US_Ocean_Newsletter_002 by usoceanllc

A Note from Henry

GREEN OCEAN Maiden Voyage Celebration 3-4

Speech in Baltimore by Henry Nuzum 5-6

JOC Breakbulk & Project Cargo Cover Story: Shine On Featuring Will Terrill 7-9

From Sea to Shore: Tyler Robataille 10

Month of the Military Child 11

M/V GREEN OCEAN: Defender Europe 24 Denmark 12-13

Fleet List 14

Crew Spotlight: Monique Watanabe Chief Mate

M/V OCEAN GIANT 16

Crew Spotlight: Kevin Franssen

Capt. M/V GREEN OCEAN 16

Employee Photos 18-19

As we wrapped up 2024 and transitioned into 2025 our organization experienced major change. Now under the unified US Ocean brand, we have grown with the integration of the Fleet Management Group and the transition of accounting, IT, and HR functions from SEACOR corporate to our internal team. These developments have strengthened our position as a standalone and self-sustaining logistics organization.

2024 was a busy year, with the delivery of newbuild GREEN WAVE in April (following the delivery of her sister, GREEN OCEAN, the previous December), the delivery of the ERIDANUS LEADER, now GREEN DELTA, in the fall, and the departures of the GREEN LAKE, GREEN COVE, and OCEAN JAZZ. In addition to these significant fleet developments, last summer, we began the process of rebranding by conducting internal and external surveys with the help of a third-party partner. Internally we solicited feedback from our at sea and shoreside employees. Externally we solicited feedback from a select group of customers, and stakeholders. After careful deliberation, we decided to unify behind the powerful US Ocean brand, previously associated with our MPPs, positioning us as one of the industry’s most capable U.S. flag platforms. While Waterman, previously associated with our PCTCs, is receding as a public brand, we will continue to build off its 106 years of serving the United States with honor in peace and war. As you visit our shoreside offices, you will notice historical photographs and memorabilia capturing the heritage of Waterman and other legacy companies.

To publicize our rebranding, we are working hard to get appropriate US Ocean equipment with the new logo to the ships, as well as casual clothing for crew to wear when off duty. As ships go through drydock, we are repainting the stacks with the new logo. I am also happy to share that we have completed the visual deliverables associated with the US Ocean rebrand. These deliverables include usocean.com, and a marketing toolkit that contains various templates and lives on SharePoint.

Ship management has long been provided by sister company Seabulk, which recently became Fairwater. We are directly integrating the Fleet Management group into US Ocean which will enable us to realize an even greater level of efficiency, coordination, and alignment between our entire shoreside and vessel teams. Most importantly, this integration should improve the high level of support that Fleet Management provides our ships, allowing our crews to focus on operating our ships safely and efficiently. In-house ship management is also strengthening our ability to evaluate new growth opportunities that best position us for long-term commercial success.

To support the transition of several shoreside functions from SEACOR into US Ocean, we have hired two new department heads, Sandipan Bhattacharya, SVP for Information Technology, and Kevin Langford, VP for Labor Relations & HR. They both have hit the ground running and are ensuring that the transition of these functions from Fairwater and SEACOR go as smoothly as possible. Both are based in Houston.

All of this effort has been in service of our mission, to ensure that US Ocean is the prime provider of maritime logistics to the U.S. government in peace and war. In 2025, we have several goals to help further this mission (some of which are already largely accomplished):

• Unify all nine vessels, and all shoreside functions under a single brand, US Ocean – complete

• Integrate Fleet Management from Fairwater to US Ocean – complete

• Ensure that our ships are maintained and repaired so as to serve for another half decade through drydocks – five of our nine vessels have special surveys this year – underway

• Transition several shoreside support functions from SEACOR to US Ocean – underway

• Expand beyond our traditional MSP business into new areas of need for our government, from providing logistics in the Western Pacific to enhancing our nation’s sealift – early stages.

Fair Winds & Following Seas, Henry Nuzum President, US Ocean

Green Ocean Baltimore

GREEN OCEAN Maiden Voyage Celebration

Waterman celebrated the maiden voyage of the M/V GREEN OCEAN with a ceremony, reception, and vessel tours held at the Port of Baltimore on March 25, 2024. The maiden voyage ceremony was attended by approximately 70 guests from Transportation Command, Maritime Administration, Union Affiliates, Port Commissioners, and local maritime industry professionals.

