American Maritime Officers members aboard the Cape Isabel and Cape Inscription, here in Long Beach in March, included Kevin Piecewicz, Jose Deoferio, Bill Heitman, Nate Fountain, Tony Estes, Luke Johnson, William McDonald, Cristopher Bechtel, Edward Thompson and Eric Winn. With them is AMO West Coast Representative Alex Butler.
AMO officers participating in an informational meeting onboard the S/S Curtiss in Vancouver, Wash. in March included Third Mate Erik Bekkelund, Second Assistant Engineer Melissa Leon-Guerrero, First A.E. John Farina, Third A.E. Eric Wierzbinski, Chief Engineer Richard King and Chief Mate Stacy Shuppert.
AMO officers from the Cape Island participating in an informational meeting in March in Tacoma included Chief Mate Keith Amberg, Third Assistant Engineer Tim McDaniel, Second A.E. Thomas Meaney and Chief Engineer Herbert Wadsworth.
AMO officers from the Cape Intrepid participating in an informational meeting in March in Tacoma included Third Assistant Engineer Jess Cooper, First A.E. Stephen Harris, Third Mate Ben Rush, Second A.E. Logan Becker, Chief Engineer Chris Davis and Chief Mate Anastasia Grisham.
American Maritime Officers officials President Willie Barrere, Vice President for Government Relations Christian Spain, Deep Sea Vice President Jeff Richards and West Coast Representative Alex Butler conducted informational meetings onboard several vessels on the West Coast in March, seen here with officers of the Cape Island and Cape Intrepid in Tacoma, Wash.
The following advisory was issued by the United States Maritime Administration on March 28.
2025-005-Red Sea, Bab el Mandeb Strait, Gulf of Aden, Arabian Sea, Persian Gulf, and Somali Basin-Houthi Attacks on Commercial Vessels
Description
1. References: None
2. Issue: On March 15th, U. S. forces commenced strikes against targets used by Houthi terrorists in Yemen to launch attacks against commercial and military vessels operating within international shipping lanes. Houthi forces have subsequently threatened to strike U.S. assets, including commercial vessels, in the region. U.S.-flag commercial vessels are at high risk from terrorism and other hostile actions from the Houthis when transiting the southern Red Sea, Bab el Mandeb Strait, and Gulf of Aden until further notice. Potential hostile actions include one-way Unmanned Aerial Vehicle (UAV) attacks; Unmanned Surface Vehicle (USV) attacks; Unmanned Underwater Vehicle (UUV) attacks; ballistic and cruise missile attacks; small arms fire from small boats; explosive boat attacks; and illegal boardings, detentions, and/or seizures. Since November 1, 2023, there have been at least 113 separate Houthi attacks on commercial vessels, four mariners killed, and one Houthi seizure of a commercial vessel in these areas, affecting over 60 nations. Entities claiming to be Yemeni authorities have also attempted to divert commercial vessels operating in these regions from their course. These threats pose both direct and collateral risks to commercial vessels transiting or otherwise operating in these areas. Commercial vessels operating in these areas should be vigilant for hazards to navigation caused by vessels being struck by the Houthis and should be aware of all current navigation warnings.
3. Guidance: U.S.-flagged commercial vessels transiting the Red Sea, Bab el Mandeb Strait, Gulf of Aden, Arabian Sea, and Somali Basin with Automatic Identification System (AIS) transponders on are at increased risk of targeting by adversarial actors. U.S.-flagged commercial vessels operating in these areas are strongly advised to turn off their AIS transponders, unless vessel Masters believe that doing so would compromise the safety of the vessel. AIS transponder use is, however, recommended in the Persian Gulf.
In an editorial published March 26 by The Washington Times, the chairman and the ranking member of the Coast Guard and Maritime Transportation Subcommittee in the House of Representatives expressed their strong support for America’s cornerstone cabotage law, the Jones Act.
Some of the points articulated by Chairman Mike Ezell (R-MS) and Ranking Member Salud Carbajal (D-CA) in support of the Jones Act were similar to those voiced by Commander of U.S. Transportation Command Gen. Randall Reed during a hearing held by the Senate Armed Services Committee on March 5.
During the hearing, when asked about the importance of the Jones Act to the mission of TRANSCOM and to national security by Senator Mazie Hirono (D-HI), Gen. Reed said the law ensures America has the mariners needed when the time comes for the military to mobilize, as well as a domestic fleet that keeps American mariners employed.
“The Jones Act allows us to actually have shipping resources here and a fleet,” Gen. Reed said. “Because of that act, we actually have a way to make sure we can build ships here in the United States, that we can sail those ships to maintain commerce, that we can actually produce the crews that actually sail those ships so that we have a core of folks that can actually operate. At the same time, if the nation needs folks to go to sea, we can call on that force to actually sail and they are our citizens and we will be more secure in that way.”
