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Thursday, June 29,
2000
The new pricing structure for the registry sets annual tonnage taxes at $0.10 per net ton, plus a flat annual fee of $3,800 per vessel. There are separate fees for MIIPS contributions, to cover IMO dues, and marine inspections. An initial registration fee of $0.13 per net ton, not to exceed $3,900, plus a one off payment of $1,500 per vessel, will be waived for vessels committed to the registry during the six months commencing July 1. "This is just the beginning," says Cohen. "We are going to continue our investment in technology, and continue to bear down on internal costs while at the same time enhancing access for shipowners. We are currently testing the on-line seafarer documentation system, which will save shipowners time and money. By the beginning of next year we hope to be offering on-line registration of ships for those who want it, which will allow us to pass on further savings to owners. Service will improve, quality will remain at the highest level, but costs will continue to fall. A one-to-one personal service will always be available to owners who want it." Almost 1,900 vessels of 60 million gt currently
fly the Liberian flag. Unions
get $4million to help Gulf Coast mariners meet STCW requirements Beth
Steel gets $20 million, three-year contract from Kvaerner Philadelphia Charles Mattia, general manager - marketing for BLP, said "A key part of this contract is BLP's commitment to provide required plate tonnages to exacting specifications and delivery schedules. Kvaerner's presence in the Delaware Valley is good for local companies, like Bethlehem Steel, and the state's economic initiatives." The required ABS plate steel grades will
be rolled on Bethlehem Steel's mills in Conshohocken, Pa., and
Burns Harbor, Ind. Both mills' unique capabilities will be used
to meet the customer's requirements. The plate is subsequently
blasted, painted and shipped to the Philadelphia shipyard on
a just-in-time basis. EurOPA
initiative endorsed by European Council (The EurOPA initiative is, of course, high on the agenda for our upcoming Maritime Legislation, Regulation and Policy Conference being held in Washington in September) CLASSIFICATION SOCIETIES: It seems likely that a shake up in the recognition of classification societies could be under way. The Council noted that a proposed directive is in the works seeking to "reinforce and harmonize" the quality of bodies surveying and inspecting ships on behalf of member states. It looks as though the power to recognize, supervise or suspend surveying/inspecting organizations (e.g. classification societies) will be moved from individual European Community member countries to the European Commission--though member states will retain the right to designate the organizations which are charged with the surveillance of their own fleets. The proposed directive will also seek to harmonize the civil liabilities to which accepted surveying/inspecting organizations are exposed. Importantly, it will establish the information that must be furnished to flag state, to the Paris MOU's Sirenac data base for use by port states, and--in the case of a change of classification society--to the new class society. PORT STATE CONTROL: The Council wants to see an intensification of work on the European Commission's proposals for a Port State Control directive. It wants to be in a position to reach a joint decision with the European Parliament on the proposed directive by October. A major element of this directive is a proposal that the ships seen as presenting the greatest risks of pollution be barred from European Community ports. In its conclusions, the Council sets the end of the present year as its target date for introducing this measure. DOUBLE HULLS: The Council also wants work to progress on proposals for an accelerated phase out of single hull tankers in preparation for an October debate on the issue. The Commission is proposing that tankers flying the flag of a member state, or wishing to enter a European Community port, should be equipped with a double hull in accordance with the time frame imposed by the U.S. Oil Pollution Act of 1990, rather than that imposed by the MARPOL convention. The Commission also wants to see the double hull requirement imposed on vessels smaller than those covered by MARPOL. The Commission is also proposing financial incentives, such as reduced port and pilotage fees, for double hulled vessels. In its conclusions, the Council urges member states to work within IMO for a revision of MARPOL that would accelerate that convention's phase out of single hulled vessels. [This report is a brief summary of some major points from the Council's official release. That document is currently only available in French. To get the full French text click here]
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