Marpol V and Cargo Residues in the Great Lakes

1995 ◽  
Vol 32 (03) ◽  
pp. 179-185
Author(s):  
Eric Reeves ◽  
Laurie Perry
Keyword(s):  
Great Lakes ◽  
Central Region ◽  
Scientific Information ◽  
Special Problem ◽  
The United States ◽  
Coast Guard ◽  
Regulatory Regime ◽  
Enforcement Policy ◽  
Bulk Carriers ◽  
The U.S

In 1989 the U.S. Coast Guard promulgated regulations implementing Annex V to Marpol 73/78, which regulates the discharge of "garbage" from ships. Since that time it has become apparent that Marpol V, an international regime designed for the high seas, does not translate into a workable regime for the Great Lakes without some modification for the special problem of cargo residue discharges from dry bulk carriers. Application of Marpol V to the Great Lakes by the United States has also created an anomaly, because Canada has yet to do so, in large part because of serious concerns about its application to cargo residues on the Great Lakes. On September 22, 1993 the U.S. Coast Guard Ninth District put out an interim enforcement policy designed to provide a reasonable balance between the need to protect the environment of the lakes against any possible harm while taking account of the need for safe operation of commercial dry bulk carriers. At the same time, in cooperation with the Canadian Coast Guard Central Region and the U.S. National Oceanic and Atmospheric Administration, the U.S. Coast Guard Ninth District is developing better scientific information about the possible effects of cargo residues in order to build a scientific basis for a revised regulatory regime. As the scientific study progresses, the Ninth Coast Guard District continues to make modifications to the current enforcement policy, in consultation with Canadian Coast Guard Central Region, the scientific community, industry, and environmental groups. The final goal is a reasonably balanced and consistent regime on both sides of the lakes, in accordance with the mandates of the Great Lakes Water Quality Agreement.

Implications of the 2012 U.S. Election for U.S. Policy in Africa’s Great Lakes Region

2013 ◽  
Vol 56 (2) ◽  
pp. 185-191
Author(s):  
Georges Nzongola-Ntalaja
Keyword(s):  
United States ◽  
Natural Resources ◽  
Great Lakes ◽  
Democratic Republic ◽  
The United States ◽  
Great Lakes Region ◽  
Security Sector ◽  
White House ◽  
Republic Of The Congo ◽  
The U.S

Abstract:While Africans are generally satisfied that a person of African descent was reelected to the White House following a campaign in which vicious and racist attacks were made against him, the U.S. Africa policy under President Barack Obama will continue to be guided by the strategic interests of the United States, which are not necessarily compatible with the popular aspirations for democracy, peace, and prosperity in Africa. Obama’s policy in the Great Lakes region provides an excellent illustration of this point. Since Rwanda and Uganda are Washington’s allies in the “war against terror” in Darfur and Somalia, respectively, the Obama administration has done little to stop Kigali and Kampala from destabilizing the Democratic Republic of the Congo (DRC) and looting its natural resources, either directly or through proxies. Rwanda and Uganda have even been included in an international oversight mechanism that is supposed to guide governance and security sector reforms in the DRC, but whose real objective is to facilitate Western access to the enormous natural wealth of the Congo and the Great Lakes region.

American Bureau of Shipping Activities on Behalf of the United States Coast Guard

1984 ◽  
Vol 21 (03) ◽  
pp. 262-269
Author(s):  
John W. Reiter
Keyword(s):  
United States ◽  
The United States ◽  
Coast Guard ◽  
Working Relationship ◽  
United States Coast Guard ◽  
Long Period ◽  
The Past ◽  
The U.S

The American Bureau of Shipping and the U.S. Coast Guard have enjoyed an excellent working relationship for a long period of time. This paper gives a brief description of both organizations, describes some of the past cooperative arrangements, and details the latest agreement concerning commercial vessel plan review and inspection.

