Stemming from the U.S. Oil Pollution Act of 1990, tanker operators are transferring rising liability insurance premiums and the costs of covering Coast Guard spill response plans to their charterers.
As a result of U.S. legislation, the International Association of Independent Tanker Owners wants the charterer to bear all extra expenses incurred. The Association is also asking for the additional costs to be broken down, allowingU.S. consumers to see the negative effect the Oil Pollution Act is having on their oil prices.
Tanker owners and their representatives are most immediately concerned with the increased insurance premiums for vessels carrying crude oil to the U.S.
Without indicating who should pay for the additional premiums, the protection and indemnity clubs, composed of shipowners and charters are recommending that charter contracts have clauses written into them that specifically reference the U.S. law.
component of the U.S. Oil Pollution Act of 1990 could lead some British carriers to discontinue service to the U.S. In the event of a serious oil spill, the U.S. pollution act, passed in the wake of the Valdez disaster, increased liability eightfold to a minimum of $10 million. The act
double-hulled product tankers. According to Danny Sellers, president of Atlantic Marine Holding Company, Inc. (parent company of ASI), ASI is discussing the possibility of constructing tankers with technical assistance from Burmeister & Wain Shipdesign A/S (BWSD) of Copenhagen. Mr. Sellers said
In the wake of an International Maritime Organization (IMO) ruling that tankers over 5,000 dwt must have full double bottoms and wing tanks, a double-hull design from Howaldtswerke-Deutsche Werft (HDW) has been chosen by European shipyards as their building standard. Because a Marpol convention amen
Maritime Seminar is scheduled to be held on January 10, 1991, at the Bourbon Orleans Hotel, 717 Orleans Street, New Orleans, La. The seminar will focus on "The Oil Pollution Act of 1990, Its Impact Upon Underwriters and Marine Operators in the Gulf of Mexico and on the Inland Waterways." Registration
"Tanker Supply, Demand and Profitability to 1996" analyzes recent chartering trends, from 1985 to 1991, and examines the operating profitability of various tankers during the period. Forecast spot and time-charter freight rates are presented, from 1992 to 1996, on both a break-even and projected basis
, including unlimited-liability, clean-up response and prevention statutes. Draft rules for vessel response plans will be published only after discussions are first held with interested industry groups, such as tanker owners and operators. This is the first time that the Coast Guard has ever subjected
While the U.S. commercial shipbuilding industry outperformed the U.S. economy between 1992 and 2001, this period witnessed the construction of barely a dozen large ocean going vessels for our U.S. domestic trades with an aggregate cost of not much more than $500 million. In contrast, U. S. national
Tom Sansonetti. Assistant Attorney General for the Justice Department's Environment and Natural Resources Division and Marcos Daniel Jimenez, U.S. Attorney for the Southern District of Florida, announced that three senior cruise ship engineers were indicted by a federal grand jury in Miami, Fla.
have a copy of the revised oil record book for recording time, location, method of discharges of oil or oily water. Ships of less than 400 gross tons must retain oily water onboard for discharge to reception facilities, or they may fit oilywater separating equipment or filtering systems required of
. For many years, the National Oceanic and Atmospheric Administration (NOAA) has taken the lead on derelict vessels through its Marine Debris Program, and focused its activities on coral habitats where they performed surveys in Guam, the Commonwealth of the Northern Mariana Islands, American Samoa, Puerto Rico
Barge Operators Assess Impact Of OPA And Future Of The Industry The repercussions of the Oil Pollution Act of 1990 have been felt by the entire marine industry, but no where more acutely then in U.S. inland waterway and coastal transport operations. Unlimited liability, escalating carrier insurance
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T TECH FILES: Oil Spill Remediation Jennifer Pallanich Jennifer Pallanich is Offshore Engineer’s Houston correspondent and a veteran oil and gas journalist writing about the technologies that move the oil and gas industry forward. She authors a weekly column on OEDigital.com. Oil Spill Calculator Image
T TECH FILES Meet the e5 Pure Electric Tanker The global push to dramatically re- vessel launch anticipated in Q4 2020. e5 Main Particulars duce emissions from the world’s feet Simultaneously work is underway on an Length: 60m of ships continues to drive innovation e5 coastal variant with a longer
