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AWO: Focus On The Issues (Continued from page 51) and $2.1 million per vessel for 10 following years - a significant cut from the $3 million to $4.5 million under the current program. • The Merchant Marine Invest- ment Act would amend U.S. tax policy to become more comparable to foreign policies by expanding Capi- tal Construction Fund (CCF) avail- ability primarily to include vessels in coastwise trade. It also includes inland waterways liquid cargo barges, but only with regard to re- placement capacities - dry bulk ves- sels are excluded. Finally, the act would permit depreciation of U.S.- flagged vessels over three years, and allow CCF withdrawals to be used to acquire vessels by lease. • The National Shipbuilding and Conversion Act of 1993 would give the U.S. shipbuilding industry a shot in the arm by providing $ 175 million Tug-Barge Spill And Damage Prevention Simulatortrainingfortug captainsand mates. Maneuvering, traffic, docking and emergencies. Towing, in-notch or on-hip, 2 or 4 thous. hp tugs, 300-400 ft. barges. Various areas, docks, winds and currents, 3-5 days. Training programs especially designed for operators of large river tows (6- to15-barge flotillas) will be available in 1993. For information call Tom Garrigan at (516) 773-5603, FAX 5604. MarineSafety international Kings Point, NY Newport,Rl Circle 281 on Reader Service Card in loan guarantees for construction of vessels built in U.S. shipyards but intended for sale in foreign mar- kets. The guarantees, for the pur- chase of shipyard building equip- ment, would be made available through the Title XI program. Other key legislation in which AWO is taking an active role in- cludes: • Endangered Species Act Amendment - One amendment pro- posed would try to ensure balanced VIKING FENDER CO Complete Marine Fendering with Dockside Installation Facilifes When push comes to shove have a Viking on your side. Pau Pmd. 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Heavy guage 90/10 copper-nickel or 5000 series aluminum rectangular tube, structurally stronger with more cooling surface, and twice the wall thickness of other package kit type keel coolers with round tube. Custom designed to meet owner's operating conditions and the engine manufacturer's exact cooling requirements. The most compact form of keel cooling, can be recessed for a flush with hull installation. R. W. Fernstrum & Company 1716 11th Avenue • P. O. Box 97 Menominee, Ml 49858 Phone: (906) 863-5553 Fax: (906) 863-5634 Circle 288 on Reader Service Card 54 consideration of all impacts whe: implementingthelaw, including ecc nomic and social factors involved ii species preservation plans. Spon sored by Rep. Billy Tauzin (D-LA] the bill offers a new, and we believi better, focus on providing privati incentives for compliance rather thai increased state-based regulation AWO is actively involved with ar endangered species coalition anc strongly supports the Tauzin amendment. Similar legislation has been introduced in the Senate bj Sen. Max Baucus (D-MT). • Missouri River Management - AWO also is working hard for pas- sage of a bill already approved by the House Appropriations Committee that opposes efforts to change the water flow of the Missouri River if the result threatens the integrity of the Missouri and Mississippi River Systems. These limitations are de- fined as any burden greater than that currently placed on downstream states regarding flood control, navi- gation, power generation, or water supply - particularly during droughts. AWO is working on a similar initiative in the Senate. We will also continue the lengthy task of monitoring the Corps' revision of the Missouri River Master Water Con- trol Manual. The Corps has already released the centerpiece of this revison, the Preliminary Draft En- vironmental Impact Statement, and a final version is expected early next year. • Oil Pollution Act (OPA) - Regu- latory implementations of OPA con- tinues with two of the most impor- tant and costly provisions, double hulls and tank vessel response plans, for the most part in place. However, the industry awaits implementation of other key rules in the act, includ- ing Certificates Of Financial Respon- sibility (COFRs), and interim struc- tural and operational requirements for existing single-hulled vessels. Still other delays in implementation have slowed introduction of related new technologies which some believe will enhance safety, including the Global Positioning Satellite (GPS) and Vessel Traffic Service (VTS) sys- tem. Most importantly, the Coast Guard's slow movement to solve the impasse regarding the regulations for COFRs has caused great uncer- tainty for the industry. Finally, the American Waterways Shipyard Conference will be waging an ongoing effort to ensure that Con- gress maintains America's status as a maritime nation by supporting the maritime industry and the shipyards federal agencies such as the Depart- ment of Commerce, the Maritime Administration and the Export-Im- port Bank - of actively marketing the U.S. shipbuilding and its prod- ucts. Meeting the challenges, both as an association and an industry, won't be easy. But AWO's mission has never been easy and never will be, particularly in an age of acceler- ating government activism and lim- ited private financial resources. AWO remains committed to provide the top-notch leadership the barge and towing industry demands and needs to navigate safely past the shoals created by Congress and fed- eral agencies. Maritime Reporter/Engineering News