In their editorial published by The Washington Times, Representatives Ezell and Carbajal wrote, “Republicans and Democrats Agree: We must defend the Jones Act. America’s future depends on it.”
Addressing some of the specific benefits of the law to the American economy, national defense and national security, they wrote: “First, the Jones Act safeguards American jobs. The maritime industry supports nearly 650,000 jobs nationwide, providing stable, well-paying work for shipbuilders, mariners, dockworkers, and others. Without the Jones Act, these jobs would be outsourced to foreign shipyards and foreign mariners, harming American workers and weakening our economy.
“Additionally, the Jones Act is critical to national security. A strong domestic maritime industry ensures we have the ships and workforce necessary to support our military and respond to national emergencies. The Jones Act helps maintain domestic shipyards and ship repair facilities, keeping our country from being reliant on foreign yards to build, repair, and maintain our military and merchant marine vessels. These vessels provide a strategic capability to the United States military during conflict allowing the expeditious transport of troops and supplies anywhere in the world.
“Our nation’s strategic sealift capabilities depend on a robust commercial fleet to maintain readiness in times of war or crisis. If we further weaken our maritime industry, we risk compromising our sovereignty and security. Keeping our shipping lanes under United States control isn’t just an economic issue it’s a matter of national security.
“The Jones Act also plays a key role in disaster response and recovery. When hurricanes or other natural disasters strike, Jones Act-compliant vessels deliver emergency supplies quickly and efficiently. Without a strong domestic fleet, we would be forced to rely on foreign carriers, who may not prioritize American communities in crisis. Keeping our fleet in American hands guarantees reliable and immediate access to critical resources when disasters occur.
“Finally, the Jones Act ensures we have a stable supply chain. In 2024, the U.S. imported and exported $7.3 trillion in goods. The Jones Act plays a vital role in keeping our domestic maritime supply chain that American farmer’s and businesses rely on under American control.
“This law is not just about protecting one industry; rather, it ensures America remains a maritime power, capable of defending itself and maintaining economic stability. On the Coast Guard and Maritime Transportation Subcommittee, we are focused on policies that protect American workers, strengthen national security, and bolster our economy,” Congressmen Ezell and Carbajal wrote.
“Supporting the Jones Act is one of the best ways to achieve those goals, and we stand with the hardworking men and women of our maritime industry to defend it. The long-term benefits of this policy go beyond creating jobs, it is a pillar of American strength and resilience.”
American Maritime Officers aboard the American Energy, here at Cheniere Energy LNG Terminal in Corpus Christi in March, included Cargo Engineer Andy McDermott, Chief Mate Chalmers Pierce, Captain Lane Frisbie, Chief Mate James Chambers, First Engineer Robert Mullarky, Cheniere Energy Captain Tom Laird (AMO retired), Chief Engineer Mark Nickerson, Cargo Engineer Fred Reyes, First Engineer Sean Sullivan, Captain Michael Gasior, Second Engineer Ben Richards and Third Engineer Chris Annino. The American Energy, owned by Crowley, is the first domestic liquified natural gas (LNG) carrier to transport U.S.-sourced natural gas to Puerto Rico.
Cargo Engineer Fred Reyes, Cheniere Energy Captain Jim Wait (retired AMO) and Chief Engineer Mark Nickerson pose for a photo on the American Energy. Reyes and Nickerson were among the first AMO officers to join the American Energy in September on its initial shipyard and helped the ship make the journey to Texas for reflagging into the U.S. registry.
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 U.S. Army Corps of Engineers, Detroit District opened the Poe Lock, part of the Soo Locks in Sault Ste. Marie, Mich., early to all marine traffic at 8 a.m. on March 21, marking the start of the 2025 Great Lakes shipping season.
The shipping industry requested an early season opening based on the understanding that “the 2025 winter lock maintenance will be completed by this date and an early opening will not impact U.S. Army Corps operations this season,” said Lake Carriers’ Association President James Weakley.
“Opening the Soo Locks on March 21 will provide relief to the increased pressure that the Great Lakes Navigation System will face with the influx of foreign vessels including the Canadian domestic fleet on March 22 when the Seaway opens,” Weakley said.
“Our winter maintenance period is a critical time for us to execute strategic asset renewal investments in our aging locks,” said Soo Locks Operations Manager LeighAnn Ryckeghem. “This year, a number of factors worked in our favor that allowed us to safely deliver this critical maintenance and also open to navigation traffic a few days early.”
Federal regulation (33 CFR 207.440) establishes the operating season based on the feasibility of vessels operating during typical Great Lakes ice conditions.