Remarks were given by Jonathan Daniels, Executive Director, Maryland Port Authorities; Henry Nuzum, President, Waterman Logistics; The Hon. Ann C. Phillips, Maritime Administrator; and Lieutenant General John P. Sullivan, U.S. Army Deputy Commander, U.S. Transportation Command.

The vessel was designed from keel up with the U.S. military needs in mind and is one of few newly built vessels to ever enter the Maritime Security Program (MSP). The GREEN OCEAN was fortunate to exit Baltimore Harbor approximately 10 hours prior to the M/V DALI’s tragic allision with the Key Bridge.

CONTINUED ON THE NEXT PAGE

Remarks given by The Hon. Ann C. Phillips, Maritime Administrator. M/V DALI in the background.

Vessel tour. Kevin Kuebler, Chief Mate – M/V GREEN OCEAN, speaks to guests in the bridge.

Green Ocean Baltimore (continued)

From left to right: Henry Nuzum, Lieutenant General John P. Sullivan, U.S. Army Deputy Commander, U.S. Transportation Command, The Hon. Ann C. Phillips Maritime Administrator, Jonathan Daniels, Executive Director, Maryland Port Administration.

Union Representatives, Crew Members, and Shoreside US Ocean Employees in front of the M/V GREEN OCEAN.

Aerial shot of the M/V GREEN OCEAN at Dundalk.

Green Ocean Baltimore

Address to Assembled Guests by Henry Nuzum

It brings me great joy to share this beautiful day with you as the GREEN OCEAN performs her maiden voyage. I thank Mr. Daniels for the kind introduction and the entire Maryland Ports Administration for hosting us at the Port of Baltimore, a marvel of logistics. Waterman calls Baltimore frequently with our car carriers and heavylift ships so it’s appropriate to celebrate the GREEN OCEAN’s maiden voyage here.

We are honored that Ann Phillips, the Maritime Administrator, and Lieutenant General John Sullivan, the Deputy Commander of the U.S. Transportation Command, accepted our invitations to join today. We welcome their colleagues from the Maritime Administration and the U.S. Transportation Command, as well as members of the port, our stevedores, our longtime Japanese partner, NYK, the maritime unions who are our indispensable partners, and Seabulk, our ship manager. Leah Cook’s leadership and hard work by much of the Waterman team made this celebration possible.

Waterman, founded after the smoke of First World War had barely dissipated, has a proud history. Our heritage includes valiant service during the Second World War– we operated 125 ships for the War Shipping Administration. 17 were lost, tragically taking with them 307 mariners. We have also been a commercial pioneer – Malcolm MacLean bought our company in 1955, and Waterman provided the world’s first containership, the IDEAL X, a converted tanker.

The GREEN OCEAN, launched in Japan three months ago, opens our next chapter. She is a modern, sophisticated car carrier, designed from the keel up to carry both commercial and military equipment. As she plies the seas over the next three decades she will likely transport more than 1 million automobiles, as well as approximately 1 million tons of military equipment. She has a bright future projecting American military and economic might across the globe.

The most critical mission of the merchant marine is to move our military in war by providing definite access to vessels crewed by American mariners of steadfast loyalty. More fundamentally, the U.S. merchant marine bridges our Atlantic and Pacific moats, ensuring that we, at a time and place of our choosing, can support our allies by delivering lethal assistance or equipment and fuel for our own soldiers so that we may fight abroad and keep the

homefront quiet. The U.S. flag fleet also ensures that we can always move the imports and exports that keep our great trading economy the world’s strongest.

Our merchant fleet, plucky though it may be, is a minnow with fewer than 200 ocean-going commercial vessels compared to Communist China’s several thousand. Although this gross imbalance isn’t determinative, it certainly presents a strong headwind in a future conflict.

To address this challenge, our country has taken real positive steps such as the creation of the Tanker Security Program and the Cable Security Program, and the recapitalization of the School Ships and the Ready Reserve Force all due to the determination of the Maritime Administration and Transportation Command. With these programs and a heightened national awareness in the wake of COVID of the importance of the merchant marine, it’s reasonable to hope that we’ve passed the nadir.

