past month about what we are working on and what it will mean for the AMO membership. Every once in a while, the stars align and things advance to a point where details are available and can be discussed.
American Maritime Officers has signed an MOU with Osprey Ship Management to represent the licensed officers on the soon-to-be-reflagged CMA CGM Phoenix. Many of our members have sailed under AMO contract with Osprey in the past.
Although the current MOU is for one vessel, CMA CGM intends to bring as many as 20 vessels into the U.S. registry over the next two-plus years with Osprey as the U.S.-flag vessel operator, all under contract with AMO.
In a similar timeframe, we are expecting several other vessels to enter the AMO fleet through the expansion of AMO-contracted companies, as well as new work in other sectors with companies that are new to us. For the latter, there are NDAs in place and hopefully the stars will continue their alignment and we’ll be able to provide more details in the near future.
With the expansion of the U.S.-flag fleet just getting underway, AMO and MEBA met yesterday and signed a new passthrough agreement that builds upon our existing arrangement. We believe our continued cooperation will put each of our separate unions in an excellent position to provide the officers for the incoming vessels.
A joint letter from MEBA President Adam Vokac and myself follows this announcement. Details of our new passthrough agreement will be presented at the July AMO membership meeting.
In the meantime, AMO and MEBA continue working together under our existing passthrough agreement, which remains very successful. We’ve had numerous senior deck officer billets come to our job board from MEBA, and many of our engineer billets go to theirs. The AMO membership, the U.S. Merchant Marine, and our operating companies are all best served when our officers fill these jobs cooperatively to keep the ships moving.
This is an exciting time as the U.S. Merchant Marine is getting long-overdue attention at the highest levels of the U.S. government and we expect expansion of the U.S.-flag fleet to continue.
Willie Barrere
AMO National President
To the Memberships of AMO and MEBA
As many of you know, with the SHIPS for America Act, numerous Executive Orders, and foreign investment interest due to the Trump Administration’s focus on rebuilding and revitalizing the US Maritime Industry, our unions play an important role in developing how far the future of US flagged shipping can go and how great it can become.
Over the last year and a half, there have been numerous meetings across the country and in DC strategizing the new National Maritime Policy; one common refrain heard from companies and stakeholders is regarding Labor – are there enough mariners to match the aspirations? The SHIPS Act includes incentives throughout all aspects of the bill – for shipbuilding, cargo carriage, and mariners. The USCG is reworking requirements for licensing and upgrading. However, as our Unions have seen since the pandemic, it is the Unions that have picked up the ball and led the charge through improved contracts that make going to sea a desirable career. There is certainly more work to do, but the interunion collaboration has ended the race to the bottom, and allowed us both to achieve improved working conditions and wages for our mariners that more accurately reflect the skills required, hardships, and dangers of sailing.
AMO and MEBA wish to continue the successful partnership. We have worked out a set of pass-through parameters to facilitate an increase in US flagged vessels with the introduction of the CMA CGM fleet under Osprey Ship Management, an AMO employer. The memberships will hear more about this from their respective Unions shortly. The expectation is that there will be many more ships coming in to the US registry soon, whether it be for assisting MSC, the TSP program, foreign investment, LNG export vessels, or simply increases to our current employer fleets. A national goal of 250 ships in 10 years is only achievable if we work together (we now collectively have 85 trading internationally). Not only will we need to rely on each other’s mariners to help move the ships of today, we will most certainly need to work with each other to ensure mariner compensation and working conditions are good enough to recruit and retain the mariners of tomorrow into this industry.
For nearly two years, MEBA and AMO have been working together with a very successful pass-through arrangement with approximately 100 mariners working via this procedure. It is an initiative some would have thought impossible just a few years ago. This has allowed our vessels to continue operating, and our employers to make investments into expansion knowing they can plan on their vessels moving. It has also allowed trust to develop between the union officials operating the program, and the mariners working side by side on the deck plates. As more ships come in, there will be even more need to collaborate. If our industry is going to grow and fulfill our Nation’s maritime and national security needs, we need to work together to keep our vessels moving. If our mariners are to earn the wages you deserve and work in conditions fitting for US maritime officers, then we cannot work at cross purposes. The success of this venture will rely heavily on the cooperation of our members and both presidents agree this is the best path forward – both for our nation, and for our members and their families.
Thank you,
Adam and Willie
After a long and hard-fought battle with cancer, Executive Director of the American Maritime Officers Plans Steve Nickerson passed away the morning of June 1. His beloved daughter and grandson were by his side. He was 76.