Rethinking Market Regulation

2021 ◽  
Author(s):  
John N. Drobak
Keyword(s):  
United States ◽  
Economic System ◽  
The United States ◽  
Regulatory Regime ◽  
Market Regulation ◽  
Popular Belief ◽  
The Past ◽  
United States Today ◽  
The Common ◽  
The U.S

Rethinking Market Regulation: Helping Labor by Overcoming Economic Myths tackles the plight of workers who lose their jobs from mergers and outsourcing by examining two economic “principles,” or narratives that have shaped the perception of the economic system in the United States today: (1) the notion that the U.S. economy is competitive, making government market regulation unnecessary, and (2) the claim that corporations exist for the benefit of their shareholders but not for other stakeholders. Contrary to popular belief, this book demonstrates that many markets are not competitive but rather are oligopolistic. This conclusion undercuts the common refrain that government market regulation is unnecessary because competition already provides sufficient constraints on business. Part of the lack of competition has resulted from the large mergers over the past few years, many of which have resulted in massive layoffs. The second narrative has justified the outsourcing of millions of jobs of U.S. workers this century, made possible by globalization. The book argues that this narrative is not an economic principle but rather a normative position. In effect, both narratives are myths, although they are accepted as truisms by many people. The book ties together a concern for the problems of using economic principles as a justification for the lack of government intervention with the harm that has been caused to workers. The book’s recommendations for a new regulatory regime are a prescription for helping labor by limiting job losses from mergers and outsourcing.

Highlights of the Load Line Conference, 1966

1966 ◽  
Vol 3 (03) ◽  
pp. 271-272
Author(s):  
David B. Bannerman
Keyword(s):  
United States ◽  
The United States ◽  
Coast Guard ◽  
Load Line ◽  
Marine Industry ◽  
The U.S

When it had been decided that a Load Line Conference would be held in 1966, the United States drafted a complete proposed Convention which was based on the work of the United States Load Line Committee, a group sponsored by the Coast Guard, consisting of representatives of both government and the marine industry. This draft was circulated by Intergovernmental Maritime Consultative Organization to all governments in early 1964. Other governments then sent their comments on the U.S. proposal, and all comments were circulated together with the U.S. draft; the USSR prepared a complete draft also, and these were the two basic conference documents.

Implications of OPA 90 in General and Its Effect on the T-AO 187 Class Oilers in Particular

1994 ◽  
Vol 31 (03) ◽  
pp. 175-182
Author(s):  
Hans Hofmann ◽  
George Kapsilis ◽  
Eric Smith ◽  
Robert Wasalaski
Keyword(s):  
United States ◽  
Structural Changes ◽  
Oil Pollution ◽  
The United States ◽  
Coast Guard ◽  
International Maritime Organization ◽  
The Status ◽  
Oil Tankers ◽  
The U.S ◽  
Hull Construction

The Oil Pollution Act of 1990 has mandated that by the year 2015 all oil tankers operating in waters subject to jurisdiction of the United States must have double hulls. This paper examines the Act and the status of regulatory initiatives it has generated. Guidance for new hull construction and retrofit of existing vessels is outlined, and both IMO (International Maritime Organization) and U.S. Coast Guard requirements are discussed. Finally, the structural changes necessary to convert the U.S. Navy's T-AO Class oil tankers to meet the requirements of the Act are specified and illustrated.

Uncle Sam’s Efforts

2018 ◽  
pp. 51-86
Author(s):  
Lisa Lindquist Dorr
Keyword(s):  
United States ◽  
Federal Government ◽  
The United States ◽  
Coast Guard ◽  
Local Law Enforcement ◽  
Eighteenth Amendment ◽  
Local Law ◽  
State And Local ◽  
American Cities ◽  
The U.S

With the passage of the Eighteenth Amendment, the federal government developed and enforcement strategy that charged the U.S. Coast Guard with preventing the illegal importation of liquor on the high seas surrounding the United States. The U.S. Customs Bureau guarded the nation's ports and borders, and the Prohibition Bureau working with state and local law enforcement patrolled the nation's interior. Congress, however, failed to appropriate the resources needed to enforce the law. The Coast Guard lacked enough ships to patrol U.S. waters, and faced uncertainty over the extent to which American authority extended out from shore. The Coast Guard picketed, tracked and trailed suspected rum runners, and disrupted the Rum Rows that developed off the coasts of American cities, but could not fully stop liquor smuggling.