Henry Nuzum addresses attendees of GREEN OCEAN Maiden Voyage Celebration in Baltimore, MD

Green Ocean Baltimore

But we must do more. Strategists anticipate wars will last weeks, but proud and grieving nations endure vicious combat for years. In order to sustain a long war abroad, we must add dozens, even hundreds, more ships like this to our nation’s fleet so that we can supply our military and our homefront through what may well be a global struggle that lasts years. This doubling or tripling of our merchant marine will not come close to matching the fleet of the People’s Republic, but it will significantly increase the prospects that our nation can continue to fight no matter how long a major war lasts.

As the United States expands our fleet over the coming decade, even more important than the steel are the men and women who bring it to life. We are proud of Waterman’s crew taking charge under Captain Ziemer’s leadership. These officers and mariners are the most important members of any shipping company. They will keep the ship in top shape, ensure that it sails safely around storm and hazard, efficiently deliver cars all over the world, and if need be, take our military to war. They set a fine example of the several thousand more we will need as our merchant marine continues to rebound.

It gives me great pleasure to wish the GREEN OCEAN and her first crews Fair Winds and Following Seas as she continues on her maiden voyage and loads her first military cargo in one week in Charleston! God Bless the GREEN OCEAN and her crew!

From L to R: Tamekia Flack (Deputy Administrator, MARAD), Ann Phillips (Administrator, MARAD), Lt. Gen John Sullivan (Deputy Commander, US TRANSCOM), Jonathan Daniels (Executive Director, Maryland Port Administration), Farzaneh Paslar (Wife of Henry Nuzum), Augie Tellez (Executive VP, SIU).

Shine on

Billions in loans await energy developers able to navigate cargo preference rules

By Janet Nodar

Greening the US energy supply and transitioning to a low-carbon future will require enormous investments in all kinds of energy-related projects, meaning — in many cases — billions of dollars in US government funding.

Although this funding is available, it is challenging to qualify for and comes with complicated strings attached, including compliance with so-called cargo preference regulations, and much of that compliance burden falls on the logistics teams of the project owner and their service providers.

Congress has authorized up to $217.6 billion for the US Department of Energy (DOE) to loan out to fund energy projects, $130.5 billion of which falls under Title 17, intended to nance innovative clean energy and energy infrastructure reinvestment projects.

These projects have the potential to drive large amounts of cargo through the project and breakbulk logistics supply chain, Will Terrill, CEO of US- ag carrier US Ocean, told the Journal of Commerce’s Breakbulk and Project Cargo Conference in New Orleans in April. Just how much cargo is still unknown, however.

“The challenge is often to translate dollars into cargo,” Terrill said during a panel discussion on cargo preference. “If anyone has that gured out, please, let’s get together.”

Big money

According to the DOE’s Loan Program O ice (LPO), 211 loan applications totaling $292.7 billion were in process as of the end of April across all its loan programs, including Title 17. Nineteen Title 17 projects funded for $26 billion were active as of mid-May, while ve had reached “conditional commitment” status, with $4.8 billion in funding pending, including $1.66 billion to US hydrogen power developer Plug Power, according to the LPO website.

After months of working through the federal loan application process, the DOE LPO in mid-May announced a conditional commitment to help nance the construction of up to six US facilities to produce clean hydrogen using Plug’s proprietary electrolyzer technology.

Plug plans to build clean hydrogen facilities that will ensure a resilient hydrogen fuel delivery network in the US, the DOE announcement said. A conditional commitment indicates DOE’s intent to nance the project, but the company must still satisfy certain technical, legal, environmental and nancial conditions to nalize the loan.

“It’s a lot of work in order to get those funds,” Plug Power Deputy Logistics Director Mike Izdebski said during the conference panel.

In addition to the rigorous due diligence requirements, the DOE LPO’s pipeline is extremely busy, Kenneth Hansen, a partner and member of the projects group with law rm Norton Rose Fullbright, told the Journal of Commerce in an interview.

“The challenge is often to translate dollars into cargo. If anyone has that gured out, please, let’s get together.”

The loan process can take as little as six months, but there are often delays because applicants aren’t prepared to respond quickly to additional questions from the DOE LPO, Hansen said. As such, applicants should plan for the process to take at least one year, “and this is assuming that everything goes smoothly,” he said.

Preference tests

Once an application is approved, DOE loan recipients are also required to manage cargo movement in compliance with cargo preference regulations as their projects progress. This includes “matching up the actual movement of that 50% [of all imported cargo] on US- ag vessels to the timing of the project itself,” Izdebski said.