“AMO and AMO Plans lost an icon over the weekend,” said AMO National President Willie Barrere. “For so many years, he was the Executive Director of AMO Plans – a trusted and valued leader, a source of information and guidance for so many AMO members, and a good friend. Steve brought benefit information and his guidance to members everywhere, on ships and at meetings, and never hesitated to pick up the phone and talk to any member about their situation and provide them with answers. He developed and mentored an incredible staff that will soldier on in his absence. His smile and his warm and engaging personality will truly be missed.”
Nickerson was hired as the AMO Plans director of benefits in 1997 and stepped up to the role of executive director in 2002. From the outset, he modeled the practice of actively engaging with the AMO membership to ensure information was shared and answers to questions were available to sailing members and their families.
Known to many AMO members and families, Barbara Skrak will serve as interim executive director of the AMO Plans. The chairman and the secretary of the AMO Plans Board of Trustees asked Skrak to step forward into the leadership role and she will work hand-in-hand with AMO Plans and STAR Center directors to ensure continuity of all AMO Plans functions and duties.
In the coming days, more information will be published and condolences offered as Nickerson’s legacy of service to all AMO Plans participants is honored. New but experienced and trusted leadership carries on with the mission of the AMO Plans in the tradition he helped to build.
In this file photo, Steve Nickerson meets with AMO members (from left) Scott Williams, Morris Mickelson (retired) and Chris Davis in Tacoma, Wash. in 2013.
BY THE PRESIDENT OF THE UNITED STATES OF AMERICA
A PROCLAMATION
More than 200 years ago, the American steamship S.S. Savannah set sail across the Atlantic, becoming the first vessel of its kind to complete the journey. That daring voyage marked the start of American maritime excellence. From that first crossing to the increasingly important shipping lanes of today, America’s strength at sea has always been driven by the United States Merchant Marine and the skilled merchant mariners who support our economy and readiness in times of peace, crisis, and war.
Merchant mariners play a vital role in our national defense, standing ready to support military operations whenever they are needed. As civilian seafarers, they deliver troops, weapons, and supplies through dangerous conditions to sustain our Armed Forces in times of conflict. During World War II, more than 243,000 merchant mariners risked their lives to aid the war effort and help secure victory and freedom. Their service came at a price as these merchant mariners suffered a higher casualty rate than all branches of the United States military during the war. Their courage and heroism reflect a deep commitment to the Nation that we hold in the highest honor and shall never forget.
Beyond their role in national defense, merchant mariners help drive American economic strength. They operate the vessels that transport goods, energy, and raw materials to and from our shores, supporting global trade and connecting United States producers with international markets. Their work supports key industries across the American economy, including shipping, shipbuilding, logistics, and energy.
The United States is a proud maritime nation, and as President, I am bringing a renewed focus to reestablishing our dominance at sea. Last month, I signed an Executive Order on Restoring America’s Maritime Dominance to spur investment in American shipbuilding, eliminate outdated regulations, and expand merchant mariner training and education. These reforms are critical to securing supply chains, protecting key trade routes, and countering growing threats from foreign adversaries.
Today, we celebrate the men and women of the United States Merchant Marine and all those who support our maritime industry. Their dedication upholds our national defense, fuels our economy, and continues a proud tradition that has shaped our Nation since its earliest days.
The Congress, by a joint resolution approved May 20, 1933, has designated May 22 of each year as “National Maritime Day,” to commemorate the first transoceanic voyage by a steamship, in 1819 by the S.S. Savannah. By this resolution, the Congress has authorized and requested the President to issue annually a proclamation calling for its appropriate observance.
NOW, THEREFORE, I, DONALD J. TRUMP, President of the United States of America, do hereby proclaim May 22, 2025, as National Maritime Day. I call upon the people of the United States to mark this observance and to display the flag of the United States at their homes and in their communities. I also request that all ships sailing under the American flag dress ship on that day.
IN WITNESS WHEREOF, I have hereunto set my hand this twenty-second day of May, in the year of our Lord two thousand twenty-five, and of the Independence of the United States of America the two hundred and forty-ninth.
DONALD J. TRUMP
The March-April edition of American Maritime Officer is available in the News and Bulletins section of this website.