MEXUSPAC: MEXICO/U.S. PACIFIC REGIONAL RESPONSE COORDINATION TEAM1

1995 ◽  
Vol 1995 (1) ◽  
pp. 959-960
Author(s):  
Daniel Whiting
Keyword(s):  
United States ◽  
Mexico City ◽  
Marine Environment ◽  
United States Of America ◽  
The United States ◽  
Coast Guard ◽  
Hazardous Substances ◽  
Contingency Plan ◽  
Marine Safety ◽  
The U.S

ABSTRACT The Agreement of Cooperation Between the United States of America and the United Mexican States Regarding Pollution of the Marine Environment by Discharges of Hydrocarbons and other Hazardous Substances, signed in Mexico City in 1980, provides a framework for cooperation in response to pollution incidents that pose a threat to the waters of both countries. Under this agreement, MEXUSPAC organizes Mexican and U.S. response agencies to plan for and respond to pollution emergencies in the marine environment. The MEXUSPAC contingency plan designates the commandant of the Mexican Second Naval Zone and the chief of the U.S. Coast Guard 11th District Marine Safety Division as the MEXUSPAC Cochairmen, and defines on-scene commanders, joint operations centers, and communications protocols that would be needed to coordinate the response to pollution incidents affecting both countries.

TANK VESSEL PETROLEUM TRANSPORTATION AS A PREDICTOR OF MARINE OIL SPILLS

2005 ◽  
Vol 2005 (1) ◽  
pp. 143-147
Author(s):  
Daniel R. Norton
Keyword(s):  
Marine Environment ◽  
Oil Spills ◽  
Strong Relationship ◽  
The United States ◽  
Coast Guard ◽  
Army Corps ◽  
Data Sets ◽  
Data Set ◽  
Annual Volume ◽  
The U.S

ABSTRACT The annual volume of oil spilled into the marine environment by tank vessels (tank barges and tanks hips) is analyzed against the total annual volume of oil transported by tank vessels in order to determine any correlational relationship. U.S. Coast Guard data was used to provide the volume of oil (petroleum) spilled into the marine environment each year by tank vessels. Data from the U.S. Army Corps of Engineers and the U.S. Department of Transportation's (US DOT) National Transportation Statistics (NTS) were used for the annual volume of oil transported via tank vessels in the United States. This data is provided in the form of tonnage and ton-miles, respectively. Each data set has inherent benefits and weaknesses. For the analysis the volume of oil transported was used as the explanatory variable (x) and the volume of oil spilled into the marine environment as the response variable (y). Both data sets were tested for correlation. A weak relationship, r = −0.38 was found using tonnage, and no further analysis was performed. A moderately strong relationship, r = 0.79, was found using ton-miles. Further analysis using regression analysis and a plot of residuals showed the data to be satisfactory with no sign of lurking variables, but with the year 1990 being a possible outlier.

Integrated Vessel Response Plan Format

1999 ◽  
Vol 1999 (1) ◽  
pp. 635-638
Author(s):  
William C. Rogers ◽  
Jean R. Cameron
Keyword(s):  
Oil Spill ◽  
West Coast ◽  
Oil Pollution ◽  
Task Force ◽  
The United States ◽  
Coast Guard ◽  
Response Planning ◽  
Vessel Response ◽  
Response Plan ◽  
The U.S