Logistics teams “have to procure components that [have] already quali ed and sourced around the world,” he said. “You don’t just turn that on … it’s a long process.”

According to US cargo preference regulations, more formally called 46 US Code section 55305(b), when federal funds are used for the purchase of project equipment, materials or commodities that will be imported to

the US by ocean vessel, “at least 50 percent of the gross tonnage of the equipment, materials or commodities [computed separately for dry bulk carriers, dry cargo liners and tankers] must be transported on privately-owned commercial vessels of the US,” a Department of Transportation spokesperson told the Journal of Commerce

“You have to be compliant to preserve the project nancing,” Marco Poisler, COO for global energy and capital projects with project forwarder UTC Overseas, told the Journal of Commerce

The US Maritime Administration’s (MARAD) O ice of Cargo and Commercial Sealift oversees said compliance, and Poisler said MARAD studies the shipping plan prior to granting a cargo preference waiver.

“You have to have credibility with MARAD and the US- ag carriers that the law will be followed,” he added.

However, Terrill said MARAD does occasionally grant waivers to these requirements under speci c circumstances. If, for example, the agency determines US- ag vessel(s) are not available “in su icient number, in su icient tonnage capacity, or necessary schedules or at reasonable rates,” the project may be given a “non-availability” waiver, he said.

Even so, Terrill and Poisler agreed that assuming such a determination will be easily available would be a serious error.

“You have to have something that you can go to MARAD [with] and say, ‘Look, this is my plan. This is what I intend to do,’” Terrill said. “This shows MARAD that you have worked in good faith to develop a plan for your 50%.”

Shippers that have laid this “good faith” groundwork will have much better luck nding relief from MARAD when “things go bump in the night,” he said. Early planning also means shippers can build cargo notice provisions and

other elements into their contracting that create exibility when things like production delays occur, Terrill added.

If a project owner imports cargo on foreign ag vessels before receiving DOE funding, they may be able to get a “compensatory” waiver that will allow them to make up the US- ag vessel requirements that kick in when federal funding is approved. MARAD guidelines state that the agency may issue compensatory waivers when shippers have already, “in honest error or through extenuating services as approved by us, move[d] cargo for which a waiver is necessary to meet subsequent government instrumentality nancing requirements.” Waiver recipients must provide comprehensive monthly reports of such compensatory cargo movements to the o ice of cargo preference.

Such reports are typically the responsibility of the project’s logistics team. While MARAD provides training and support for ful lling these obligations, that also requires scheduling, Izdebski said during the panel.

“You have to run a very tightly structured, disciplined organization to go after funds like this … become the subject matter expert within your organization,” he advised. “Engage with nance, pre-plan and just create transparency overall.”

Balancing the budget

The cargo preference requirements layer additional di iculty — and costs — on top of the routine analysis of price versus schedule in matching supplier cargo readiness with vetted vessel availability.

“Coordinating the delivery of the goods from around the world to meet those build schedules is not a perfect science. There are a lot of costs involved in that movement,”

Congress has authorized up to $217.6 billion in DOE loan funding for energy projects.

Tracy Morris Schaefer

Izdebski said. “It could be a big issue, especially [in] certain parts of the world where there are disruptions going on.

“There’s also the warehousing and storage of goods that come in early,” he added. “There’s a signi cant cost from putting goods into a warehouse, and [from] double handling. There’s a lot of coordination and a lot of cost involved.”

Terrill said US Ocean often works with customers on shipment plans years in advance of actual cargo movement.

“In our experience, projects that begin working on a US- ag shipment plan when considering US government nancing minimize risk of delays [and] uncertainty and are able to avoid internal con icts between logistics and nance departments,” he said.

Shipping commitments can be made months or even years in advance, with contingency plans in place in case the nancing does not work out, Terrill said. This locks in prices, while the carrier builds in exibility with cargo notice periods, “so that as things change and move in conjunction with the project, the shipper is in control because they’re giving notice in advance. That will then trigger a shipment period or a lay can for the actual movement of the goods.”

Putting the nance team and the logistics teams together early on is crucial, Poisler, Terril and Izdebski agreed during the panel. Federal loans are typically a CFOdriven goal, while supply chain directors are looking for line items and cutting costs, Poisler said.