The day of March 10, 2025 began poorly, but it ended gloriously for the crew of the tanker Stena Immaculate. The Immaculate was struck while at anchor by another vessel, the M/V Solong. The crew of the Immaculate responded valiantly, professionally and bravely, said Captain Thomas M. Leaf. Our crew had nearly put the fire out – fortunately – when the other vessel attempted to back out of the side of the Immaculate. The fire flashed exponentially, overwhelming any further effort made by our dedicated crew. Fire mitigation rapidly turned into vessel abandonment. The crew seamlessly pivoted to leaving the vessel in an orderly fashion.
All hands ensured that all members of the Immaculate’s complement made it to the Free Fall Lifeboat. “Leave No Person Behind!” became the rallying cry. Within 12 minutes, all persons made it into the lifeboat and were away from the vessel, he said. We had the presence of mind to leave the vessel’s fire systems activated and running to protect the accommodation, engine room and cargo block from further damage.
“I have never sailed with a more dedicated, professional crew in my career,” Captain Leaf stated. “In the 35 years that I have been sailing, I cannot praise a crew with more drive, competence, ability and unity. Every person, to a man and woman, made sure that everything and everyone was safely accounted for and attended to.”
On day four after the incident off the Humber River, after extensive offshore firefighting and mitigation activity involving several agencies at the scene, two officers from the Stena Immaculate departed the hotel where the crew was being housed in Grimsby, England and joined a team from SMIT Salvage going onboard their ship, which remained stable at anchor in the North Sea near Hull.
“I returned to the vessel after the fires were out to stabilize the cargo and help with initial damage surveys,” said Chief Mate Thor Pearson. “It is amazing how intact the vessel was despite the catastrophic rupture. All cargo lines, hydraulic systems, and inert systems were able to be quickly triaged and returned to service. I believe the constant operation of the fire pumps on deck helped to dissipate heat and prevent further loss.
“I believe the Stena Immaculate is a testament to modern ship safety/construction regulations and American sailors’ competencies,” Pearson said. “A cargo tank rupture and subsequent fire is a ‘worst’ case scenario for any tanker. The Stena Immaculate’s design limited the rupture to one cargo tank, which is less than 8 percent of the ship’s capacity. In my opinion, the crew’s response and boundary cooling prevented explosion and loss of life. While we were actively fighting the fire on our ship, the crew of the other ship was mustering to abandon theirs. If that is not a testament to the pride and bravery of our sailors, I don’t know what is.”
By all accounts, the rapid and effective response of the Stena Immaculate crew on March 10 prevented what could have become an unmitigated disaster.
At 0930 UTC that day, the 600-foot tanker had been at anchor for at least 15 hours, loaded with 220,000 barrels of Jet-A1 fuel distributed among 16 cargo tanks, eight on each side.
At 0947, Third Mate Jeffery Griffin was on deck, standing on the number seven starboard tank while checking oxygen levels when he heard a shipmate yell: “What the [heck] is this guy doing?”
“I poked my head up and was able to see a vessel coming straight at us – straight at me and my tank,” Griffin said. “All I could see was something big and blue heading toward us. I immediately knew it’s not going to miss us. It was going fast. I was front and center when it allided between the seven port and six port cargo tanks. There was a great big loud crunching noise. That was followed by a whole lot of fire.”
The Solong, a 461-foot Madeira-flagged containership, was traveling at approximately 16 knots when it allided with the Stena Immaculate, and had been traveling on a consistent route for an extended period of time. When the Solong struck the Immaculate, it did not slow from its traveling speed nor did it apparently change course, instead spinning the anchored tanker about and causing fuel to spread on the water and partially encircle the vessels.
As the firefighting teams prepared to battle the blaze, it became known two officers were trapped on the bow.
“The ship responded as everyone would have hoped,” Pearson said. “Firefighters donned their gear quickly and approached the fire knowing the goal was to get the fire in control enough to get the second and third assistant engineers from the bow and return them safely to the house. The goal of the fire teams and crew was to attempt to get as much foam and water to the fire and damaged areas as quickly as possible. Through the crew’s fast response, we were able to get the outstanding crewmembers back to the safety of the house.
“Ultimately, the brave and professional response of the ship’s crew led to the best possible outcome,” Pearson said. “The engineering department was able to get foam, the main engine, and inert gas operational in a remarkably short timeline. The deck department and emergency response teams were able to use the tools available to minimize cargo loss and damage to the vessel. The bridge team’s decision to not trip critical systems prior to abandoning kept the fire pumps, generators, and inert gas functioning after our departure. Keeping those critical systems online even after we left is what prevented this tragedy from worsening.
