Vessels covered by Subchapters C, U and O are "subject to the provisions of…" i. There are three classes of Uninspected vessels - Recreational, Fishing and Towing. Within the Coast Guard there are generally separate groups that deal with Inspected and Uninspected Vessels. While it may sound like the USCG has no connection with Uninspected vessels in the manufacturing process, this is not the case. The Coast Guard itself performs the inspection on an Inspected vessel, but the task of reviewing uninspected vessels is contracted out by the USCG to private companies.
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Follow BlueSeaSystems. Conversely, tank barges and U. Among Coast Guard districts, a vessel is less more likely to be inspected for safety pollution in districts eight, eleven, thirteen and fourteen than in district one; a safety pollution inspection is more less likely in districts seven and nine.
In and vessel safety inspections were less likely than vessel pollution inspections. Among months, a vessel safety pollution inspection is more less likely in August than during other months. In Table 3 estimates of equation 3 are presented, where each estimate is for a given district.
A comparison of these coefficients reveals the extent to which the likelihood of vessel safety and pollution inspections varies by type of vessel and U. In Table 4 estimates of equation 3 are presented, where each estimate is for a given year of the data set. The estimation results suggest that fishing and tug boats were likely to be inspected for pollution. Also, U. This is likely due to the fact that U. The statistically significant estimated coefficients suggest that: 1 a freight ship was more likely to be inspected for pollution in the years and and for safety in the years and ; 2 a passenger boat was more likely to be inspected for pollution in the years ; 3 a recreation boat was more likely to be inspected for pollution in the years ; 4 a tank barge was more likely to be inspected for pollution in the year and for safety in the years and ; and 5 a tank ship was more likely to be inspected for pollution in The increased probability of tank-ship pollution inspections in the early s could be the result of growing concerns of marine pollution after the Exxon Valdez spill in and the passage of the Oil Pollution Act of In Table 5, estimates of equation 3 are presented, where each estimate is for a given month.
The estimation results suggest that, irrespective of the month, fishing and tug boats are likely to be inspected for pollution and U.
Further, the results suggest that: 1 a passenger boat is more likely to be inspected for pollution in the months of January, February and September through December; 2 a recreation boat is more likely to be inspected for pollution in the months of February, March, May and October through December; and 3 a tank barge is more likely to be inspected for safety in the months of February, March, April, June, July and November.
The above vessel inspection results bring into question the effectiveness of the U. Coast Guard vessel inspection program in reducing pollution from vessel oil spills. Coast Guard found that tank barge accidents incurred greater in-water and out-of-water oil spillage than accidents of tanker ships and non-oil-cargo vessels.
Talley, Jin and Kite-Powell forthcoming also found that the out-of-water oil transfer spills of tank barges were greater than those of tanker ships and non-oil-cargo vessels. The policy implication of these studies for reducing pollution from vessel oil spills is that greater attention, say more vessel pollution inspections, needs to be given to reducing the vessel-accident and transfer oil spills of tank barges.
However, this study found that the U. Coast Guard is more likely to inspect tank barges for safety than for pollution. However, commercial fishing is one of the least safe occupations. In the U. Between and , 2, U. Coast Guard, Marginal Probabilities The estimated probit marginal probabilities with respect to the explanatory variables found in Tables 2 through 5 are presented in Table 2 and Tables 6 through 8, respectively.
The marginal probability estimates indicate the extent to which the change in a given explanatory variable changes the probability of a vessel safety inspection. From the third column of Table 2, one notes that when the vessel is a recreation and fishing boat, the probability of the vessel being inspected for safety decreases pollution increases by.
The district marginal probabilities found in Table 6 suggest that a freight ship, passenger boat and a tank ship are the least likely to be inspected for safety in district 11 the probability decreases by. A tank barge and a tank ship are the most likely to be inspected for safety in district 14 the probability increases by.
From Table 7, a fishing boat, freight ship, passenger boat, recreation boat, tank barge, tank ship and tug boat were the least most likely to be inspected for safety pollution in , , , , , and , respectively. A freight ship, tank barge and a U. The marginal probabilities for safety inspections of U. A tank barge and a U. Conclusion This study has investigated the probability of a vessel being inspected for safety and pollution by the U.
Is a given type of vessel more likely to be inspected for safety than for pollution? Do the vessel safety and pollution inspection probabilities for a given type of vessel vary by geographic location Coast Guard district and time year and month? These questions were investigated by probit estimations of vessel safety versus pollution inspection equations based by individual vessel inspections by the U. The estimation results suggest that fishing, passenger, recreation and tug boats are less more likely to be inspected for safety pollution , whereas tank barges and U.
Also, vessel inspection probabilities by vessel type vary by Coast Guard district. In district 11, a freight ship, a passenger boat, a recreation boat and a tank ship are more likely to be inspected for pollution, but are more likely to be inspected for safety in districts 2 and 14, districts 8 and 9, district 1 and district 14, respectively.
Further, vessel inspection probabilities by vessel type vary by time. A freight ship was more likely to be inspected for pollution safety in the years and and ; a tank barge was more likely to be inspected for pollution safety in and Irrespective of the month, fishing and tug boats are more likely to be inspected for pollution and U.
When the vessel is a tank barge and a U. The estimated marginal probabilities for safety inspections of U. Endnotes 1. The IMO was established in and today has member countries. The final text adopted by the conference, i. The convention is ratified or comes into force when a specified number of countries are signatories to the convention. Each ratifying country is obligated to enact the convention into national law i.
Subsequently adopted safety conventions address the overloading of ships, ship traffic separation schemes, the use of space satellites to aid ship operation and its safety, the training of crews to promote ship safety, minimum certification standards for crews, and search and rescue operations. It requires the issuance of ship pollution inspection certificates, the adherence of ships to specific anti-pollution rules, and the reporting of incidents involving harmful substances.
The Convention on Oil Pollution Preparedness, Response and Cooperation enhanced the ability of countries to cope with sudden oil pollution emergencies such as those from tanker accidents. For further discussion of IMO pollution and safety conventions, see Talley forthcoming. For a general discussion of maritime safety, see Talley Three MSMS data tables were merged to obtain the data set for this study.
For further discussion, see Greene Talley, W. Grammenos, London: Lloyds of London Press, Hensher and K. Button, Oxford: Pergamon.
Jin and H.
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