When freight professionals learn they must use US- ag ships, their rst thought is protecting the logistics budget, Terrill said. US- ag vessels will inevitably be more

“You don’t just turn that on … it’s a long process.”

expensive than foreign- ag ships, and this is why it’s crucial to have nance people “in the room,” to explain that the di erential rate costs are “more than made up for by the [favorable] nancing,” he said.

“Develop an advance plan and get your nance people involved quickly,” Terrill said.

Izdebski said nance must work hand-in-hand with the logistics and supply chain team “because we need the [DOE] funds to build the plants to meet our strategic objectives as a company. Yet, I’m judged by how much money I spent as a percentage of raw materials. And I know my numbers are going up.”

Logistics leads must calculate the cost di erences as well as create cost projections in a volatile trade environment that can throw up any number of variables with no warning.

“Work with your nance people and fully disclose upfront — put a spotlight on it — that costs are going to go up, and then try and get as close as possible to what you think it’s going to be, so you can budget for it as an organization,” Izdebski advised.

email: janet.nodar@spglobal.com

From Sea to Shore

Tyler Robataille’s maritime journey began when a high school friend suggested he consider Maine Maritime Academy after graduation. He took his friend’s advice and while enrolled, focused on courses that provided hands on, direct interaction with equipment. In 2014 Tyler completed his Bachelor of Science degree with a Marine Engineering focus.

Tyler’s first job in the maritime industry was as an Assistant Engineer onboard the Rebecca Lynn, a traditional wire tow boat. He then transitioned to heavylift ships where he worked for Schuyler Lines on the EOT Spar and SLNC Corsica, and eventually for six years on US Ocean’s OCEAN GLORY. Onboard the GLORY he worked his way up from 2 A/E to C/E.

For Tyler, time at sea was bittersweet. He always loved the water and long voyages without distractions, but time away from family, friends, pets and home life made him miss the things he cared about the most. So, when someone from Fleet Management mentioned the available Technical Superintendent position to Tyler he applied. One month later he was on the job.

His current role has him overseeing the OCEAN GLADIATOR and OCEAN GIANT. For him the flexibility of working a “normal” job but still having the ability to travel and work with vessels is priceless.

“Sailing as Chief on the GLORY reinforced my belief of sticking with your gut instincts,” said Robataille. “While at sea, I always wanted to do what was best for the vessel, that outlook remains the same sitting behind a desk.”

Although Tyler’s new position ashore is much less physically involved than it was at sea, he still tries to maintain a similarly structured routine. In his new role he has enjoyed making new connections. Whether that be USO employees, vendors, or crew members, he has been happy to put faces to all the names he’s seen in emails or had phone conversations with.

Tyler’s advice to the next generation is simple, but wise: “Do the jobs no one else wants to do, stay open minded, and work harder than the next person,” Robataille said. “Most importantly, make YOURSELF promotable. Don’t wait for someone else to seize the opportunity you think you deserve, get out there and earn it.”

While Tyler is adjusting well to life back ashore, there are some things he misses about being at sea. “I do miss the dynamic nature of the work environment,” he said. “Much like the sea conditions, one voyage could be as smooth as silk and the next could be the Bering Sea; ports change, people change, and the excitement of the unknown is ongoing.”

Tyler enjoys leading an active lifestyle. When he is not working you can find him at the gym, boating, playing volleyball or golf, or on his motorcycle.

Tyler Robataille, Technical Superintendent

Month of the Military Child United Through Reading

April is Month of the Military Child. Month of the Military Child is meant to recognize and celebrate the more than 1.6 million military children and the sacrifices they make as a result of their parents’ service. In celebration of the month, we have donated 26 books to military children through the organization, United Through Reading. Most of the books we donated were Navy/ vessel/ocean focused.

More about the charity/foundation can be found below: https://unitedthroughreading.org/about/

Our Mission: United Through Reading strengthens military families’ literacy, emotional bonds, and well-being through the power of reading together at every age, no matter the distance.

Our Vision: A nation of thriving military families whose strength is amplified by a shared love for reading.

Deployments and frequent separations are a reality for military families. In fact, every year, more than 100,000 military parents

deploy leaving nearly 250,000 children at home. That’s millions of bedtime stories missed each year by military children.