“The decision to abandon ship ultimately rested on the master,” Pearson said. “While I was opening the deck main isolation valve to send inert gas to the cargo block, I could see the Solong crew mustering to abandon their vessel. At that point, several explosions in quick succession reinvigorated the fire and the heat was getting fairly intense. I recalled the firefighters from the deck and notified the master that we should consider abandoning ship. The master agreed and gave the order for the Stena Immaculate to Abandon Ship. We quickly stowed fire gear and mustered successfully at the Free Fall Lifeboat.”
Bosun Ion Sterie described the scene as the crew boarded the lifeboat: “When we were ready to launch the boat, the wind or maybe the position of the ship changed. All the smoke came toward the house; we could feel it on our faces. There was so much smoke we couldn’t see the ship that hit us. It was scary because the fire was so close.”
The lifeboat was successfully launched, then traveled from the scene of the allision, approximately a dozen miles from shore. Once away from immediate danger, the Immaculate’s crewmembers on the lifeboat welcomed the opportunity to board other vessels to complete the journey. They worked with a local service vessel, pilots and fast rescue boats to safely split up and head to shore aboard multiple boats.
The 23-person crew of the Immaculate includes members of American Maritime Officers and the Seafarers International Union, as well as an officer represented by the Marine Engineers’ Beneficial Association working under a pass-through agreement. They all made it safely ashore.
“I’m a little shaken but I’m ready to go back to work,” Griffin said. “The fire – it happened. The abandon ship – it happened. We trained for it, we prepared for it, and everybody survived, so we obviously are doing something right.”
Officers of the Stena Immaculate crew at the time of incident included Captain Thomas Leaf, Chief Mate Thor Pearson, Second Mate Peter Skerys, Third Mates Eric Carlson and Jeffery Griffin, Chief Engineer Dimiter Mitev, First Assistant Engineer Charles Ellsworth, Second Assistant Engineers Spencer Hamilton and Frank Harris III, and Third Assistant Engineer Steven Fonti Jr.
“I cannot recall a single maritime event, whether U.S.-flagged or other, where there has been a greater level of catastrophe without a single injury or loss of life for a vessel like ours,” Captain Leaf said. “Clearly, this is a testament to the ability and professionalism of today’s modern maritime crew. We made history on 10 Mar 25, for better or worse, much better than worse.”
The U.S.-flagged Stena Immaculate was operating in the Tanker Security Program fleet under contract with AMO and the SIU through a joint venture between Crowley and Stena Bulk USA at the time of the incident.
As reported by Crowley, an assessment by the salvage team confirmed 17,515 barrels of Jet-A1 fuel were lost due to the impact and fire. The remaining cargo and bunkers were secure.
As of March 28, salvage crews continued to complete their assessments and prepare for cargo lightering operations, Crowley reported. Following assessments, operations commenced at sea to transfer the remaining 202,485 barrels of Jet-A1 cargo from the Stena Immaculate to tanker Fure Vyl.
Cargo lightering of the Stena Immaculate was completed April 8 and all remaining jet fuel was safely transferred to the tanker Fure Vyl. The cargo fuel is being delivered by the tanker to its original destination.
After a final assessment by salvage experts, the Stena Immaculate was to have been towed to a lay berth at the Port of Great Yarmouth, U.K. The vessel will be inspected and undergo temporary repairs. The Immaculate is expected to remain there pending its final repair destination, which has yet to be determined, Crowley reported.
The crew of the Solong, managed by a German company, numbered 14. After a search and rescue operation was completed, one member of the Solong crew, Mark Angelo Pernia, is presumed dead. The captain of the Solong, Russian national Vladimir Motin, is in custody and has been charged with gross negligence manslaughter.
By Captain Karl Carr
Captain Carr is a sailing member of American Maritime Officers and an instructor at STAR Center.
It’s time for ECDIS 2.0. The current S-57 Electronic Navigation Charts (ENCs) used in ECDIS were introduced over 30 years ago. We all know there is significant room for improvement. New S-100 based data sets for ECDIS are coming and will improve the display of chart features and modernize how we navigate.
S-100 Products will provide a more comprehensive view of our marine environment. The S-101 ENC will be the foundation layer, and the direct replacement of the very limiting S-57 formatted ENC. For new installations, IMO has mandated the phase-in of S-100 capable ECDIS to begin on 1/1/2026. By 1/1/2029 all ECDIS units must have what the IMO has termed “Dual-Fuel” capability, i.e. the ability to view both S-57 and S-100 data until S-57 is fully retired by 2034.