ABSTRACT Oil shipping companies operating on the West Coast of the United States are subject to international, federal, and state oil spill prevention and response planning regulations. Many companies wrote separate plans for each jurisdiction with the result that tank vessels carried several different plans on board and parent companies faced an administrative burden in keeping plans current. In June 1996, oil shipping company representatives proposed that the States/British Columbia Oil Spill Task Force work with them to develop a format incorporating West Coast states' and U.S. Coast Guard contingency planning requirements. A workgroup comprised of representatives of the Task Force, industry, and the U.S. Coast Guard, working cooperatively, eventually proposed a voluntary integrated plan format based on the key elements of the U.S. Coast Guard Vessel Response Plan. This format allowed correlation with state planning requirements as well as with the Shipboard Oil Pollution Emergency Plan (SOPEP) required by international regulations. The U.S. Coast Guard, the Canadian Ministry of Transport, and all West Coast states have subsequently documented their agreement to accept vessel plans in this format, to coordinate review as needed, and to allow references to public documents such as Area Plans.

ESA Section 7: Time for a Refresh in the Pre-Spill Planning Consultation Process

2017 ◽  
Vol 2017 (1) ◽  
pp. 173-192
Author(s):  
Stacey L. Crecy ◽  
Melissa E. Perera ◽  
Elizabeth J. Petras ◽  
John A. Tarpley
Keyword(s):  
Endangered Species ◽  
Oil Spill ◽  
Environmental Protection Agency ◽  
The United States ◽  
Federal Agencies ◽  
Coast Guard ◽  
Service Agency ◽  
Consultation Process ◽  
Oil Spill Response ◽  
The U.S

ABSTRACT #2017-373 Federal agencies involved in oil spill response in the U.S. are required to comply with several environmental compliance laws. Where a Federal agency is operating in a way that may affect endangered species in the area, Section 7 of the Endangered Species Act (ESA) requires the agency to “consult” with the two Federal agencies responsible for protecting those species and habitats – the National Marine Fisheries Service (NMFS) and the United States Fish and Wildlife Service (USFWS). Following the Deepwater Horizon oil spill, nonprofit organizations filed several lawsuits against the U.S. Coast Guard (USCG) and the Environmental Protection Agency (EPA) (the “Action Agencies”) for failure to comply with the ESA during oil spill contingency planning. In one case, a settlement required the Action Agencies to consult with the NMFS and USFWS (together, called the “Services”) on the plan to use oil spill dispersants in California waters. Perhaps responding to these developments, several Regional Response Teams across the country initiated or made plans to review the status of their ESA Section 7 consultations. These efforts have varied in cost, scope, composition of agency representatives involved, and success in completing a consultation for a variety of reasons. There have been numerous challenges for USCG and EPA in meeting the ESA Section 7 consultation requirements for oil spill planning. First, the most recent framework for cooperation between the Action Agencies and the Services regarding consulting on oil spill planning and response activities is contained in an Interagency Memorandum of Agreement (MOA) signed in 2001. Although the agreement is still valid, some parts have been identified as outdated or in need of clarification. Secondly, there are no direct funding mechanisms or dedicated personnel assigned to the Action Agencies to work on pre-spill ESA Section 7 consultations. Third, recommendations and consultation outcomes can vary between Service agencies as well as internally within each Service agency due to a high level of regional autonomy. In 2015, the National Response Team (NRT) formed a new, interagency subcommittee to improve the Federal Action Agencies’ ability to comply with environmental laws such as the ESA with respect to oil spill response and pre-spill planning. A workgroup of the NRT Subcommittee was formed to specifically address pre-spill ESA Section 7 consultation processes. The workgroup includes regional and national representatives from the Action Agencies and the Services. In addition to strengthening relationships and understanding among the participating agencies, the workgroup has identified gaps in the 2001 MOA and is in the process of developing tools and templates on how to conduct pre-spill ESA Section 7 consultations to help fill some of the existing gaps. The workgroup ultimately hopes to facilitate the development of updated, complete, efficient, and consistent ESA Section 7 consultations across the nation.

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