United Through Reading knows that hearing a parent’s voice and seeing their face is a truly unique experience that cannot be replaced. That’s why our story time video recordings are able to be watched on-demand with their own copy of the book, whenever the child misses their service member. Being read to by a parent helps military children feel like their parents are closer to home, reducing stress and anxiety levels and making it easier to cope while their parents are away.

If you would like to support on your own, more info can be found here:

Ways to Support: https://unitedthroughreading.org/support/

Amazon Wish List: https://www.amazon.com/hz/wishlist/ ls/11J7D95WKUY2O?ref_=wl_fv_le

Defender 24 – Denmark

Kalundborg port operation kicks off a year of firsts for DEFENDER 24

KALUNDBORG, Denmark – The 598th Transportation Brigade of the Surface Deployment and Distribution Command became part of several historical firsts during port operations conducted at the port of Kalundborg, Denmark, April 2024.

The use of port of Kalundborg is the first time the U.S. Army has utilized this seaport for port operations, marking a new logistical pathway that enhances U.S. strategic flexibility and reach. The 598th Transportation Brigade, along with the 21st Theater Sustainment Command, is now able to deliver its military soldiers and equipment to the “High North” in order to defend its NATO allies.

This port operation was led by host nation Denmark. This also marked the first time Danish forces conducted a comprehensive port operation for the U.S. Army that encompassed a wide range of logistical activities, such as port contracting, stevedoring, staging space, and Logistical Support Area (LSA) operations.

During this port operation, Capt. Renika Pruitt, 838th Transportation Battalion operations officer, served as an integrator – an adviser to the Danish forces, ensuring proper tactics, techniques, and procedures were being used, and aiding in the discharge of equipment from the vessel.

“Conducting port operations here at Kalundborg, for the very first time, demonstrates the country of Denmark is not only ready, but willing to welcome U.S. military forces, and do whatever it can to make transit operations run as smooth as possible,”

Pruitt said. “Working together and in partnership with our Danish counterpart enhances interoperability, and it enhances U.S. and NATO military mobility and capabilities.”

Vessel tour. Kevin Kuebler, Chief Mate – M/V GREEN OCEAN, speaks to guests in the bridge.

Defender 24 – Denmark

Equipment from the motor vessel GREEN OCEAN were staged and prep for disposition in support of Dynamic Employment of Forces to Europe for NATO Deterrence and Enhanced Readiness, also known as DEFENDER 24.

DEFENDER 24 is the largest U.S. Army exercise in Europe and includes more than 17,000 U.S. and 23,000 multi-national service members from more than 20 Allied and partner nations, to include Denmark, Norway, and Finland. DEFENDER 24 marks the fifth year this exercise has been conducted.

This year’s DEFENDER 24 marks a year of firsts for port operations during the exercise. More than 920 pieces of military equipment arrived at the port of Kalundborg and were offloaded from the GREEN OCEAN vessel. This marked the maiden voyage of the GREEN OCEAN vessel as it completed its first ever port operation after arriving from Charleston, South Carolina.

In addition to Danish forces conducting a comprehensive port operation for the U.S. Army, vessels going to never-before used seaports by the U.S. Army and conducting port operations at those seaports makes this particular DEFENDER 24 very historic. The port of Kalundborg, Denmark, was the first. The other two seaports will be Narvik, Norway, and Kemi, Finland. This would also be the first time any U.S. military vessel is allowed to use a Finnish port on the Gulf of Bothnia.

Ultimately, the use of the port of Kalundborg became an inaugural deployment through a Danish corridor to Central Europe and Scandinavia, underscoring the deepening military cooperation between the United States and Denmark.

https://www.ustranscom.mil/cmd/panewsreader.cfm?ID=7C612E1A-DDEF-0E17-F58E647521292E6F&yr=2024

A CH-47 Chinook in support of DEFENDER 24 is offloaded from the motor vessel GREEN OCEAN at the port of Kalundborg, Denmark, April 20, 2024. (Photo Credit: U.S. Army photo by Elena Baladelli)

More than 920 pieces of military equipment in support of DEFENDER 24 arrived at the Port of Kalundborg, Denmark, April 19, 2024. (Photo

Credit: U.S. Army photo by Elena Baladelli)

FLEET LIST

OCEAN

US Ocean is a leading provider of worldwide transportation solutions for automobiles, oversized, and hazardous cargoes. The company specializes in cargoes financed by the U.S. government and transports a wide variety of project cargoes to every corner of the globe. US Ocean’s diversified and scaled fleet consists of the most modern multi-purpose, heavylift vessels and Pure Car Truck Carriers (PCTC) under the U.S. flag. More information at www.usocean.com.

