Oil Pollution Act Liability Limits 

in 2017 

Report to Congress 

August 21, 2018 

U. S. Coast 

Guard 
Foreword 

I am pleased to present the following report, “Oil Pollution Act Liability 

Limits in 2017,” as prepared by the U.S. Coast Guard. 

The Coast Guard and Maritime Transportation Act of 2006 directs the 

submission of an analysis of the extent to which oil discharges from vessels 

and non-vessel sources have or are likely to result in removal costs and 

damages for which no defense to liability exists and that exceed the 

established liability limits. 

Pursuant to congressional requirements, this report is being provided to the 

following Members of Congress: 

The Honorable John Thune 

Chairman, Senate Committee on Commerce, Science, and Transportation 

The Honorable Bill Nelson 

Ranking Member, Senate Committee on Commerce, Science, and Transportation 

The Honorable Bill Shuster 

Chairman, House Committee on Transportation and Infrastructure 

The Honorable Peter DeFazio 

Ranking Member, House Committee on Transportation and Infrastructure. 

I am happy to answer any further questions you may have, or your staff may contact my Senate 

Liaison Office at (202) 224-2913 or House Liaison Office at (202) 225-4775. 

Sincerely, 
i 

Oil Pollution Act Liability Limits in 2017 

Table of Contents 

I. Legislative Language 1 

II. Background 2 

III. Analysis of Discharges 3 

IV. Impacts on the Fund 9 

V. Findings with Respect to Further Liability Limit Adjustments 12 

Attachment A: Incidents Exceeding Liability Limits by Vessel Type 18 

Attachment B: Incidents Exceeding Liability Limits by Incident Date 21 

Attachment C: Incidents Exceeding Liability Limits with Limits to Achieve 50% Cost Share 26 
1

I. Legislative Language 

This report responds to the language set forth in section 603(c) of the Coast Guard and Maritime 

Transportation Act of 2006, (Pub. L. 109-241), as amended by section 601 (b) of the Coast 

Guard Authorization Act of 2015 (Pub. L. 114-120), which states: 

 

SEC. 603. LIMITS ON LIABILITY. 

(c) REPORT.— 

(1) Initial Report. – Not later than 45 days after the date of enactment of this 

Act, the Secretary of the department in which the Coast Guard is operating shall 

submit a report on liability limits described in paragraph (2) to the Committee 

on Commerce, Science, and Transportation of the Senate and the Committee on 

Transportation and Infrastructure of the House of Representatives. 

(2) Contents. – The report shall include, at a minimum, the following: 

(A) An analysis of the extent to which oil discharges from vessels and 

nonvessel sources have or are likely to result in removal costs and damages 

(as defined in section 1001 of the Oil Pollution Act of 1990 

(33 U.S.C. § 2701)) for which no defense to liability exists under section 

1003 of such Act and that exceed the liability limits established in section 

1004 of such Act, as amended by this section. 

(B) An analysis of the impacts that claims against the Oil Spill Liability 

Trust Fund for amounts exceeding such liability limits will have on the 

Fund. 

(C) Based on analyses under this paragraph and taking into account 

other factors impacting the Fund, recommendations on whether the liability 

limits need to be adjusted in order to prevent the principal of the Fund from 

declining to levels that are likely to be insufficient to cover expected claims. 

 (3) Annual Updates. – The Secretary shall provide an update of the report 

to the Committees referred to in paragraph (1) not later than January 30 of the 

year following each year in which occurs an oil discharge from a vessel or 

nonvessel source that results or is likely to result in removal costs and damages 

(as those terms are defined in section 1001 of the Oil Pollution Act of 1990 (33 

U.S.C. § 2701)) that exceed liability limits established under section 1004 of 

the Oil Pollution Act of 1990 (33 U.S.C. § 2704). 
2

II. Background 

The Oil Pollution Act of 1990 (OPA) was enacted in the wake of the T/V EXXON VALDEZ oil 

spill to promote measures for the prevention of oil spills on navigable waters, the adjoining 

shorelines, and the exclusive economic zone. It provided a more robust federal response to 

spills, increased the liability of polluters (Responsible Parties (RPs)) for such spills, and provided 

for compensation to those that incurred removal costs and damages as a result of these spills. 