S-100 Products are based on dynamic layers of data such as real-time tide and weather information and high-resolution bathymetry, which are able to be displayed directly on the ECDIS. S-100s will be implemented in two phases. The first phase will focus on products used for route monitoring, and the second phase for route planning. When properly used, S-100s will not only enhance operational safety, but also efficiency. They will provide the ability to optimize voyages based on real-time conditions that could substantially unlock time and fuel savings and reduce emissions. S-100 Products will be introduced for use over the next few years, and ready or not, ECDIS manufacturers are being tasked to have workable S-100 capable units by 2026. Later model ECDIS units may already possess the hardware capability and only require a software upgrade. Older ECDIS units will likely need to be replaced.
Official S-100 Products will be provided by our chart distributors, and each product may be sold separately or as a suite. The S-101 ENC will be the foundation layer and will play host to the following initial Phase 1 ancillary products:
- S-102 Bathymetric Surface will provide a digital representation of the sea floor giving high-resolution bathymetric data
- S-104 Water Levels will provide real-time tide and water level information
- S-111 Surface Currents will provide real-time surface current data
- S-124 Navigational Warnings
Phase 2 products are largely still in the design phase and will include:
- S-122 Marine Protective Areas
- S-129 Under Keel Clearance Management that will assist with information regarding Under Keel Clearance (UKC) including inputs for squat characteristics for use in managing safe passage through shallow waters
- S-411 Ice Reports
- S-412 Weather Overlay
Benefits promised by S-100s include more recognizable text and aids to navigation, screen de-cluttering, reduced alarm fatigue, and improved voyage efficiency. One of the biggest improvements will include Dynamic Safety Contours a.k.a. tide-aware ENCs. The safety contour will automatically adjust the ENC for tides, in real-time, displaying more realistic go/no-go areas on the ECDIS. For the planning phase, current predictions will provide a more accurate Speed of Advance (SOA) for critical timed arrivals.
Some of the S-100 real-time products like ENC updates and weather overlay are designed to come directly to our ECDIS units. Cybersecurity is always a significant concern. The new S-100 standard was designed to ensure products are digitally signed and tamper-proof.
IMO, as part of a comprehensive review of STCW now underway, is currently investigating what training fundamentals will need to be incorporated into the generic ECDIS training standard. The fact is S-100s will introduce a whole host of updated features that deck officers must digest. As navigational officers, we are tasked with keeping our vessels seaworthy, which requires proper use of all onboard equipment and systems. As far as our ECDIS Type Specific Familiarization, which is required, ECDIS manufacturers will likely be tasked with providing the training in some form. As ECDIS systems become more complicated, onboard equipment specific training becomes more important. Onboard hands-on practical training and familiarization, including knowledge gained from other officers with experience, will continue to be important in gaining proficiency. Any training required may not come in the form of a new STCW regulation or USCG NVIC, but it may be introduced by P&I Clubs and/or incorporated into our operating company’s Safety Management Systems (SMSs).
As training requirements unfold for ECDIS 2.0, the STAR Center is ready to bring AMO officers up to speed. In addition to our USCG approved ECDIS course, STAR Center also offers a three-day Electronic Navigation (eNAV) and Watchkeeping Refresher Course. This course covers updated Electronic Navigation fundamentals such as ECDIS, RADAR and ARPA, including advanced features and functionality. It is designed to provide experienced mariners with updated knowledge and skills, including better utilization of electronic navigation equipment and its integration in the watchkeeping functions on the bridge. The eNAV and Watchkeeping Refresher course is typically offered the same week as the two-day Basic Safety Training and Advanced Fire Fighting Revalidation course and can be found on the STAR Center website.
Much more detailed S-100 information is currently available from the UKHO.
The entire crew of the Stena Immaculate has endured a week difficult to characterize with just a few words. An allision brought their week to a rending start and found them working together to save lives, contain damage, and salvage a positive outcome from a desperate and dangerous situation. They succeeded in all respects.
The crew of the Immaculate includes members of American Maritime Officers and the Seafarers International Union, as well as an officer represented by the Marine Engineers’ Beneficial Association working under a pass-through agreement. We are very grateful they were all together again as their interviews for the mandatory MAIB investigation of the incident drew to a close yesterday, and they enjoyed a meal as a crew, safe and whole. We are thankful they can all expect to be home soon.
