48 FOGHORN T he value of a trade association like PVA is often measured by the laws it helps pass. In reality, some of the most important advocacy happens long before a bill is introduced. It happens by building relationships, earning credibility, and being present when policymakers ask for ideas. Over the past several months, PVA has seen two excellent examples of why main- taining a strong presence in Washing- ton, D.C., matters. Earlier this year, Senate Commerce Committee staff, under the leadership of Ranking Member Senator Maria Cantwell, invited maritime stakehold- ers to submit recommendations for the next Coast Guard Authorization Act. Rather than waiting for legislation to be introduced, the committee sought practical ideas from the industries that rely on the U.S. Coast Guard every day. PVA responded with a recommenda- tion based squarely on our members’ experiences during previous govern- ment shutdowns. We urged Congress to ensure that the Coast Guard’s Na- tional Maritime Center (NMC) and National Vessel Documentation Cen- ter (NVDC) could continue operating during future lapses in appropriations. Passenger vessel operators know firsthand how disruptive govern- ment shutdowns can be. Delays in processing merchant mariner creden- tials, medical certificates, and vessel documentation create uncertainty throughout the industry. Qualified mariners cannot report for work with- out valid credentials. Vessel documen- tation renewals are delayed. Operators face scheduling challenges during peak operating seasons, and business- es across the maritime transportation system feel the ripple effects. We were encouraged when Senate Commerce Committee staff in- formed us that they had developed draft legislative language addressing PVA’s recommendation. The propos- al would authorize the Coast Guard to continue operating the NMC and NVDC during a government shutdown by allowing credentialing, medical certificate processing, vessel documentation, renewals, and related services to continue uninterrupted us- ing available user fee funding. Com- mittee staff have advised PVA that the proposal has now been shared with the Committee’s majority staff for consideration as work begins on the next Coast Guard Authorization Act. There is no guarantee that this lan- guage will ultimately become law. But the fact that Congress sought stake- holder recommendations, listened to our concerns, and translated one of PVA’s proposals into legislative lan- guage demonstrates the value of main- taining an active and credible presence in Washington. The importance of those relationships became evident again just a few weeks later. During PVA’s Congressional Fly-In this spring, nearly 40 passenger vessel leaders met with members of Congress and their staff to discuss the indus- try’s priorities. In our final meeting of the day, PVA President Andrew Sargis spoke with House Coast Guard and Maritime Transportation Subcom- mittee Chairman Mike Ezell about a growing concern shared by operators throughout the country: as the Coast Guard assumes expanding respon- sibilities related to border security, national security, and other emerging missions, its traditional marine safety mission is showing signs of strain. Andrew reminded the chairman that Congress faced similar concerns nearly two decades ago. In 2007, the subcom- mittee conducted oversight hearings examining whether the Coast Guard’s prevention mission was receiving the RICHARD PATCH // PVA LEGISLATIVE DIRECTOR A Seat at the Table LEGISLATIVE REPORT PVA is doing exactly what its members expect—bringing the passenger vessel industry’s experience directly to policymakers at the moments when it can make the greatest difference.
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