The OPA provides that RPs are strictly liable for removal costs and damages resulting from a 

discharge up to statutory liability limits. In general, RPs are liable without limit when the 

discharge results from gross negligence or willful misconduct or a violation of operation, safety, 

or construction regulations (OPA 1004 (33 U.S.C. § 2704)). 

In 1986, Congress established within the Treasury of the United States, the Oil Spill Liability 

Trust Fund (the Fund),1

 however, it was not until after the 1989 Exxon Valdez oil spill that under 

the OPA, Congress transferred monies into the Fund and authorized its use. The National 

Pollution Funds Center (NPFC) was created and delegated authority by the Commandant, via 

re-delegations of authority vested in the Secretary of the department in which the Coast Guard 

was operating at the time, to manage the Fund. The Fund plays a critical role in the OPA regime. 

It pays federal costs for oil removal when a discharge occurs and reimburses third-party claims 

for uncompensated removal costs and damages when a responsible party does not pay or is not 

identified. The types of damages compensable under the OPA include damages to natural 

resources, loss of subsistence use of natural resources, damages to real or personal property, loss 

of profits or earning capacity, loss of government revenues, and increased cost of public services. 

In addition, the Fund is an important source of annual appropriations to various federal agencies 

responsible for administering and enforcing a wide range of oil pollution prevention and 

response programs addressed in the OPA (OPA 1012 (33 U.S.C. § 2712)). 

Specific to this report, the Fund is available, as provided by the OPA, to pay claims for removal 

costs and damages resulting from an oil discharge that exceeds the responsible party’s liability 

limits. This includes payment of claims from RPs who pay or incur removal costs or damages in 

excess of their liability limits and can establish their entitlement to the limits under the 

circumstances of the discharge (OPA 1008 (33 U.S.C. § 2708)). 

Claims to the Fund are payable only from the Fund, and payments are limited by the available 

balance. For any single discharge incident, the Fund is authorized to pay no more than $1 

billion, of which no more than $500 million may be paid for natural resource damages (OPA 

9001(c) (26 U.S.C. § 9509)). 

Pursuant to section 603 of the Coast Guard and Maritime Transportation Act of 2006, liability 

limits for vessel discharges were substantially increased. In that same section, Congress 

requested this analysis and report. 

 

 

1

 Omnibus Budget Reconciliation Act of 1986 (P.L. 99-509) 
3

III. Analysis of Discharges 

This section provides an analysis of the extent to which oil discharges from non-vessel and 

vessel sources have resulted or are likely to result in removal costs and damages, as defined in 

the OPA, that exceed liability limits established in the OPA, as amended by the Coast Guard and 

Maritime Transportation Act of 2006 (Pub. L. 109-241). 

A. Non-vessel Sources 

When the liability caps under the OPA apply, RPs for an offshore facility will be liable for all 

removal costs plus up to $133.65 million for damages. This limit of liability was adjusted by the 

Department of the Interior’s Bureau of Ocean Energy Management, on December 14, 2014, to 

reflect inflation occurring since 1990.2

 The incident involving the DEEPWATER HORIZON

drilling rig and its Macondo well, (DEEPWATER HORIZON incident) is the only incident to 

have resulted in damages known to exceed the statutory liability limit for an offshore facility.3

 

In response to this incident, on May 12, 2010, the Administration proposed raising the limitation 

of liability for all RPs, including those responsible for offshore facilities. As of July 2016, BP 

estimates that the pre-tax cost of the incident totals $61.6 billion. Further, on April 4, 2016, an 

approximately $20 billion agreement was approved by a U.S. District Court that included, among 

other things, the United States’ outstanding civil penalty and natural resource damage claims 

against BP, as well economic damage claims of the five Gulf States and local governments. As 

the background data for all offshore incidents since the enactment of the OPA show, the 

DEEPWATER HORIZON discharge is a catastrophic incident not typical of historical offshore 

facility incidents. There have been no other offshore facility incidents that approach the $133.65 

million limit on damages under existing law. 