The locks officially closed after the last vessel of the 2024 season on January 16, to undergo critical repairs and maintenance during the 10-week-long winter shutdown.
Maintenance crews performed a variety of critical tasks on the Poe Lock, including fabricating and replacing anchorages on gate 3, commissioning the temporary dewatering system, filling in nonoperational ship arrestor recesses on the downstream end, flushing and cleaning the hydraulic systems for the rehabilitated ship arrestor systems, navigation button rehabilitation, removing underground storage tanks and repairing the winter work bridge recesses. The Poe Lock was not dewatered this year for the scheduled maintenance.
“We worked hard to accelerate work up-front during our annual closure to optimize the short time available for critical maintenance and repairs,” Maintenance Branch Chief Nicholas Pettit said. “Due to the hard work of our crews during an extreme winter season, we’ve been able to accomplish all required work ahead of schedule.”
During the 10-week-long winter shutdown, contractors completed the Poe Lock upstream stop log recess repairs. Kokosing Industrial Inc. of Cheboygan, Mich. was awarded the contract on September 23, 2024, for $2.7 million. They performed a full rehabilitation and repair of the upstream stop log recesses, including removal of unsound concrete, repairs, installation of new concrete, steel corner protection and steel wall armor section.
American Maritime Officers officials President Willie Barrere, Vice President for Government Relations Christian Spain, Deep Sea Vice President Jeff Richards and West Coast Representative Alex Butler conducted informational meetings onboard several vessels on the West Coast this month.
AMO members participating in a shipboard meeting on the Empire State in Vancouver, Wash. included Chief Mate Johnny Giuffre, Chief Engineer Jeremiah Skiles, Captain Kevin Griffith, Third Mate Michael Martinez, Third Assistant Engineer Don Lay, Second A.E. Kyu Oh and First A.E. Anthony Larrabee.
AMO members from the LMSR Fisher (TOTE Services) participating in an informational meeting in Portland, Ore. included Third A.E. Matt Mullaney, Captain Tim Huth, Chief Engineer Chris Parker, First A.E. Sean Branch, Second A.E. Blake Dennison and Third Mate Jenny Marcelin. With them are AMO West Coast Representative Alex Butler and AMO Deep Sea Vice President Jeff Richards.
AMO members from the LMSR Nelson V. Brittin (Pasha) participating in an informational meeting in Portland, Ore. included First Assistant Engineer Craig Knorr, Third Mate Levi Caeman, Second A.E. Colin Clark, Chief Mate Bill Spooner, Chief Engineer Mark Merenda (OIC) and Third A.E. John Melcher.
The following advisory was issued by the United States Maritime Administration on March 18.
2025-001A-Red Sea, Bab el Mandeb Strait, Gulf of Aden, Arabian Sea, Persian Gulf, Somali Basin-Potential Retaliatory Attacks by Houthi Forces
Description:
At 1645 UTC on March 15th, U.S. forces commenced strikes against targets used by Houthi terrorists in Yemen to launch attacks against commercial and military vessels operating within international shipping lanes. Houthi forces have subsequently threatened to strike U.S. assets, including commercial vessels, in the region. U.S.-flagged, or owned, commercial vessels operating throughout this region are strongly encouraged to maintain close contact with Naval Forces Central Command (NAVCENT) Naval Coordination and Guidance for Shipping (NCAGS). The risk mitigation measures addressed in U.S. Maritime Advisory 2025-001 (Houthi Attacks on Commercial Vessels – Southern Red Sea, Bab el Mandeb Strait, and Gulf of Aden) should also be reviewed and implemented well in advance of entering this region. Further updates will be provided when available.
This alert will automatically expire on Monday, March 24, 2025.
Any questions regarding this alert should be directed to .
For more information about U.S. Maritime Alerts and Advisories, including subscription details, please visit https://www.marad.dot.gov/MSCI.
Status: Active
American Maritime Officers members working aboard the Sunshine State, here in Martinez, Ca. in March, included Third Mate Lex Petter, Captain James Cunningham and Second Mate Evan Gilchrist.
The Sunshine State is an APT Jones Act tanker operated by Intrepid Personnel & Provision Inc. and is manned in all licensed positions by AMO.
The minutes for the regular monthly American Maritime Officers membership meeting held March 5 at AMO Headquarters have been posted in the member section of the AMO website, which is accessible to active AMO members and applicants.
AMO members will need to click on the “MEMBER LOGIN” tab on the AMO website (LOGIN on mobile devices) and log into the member portal of the AMO website. Members and applicants using the updated AMO website for the first time will need to register a new account for the member portal, a link for which is featured on the MEMBER LOGIN page.