T TECH FILE: HEAVY LIFTERS Heavy Plate for Big Lifters Heavy plate from Dillinger used in the world’s largest offshore heavy-lift cranes In Liebherr’s Type MTC 78000 heavy-lift ofshore table, the central element of the crane. This supports for the welding work. Liebherr in Rostock machined all cranes
TUG & BARGE ered the M/V Mark E. Kuebler, a Z-Tech 30-80 Termi- Jensen’s Design for Shaver Tugboat Overhaul for Bouchard Barge nal/Escort Tug to Bay Houston Towing Company. The M/V Mark E. Kuebler was designed by Robert Allan and built at Gulf Island’s, Jennings, LA facilities. The vessel will be operated
Joseph M. The new 15-liter, six cylinder, in-line engines are rated at 575 HP at 1800 RPM and replaced a pair of 450 HP 12V71 die- sels in the boat. The US EPA 3 and IMO Tier II certifed engines turn 32-inch 5-blade propellers on 2.5-inch shafts, through Twin Disc MG514B gears with 2:1 reduction. Both
W WORKBOATS: TUG & BARGE FSV for Seacor Gulf Craft delivered the third vessel in bow thrusters each outputting 200 hp. Libby L McCall Main Particulars a series of new class monohull fast sup- Station keeping is enhanced through Dimensions 59.1 x 9.75 x 4.57m port vessels (FSV) for SEACOR Marine. a
attracted the interest of Smith Systems, a manufacturer of precision sensors for the rail, automo- tive, mining and aerospace Photo: Incat Crowther industries. With the new Lita Ocean, a shipbuilder based in of fuel oil and 1,320 gallons of fresh wa- subchapter M requirements, Summit PSA 5 Main Particulars S
VIRTUAL REALITY • The Value to Ship Design “VIRTUAL REALITY TECHNOLOGY PROVIDES US WITH POWERFUL, INNOVATIVE WAYS TO EN- GAGE WITH OUR CLIENTS AND COMMUNICATE WITH OUR PROjECT TEAMS.” MIchAEl coMPlITA, PRINCIPAL IN CHARGE, ELLIOTT BAY DESIGN GROUP (EBDG) Photos: EBDG particularly as the manufacturing of
VIRTUAL REALITY • The Value to Ship Design The Virtual Walk-Through Elliott Bay Design Group (EBDG) uses Virtual Reality as a valuable tool in ship design allowing naval architects and owners the ability to experience the space in advance of fnal design; a powerful asset in ship repair and reft to help a
is that most of the com- tion and we have plenty more exciting for succeeding with crew reductions. prietary presentation platform/confgu- pany’s customer projects can be pub- solution proposals for the maritime in- Technology must also attend to commu- rator that manages 3D animations, voice lished
FERRY BUILDERS • Metal Shark Metal Shark derives about 25% of its business from the ferry market, building ferries for multiple mar-kets across the country. Photos courtesy Metal Shark based on actual usage and experience, fronts, hasn’t branched into ferry mar- operators are concerned about costs.
and portfolio. In particular, the company has been able to capitalize on the burgeoning ferry mar- ket, today accounting for about a quar- ter of its business, as Chris Allard, CEO, explains. CEO - Metal Shark By Greg Trauthwein certainly a market driver, and while that ment contracts, where in some
and staf functions route, but also maintains a large cross frst of three new vessels being built at are based. Stena Line’s feet matches the Channel business between England and San Francisco Bay area Operators Eastern Shipbuilding, in Panama City, combination of passengers and freight France. Its
Ferries to the Fore Photo Credit: Greg Trauthwein The ferry business, unlike more industrial parts of the shipping business, touches wide swaths of the world’s population across continents. The membership of In- terferry, the leading trade group for the industry, with non-Governmental organi- zation (NGO)
You’ll Like the Cut of This Jib When chic staterooms transform into sprawling verandas with the push of a button, you know cruise lines are sparing no expense in creating extravagant interior designs. With over 100 ships in the orderbook, and countless more due for retro? tting, only the most lavish and
is more activity in the The Zenitel group is the leader of intelligent commu- the maritime and offshore markets, what are retroft market. This is good for us as we have a huge installed base both on the Norwegian continental shelf nication systems. We are located in 18 countries around the business highlights
paint, such as his original oil rendition of The Whale and The Cloud (left, below). Art by Tomas Tillberg said. “It’s remote and vast and a bit mysterious, giant.”Expedition ship cabins are not huge, but too. There are high mountains, active volcanoes they are comfortable, designed with minimal- and
a 870 gW could be available – 480 from fxed ‘Virginia Ofce for Ofshore Wind’ to provide bottom turbines and 390 for foating. But criti- a clearinghouse and facilitator to advance of- cally, a total of 290 gW would be available be- shore wind.” Another recommendation: “Work low $125/MWh and 4 gW (fxed
Offshore Wind Energy Wind Energy Markets: Plenty of Supply, Growing Demand By Tom Ewing his is an honor: getting to start Maritime Reporter’s THE US ENERgY INFOR- new column on renewable MATION AdMINISTRA- Tofshore energy. In the com- ing months, this column will home in on TION (EIA) PROJECTS