The officers and crew of the Immaculate, under the leadership of the Captain, performed remarkably well. Their quick reactions laying down foam and fighting the raging flames enabled two officers working forward to return back through thick smoke to the house to join the rest of the crew and continue their fire and emergency duties together prior to abandoning ship.
Everyone onboard worked as a team, and through their combined efforts, avoided loss of life and made it into the freefall lifeboat and to safety as fire began to surround them.
Their heroic actions are to be commended, as is the skillful application of their knowledge and training in dire circumstances. The professionalism of this crew is admirable, to say the least.
There are many to recognize and to thank for supporting the Stena Immaculate crew as they made their way to shore after the successful launch of the lifeboat, and throughout the week that followed. We will have more to say in a future report. For now, I commend Crowley for their rapid response and thorough support of the crew.
At the same time, we mourn the loss of a mariner from the Solong, missing and presumed dead after a search and rescue operation was completed. The other members of the Solong crew were reported safe, although the Captain of that ship has been charged with gross negligence manslaughter in connection with the allision.
Crowley continues to work closely with UK agencies to support response operations. The Stena Immaculate remains stable and anchored.
Third-party salvage experts with SMIT Salvage were joined by the Immaculate’s First Engineer and Chief Mate in boarding the tanker for assessment. The initial objectives are to continue securing the vessel so inspectors and salvage workers can safely work, assess the degree of damage, and continue actions to mitigate any environmental impacts. A salvage and tow plan will then be finalized working with the appropriate authorities.
Willie Barrere
AMO National President
The U.S.-flagged tanker Stena Immaculate was struck while at anchor by the 459-foot Portuguese-flagged containership M/V Solong at 0948 UTC off the east coast of the United Kingdom. No injuries were reported among the 23 crewmembers of the Stena Immaculate after all had been brought ashore from the site of the incident, where both ships were burning in the North Sea.
The Stena Immaculate is operated in the Tanker Security Program fleet under contract with American Maritime Officers and the Seafarers International Union through a joint venture between Crowley and Stena Bulk USA. The crew includes one engineering officer represented by the Marine Engineers’ Beneficial Association working under a pass-through agreement.
“We are incredibly grateful all crewmembers from the Stena Immaculate are safe, ashore and accounted for after this terrible incident,” said AMO National President Willie Barrere. “We’re going to continue working with all involved in the operation of the Immaculate and we will provide an update once more details are available.”
The tanker was carrying jet fuel when it was struck by the M/V Solong. Rescue helicopters and numerous support vessels were deployed to the scene. According to a report posted by the BBC, 36 mariners in total “across both crews” were evaluated, accounted for and safe. BBC sources provided conflicting information as to whether one mariner from the Solong was hospitalized.
Based on AIS data, the M/V Solong appeared to be traveling at approximately 16 knots when it allided with the Stena Immaculate at anchor.
The following statement was released by Crowley.
“At approximately 10 a.m. UTC/5 a.m. EST on March 10, 2025, while anchored off the North Sea coast near Hull, United Kingdom, the Crowley-managed tanker Stena Immaculate was struck by the container ship Solong.
“The Stena Immaculate sustained a ruptured cargo tank containing Jet-A1 fuel due to the allision. A fire occurred as a result of the allision, and fuel was reported released. The Stena Immaculate crew abandoned the vessel following multiple explosions onboard. All Crowley mariners are safe and fully accounted for.
“Crowley immediately initiated its emergency vessel response plan and is actively working with public agencies to contain the fire and secure the vessel. Our first priority is the safety of the people and environment. We will provide more updates as information becomes available.”
View the AMO newspaper online in News and Bulletins.
Senior Fellow for Naval Warfare and Advanced Technology for the Heritage Foundation and the U.S. Naval Institute Brent D. Sadler – a well-known national security expert and author of the best-selling book, “U.S. Naval Power in the 21st Century” – recently visited the USNS Montford Point in Norfolk, Va. for a tour of its future capabilities after the ship recently had its legacy Core Capability Set (CCS) completely removed, restoring its Mission Deck to the original condition following delivery from NASSCO in 2013. Sadler received a thorough tour of the vessel and its future capabilities to support various USN/USCG entities by the ship’s master, Captain Joshua J. Jordan, and Chief Engineer Joseph W. Gelhaus, as well as with several senior officials from Military Sealift Command. The USNS Montford Point is operated for MSC by Ocean Ships is manned in all licensed positions by members of American Maritime Officers.