Monique Watanbe

Monique Watanabe serves as Chief Mate onboard the M/V OCEAN GIANT. Her interest in maritime was stoked by her Sea Scout mentor, Charlie Reidmuller. Under his leadership Monique learned new navigation skills and the basics of seamanship.

“I remember a time that I was struggling to learn how to plot a position by use of doubling the angle and Charlie showed me a technique to use a universal plotting sheet that I still use to this day,” said Monique.

“He was always there encouraging me to push forward; to this day, when I have a problem at work I still wonder and ask what Charlie would do if he were in my shoes.”

Unfortunately, Charlie passed away in 2014, but his legacy and wisdom lives on through Monique and the inspiration that she provides to those around her today. It is no secret that there is a lack of women in maritime, particularly women in maritime leadership. Monique’s advice to women considering a job in maritime is direct and simple, always believe that you can, stand your ground, and never give up or let others drag you down.

As Chief Mate on the OCEAN GIANT, Monique works hard to ensure that all parts of the cargo puzzle come together to create a big picture. She ensures that the vessel, personnel, and cargo are all safe. Operating a multi-million-dollar business and keeping it afloat takes a lot of work and a dedicated team to make it all successful. Each cargo on board presents different challenges and it takes forward thinking to adjust the cargo holds to accommodate various cargoes in an efficient manner.

Monique has experience on both sides of the fleet. She sailed on the GREEN LAKE, GREEN BAY, and GREEN COVE as 2nd Mate and Chief Mate where she enjoyed loading military and the specialty cargoes such as helicopters and heavy equipment. Undertaking the logistics and coordination alongside the military was always a fun challenge for her.

“I think the most challenging load we successfully completed was 13 excavators coming out of Japan,” she said. “As soon as the first line was on the dock, we loaded them all and departed four hours later. The coordination of the crew, ship and Longshoremen to make that happen was planned out to the very last second. It makes me appreciate all that we do.”

Going back to the car carrier side is not out of the question, but now she’s quite happy to learn on the heavylifts.

The global nature of the business and learning about other cultures is one of the best parts of the job for Monique. She most enjoys sailing to Japan but would like to spend more time sailing commercially in Europe. When she is not at sea she enjoys archery, snowboarding, nose work training with her dog, and spending time with her family in Lodi, California, where she also likes to help around the family farm.

Kevin L. Franssen

Kevin L. Franssen, Captain of the M/V GREEN OCEAN, grew up in a coastal Connecticut town. He began sailing lessons at camp as a kid and always enjoyed being on the water. When he turned 16, he got a job at Doane’s Pharmacy in Centerbrook, CT.

As fate would have it, the owner of the pharmacy was the father of Deborah Doane Dempsey, the first female graduate of a Maritime Academy. She was also the first female to Captain a Merchant Vessel Internationally, and the First Female Columbia River Bar Pilot. After having conversations with her and several other people in the industry he knew he wanted to pursue a career at sea.

“Talk to as many people as you can who are in the industry and if it seems like something you would enjoy, go all in,” said Kevin.

“Never stop learning from those senior to you, every Captain I sailed for was a mentor in some way and I absorbed some sort of knowledge or skill from every single one of them. I took the positives and negatives from each one and that helped me to determine how I wanted to do things when I became a Captain.”

Kevin graduated from Maine Maritime Academy in 1998 and has been sailing globally on Ro/Ros ever since. He likes sailing on Ro/Ro vessels because the destinations, schedules, and cargoes are ever changing which keeps the job interesting and less repetitive. Kevin also enjoys the long stretches of time at home in Tampa, Florida.

“The Maritime industry is a great career,” said Kevin. “Different companies offer different types of vessels, cargoes, schedules, and destinations; seek out what suits you best and make your job less like work and more like your dream.”

Kevin enjoys working with his team to successfully complete each voyage. He also likes sailing to different ports in the Med, Italy, Greece, and Spain where he enjoys the beautiful scenery and good food. When he is not sailing, he likes to travel and camp with his family. His hobbies and pastimes also include hacking around the golf course, home brewing, grilling, going to the beach, and relaxing by the pool.