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
needed for maintenance and repairs in order to maximize your productivity, keeping operational costs to a minimum. • Reduced fuel consumption over previous models due to EPA T4F / IMO III technologies and low idle speed. • Easy non-invasive inspection of cylinder components for simple predictive condition-based
EQUIPMENT AND THE ENVIRONMENT... LOOK TO LUBRIPLATE® MARINE LUBRICANTS THE ULTIMATE IN HIGH-PERFORMANCE, VGP COMPLIANT LUBRICANTS MADE FOR THE WORKBOAT INDUSTRY ATB BIOBASED EP-2 GREASE • Meets U.S. EPA Vessel General Permit (VGP) Requirements. • Passes U.S. EPA Static Sheen Test 1617. • Passes U.S. EPA Acute
. . . . . . . . . . . . . . . .(305) 443 9353 47 . . . . . .Anchor Maine & Supply, Inc . . . . . . . . . . . . . . . . . . . . . . . . . . .www.anchormarinehouston.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(800) 233-8014 35 . . . . . .Citgo Petroleum Lubrication . . . . .
, only to companies with continuing advertising programs in this publication, whether an advertise- BUYER’S DIRECTORY ment appears in every issue or not. Because it is an editorial service, unpaid and not part of the advertisers contract, MR assumes no responsibility for errors. If you are interested in having
options by utilizing a #2 Morse Taper arbor system, enabling fabricators to not only drill holes with Portable solution for annular cutters but also to use taps, Multiprocess Welding Miller Electric introduced the Dy- reamers, twist drills, drill chucks, coun- tersinks and other tools. Other features
CUTTING & WELDING have become popular because material ishing problems with brushing technol- Widely known by the handling is costly. Shipyards can save ogy in the sophisticated environments of brand name Flex- a lot of money if their cutting systems nuclear energy, aerospace and computer Hone, the
. Geographic Limitations: but the heat remains for the tugboat towing vessels have been required within their own operation that may Owners and operators must under- and towing vessel industry operating to maintain certi? ed Non-Tank Ves- involve a potential operator oversight stand that vessels must comply
Orthogrid and Isogrid integrally stiffened structures. proach would have to be implemented with far superior strength than manual highlights of technology used and de- About the Author beginning with stress and failure analy- fusion welds, as well as further cost veloped for NASA manufacturing pro- Jeff Ding
American workboat fabrication terials being joined. This precludes any process, it should be pointed out that titanium, steels, Inconels, etc.) where industry is located along the Southern possibility of solidi? cation defects. The FSW is a joining technology that is ex- there is a mismatch between the
Locks and Dam ? oating guide walls. These mark- ers are the ? rst wave in a project to improve safety and ef? ciency of maritime operations. Photo: USACE time, to be able to continue to provide a their transponder, and so they don’t even system, so countries that participate port. In some cases they
U.S. Coast Guard District 8 follows the crew of Canadian Coast Guard Icebreaker Terry Fox through the icy waters of Franklin Strait, in Nunavut Canada, August 11, 2017. Left: Coast Guard Cutter Cypress at sunset With the advent of electronic charts, users if any GPS satellite is providing the exit signs
Aids to Navigation team members from Dulac, La., straighten a solar panel that charges the aid’s lighting system. U.S. Coast Guard photo by Petty Of? cer 3rd Class Thomas Atkeson. www.marinelink.com 39 MR #9 (34-41).indd 39 MR #9 (34-41).indd 39 9/5/2018 11:45:41 AM9/5/2018 11:45:41 AM
. But people aren’t fully personnel and 19 civilians, NAVCEN Management System LNMs can warn aware of it yet.” falls under the Director of Marine Trans- USAIMS.” mariners about hazards “Each district has a relationship with portation Systems (CG-5PW) at USCG The legacy IATO- such as a buoy that is their
port community through par- Post 9/11, security concerns about the nation’s the alarm was sounded loudly one after another, ticipation, in part, in the USCG’s Area Maritime borders, air space and infrastructure, including by a raft of industry organizations, government Security Committees (AMSC), and
static IP addresses. Port executives will tell you they are BIMCO cyber guidelines for ships, the case, the KVH network keeps satel- working on all that plus some are par- program covers assessing and reducing lite traf? c off the internet before go- • The American Bureau of Shipping ticipating in Area
is committed to your success. That means reducing your risk of regulatory penalties while protecting your equipment and manufacturers’ warranties. Let us show you how utilizing applicable Clarion Green BIO and Clarion Green Synthetic products can help you steer clear of ? nes and downtime. Visit us
be hard to plead ignorance: ‘Oh we did not know we were hacked,’ It won’t ? y. The folks who manage legal and insurance need to worry about this, not just tech guys. ” ” Dean Shoultz, CTO, MarineCFO Adding to already existing risk within large sum of money to a vendor for some and a terrorism standpoint
Tish Keefe rics, ? rewalls, authentication, encryp- the port community. “If something hap- ports in the last two years: 3074 tion, passwords, anti-virus and anti- pened today and you go into a court and • The best-known incident was malware programs. That’s a staggering you haven’t trained your mariners
Offshore Training Center lifeboat manevering tank. nationally built and developed by the ICN itself. They manage to virtualize various vessels and ship activities such as marine communications (GMDSS), dynamic vessel positioning (DP), load- ing and unloading (FPSOs/Tankers); maneuvers (Ships/PSVs/AHSVs/T
ICN has its main of? ce in downtown Rio de Ja- oil direct from FPSOs located over remote pre- neiro adjacent to the Navy yard and the Port of salt plays, usually located around 300 km from Rio, overlooking Guanabara Bay, and also has a the coast. large and state-of-the-art training center, on the The creation
was located, or on the ship if it had been commissioned. Each ship has its own post of? ce, and its own cancellation stamp. During the war ships used a more generic “U.S. Navy” cancellation for security rea- sons. The hobby of collecting ship cov- ers started in the 1930s. They were issued for
maritime industry into a bustling global hub; pro- specialized set of laws and rules. Given the com- viding a resourceful trading corridor connecting plexity of these disputes, alternative dispute reso- East and West. The ? ow of international trade re- lution is a preferred way to litigation that can go
and Arbitration Center ese graduated from Maine Maritime Academy in 1979. (ADCCAC) among others. As part of the UAE’s government vision in continu- ously strengthening the UAE’s reputation and providing a stable legal framework to further boost investors’ con- ? dence, the UAE’s Federal Law No. 6 for
and a trained operator. increasing the reliability of the population as a Unlike tank plating, selective plating can whole. If cores are expensive they must be pro- be performed in situ – the part or component cessed almost regardless of cost. In the case of does not need to be removed and transported