With respect to offshore facility incidents (other than the incidents involving the DEEPWATER 

HORIZON and Taylor Energy ), the best available data indicate there have been 53 incidents 

since the enactment of the OPA that have resulted in removal costs and damages (5 Mobile 

Offshore Drilling Units and 48 Offshore Platforms). Figure 1 shows the frequency of these 

incidents by year and facility type. 

 

 

 

2

 See 79 F.R. 73832. The OPA (33 U.S.C. § 2704(d)(4)) requires that the OPA limits of liability be adjusted “not 

less than every 3 years . . . to reflect significant increases in the Consumer Price Index.” 

3

 In addition to the Deepwater Horizon incident, in 2004 an oil leak from a Taylor Energy oil platform commenced and 

has yet to be fully contained. Data provided by the RP for the Taylor Energy oil platform spill indicate that over $800 

million for removal costs have been spent to date. The Coast Guard has not yet verified whether any of these costs were 

proper removal costs under the OPA. However, there is no limit of liability under OPA for removal costs when 

responding to discharges or threats of discharge from offshore facilities. Therefore, the OPA limit of liability for this 

case is adequate (i.e., since their damages do not approach the $133.65 million amount). This incident is mentioned in 

this report because it is a high visibility spill and its omission in this report might create confusion. 
4

Figure 1: Number of Offshore Facility Incidents by Year and Facility Type 

(Excludes 2010 Deepwater Horizon and Taylor Energy Oil Spills)

Figure 2 shows the total incident cost for each of these incidents. As depicted, the highest cost 

incident, at approximately $18.7 million (in 2017 dollars), does not meet the statutory limit of 

liability of all removal costs (plus $133.65 million for damages). 

Figure 2: Total Incident Cost of Offshore Facility 

Incidents by Facility Type (2017 Dollars / Excludes Deepwater Horizon and Taylor Energy Oil Spills) 

0

2

4

6

8

10

12

Drilling Rig

Offshore Platform

$0

$2,000,000

$4,000,000

$6,000,000

$8,000,000

$10,000,000

$12,000,000

$14,000,000

$16,000,000

$18,000,000

$20,000,000

Drilling Rig

Offshore Platform
5

For incidents involving discharges from onshore facilities, the OPA limit of liability is 

$633,850,000 per incident, inclusive of both removal costs and damages.4 The 2010 Enbridge 

Energy Partners Lakehead Line 6B pipeline oil spill in Michigan is the sole onshore facility 

incident that has reportedly resulted in removal costs and damages that exceed the onshore 

facility liability limit. 

As of June 2017, Enbridge Energy Partners reported costs of $1.2 billion resulting from its 

pipeline spill. Of that amount, the full extent of the OPA removal costs and damages from the 

Enbridge Energy Partners Lakehead Line 6B pipeline incident cannot be predicted with any 

degree of certainty at this time. As the background data for all onshore facility incidents since 

the enactment of the OPA show, the Enbridge Energy Partners Lakehead Line 6B discharge is a 

catastrophic incident not typical of historical onshore facility incidents. There have been no 

other onshore facility incidents that approach the $633,850,000 limit under existing law. 

With respect to onshore facility incidents (other than the incident involving the Enbridge 

pipeline), best available data indicate there have been 4,912 incidents since the enactment of the 

OPA. Figure 3 shows the frequency of these incidents by year. 

Figure 3: Number of Onshore Facility Incidents by Year 

(Excludes 2010 Enbridge Pipeline Oil Spill)

Figure 4 shows the total incident cost of the five most expensive onshore facility incidents per 

year. As depicted, the highest cost incident, at approximately $41.5 million (in 2017 dollars), 

does not meet the statutory $633,850,000 limit of liability. 

 

4

 33 U.S.C. § 2704 (a)(4) and 33 C.F.R. § 138.230. The onshore facility limit of liability is subject to adjustment by 

regulatory action to reflect significant increases in the Consumer Price Index under 33 U.S.C. § 2704(d)(4), and may 

also be adjusted for risk under 33 U.S.C. § 2704(d)(1). 
6

Figure 4: Total Incident Cost of the Five Most Expensive Onshore Facility Incidents per Year (2017 Dollars / 

Excludes 2010 Enbridge Pipeline Oil Spill) 

B. Vessel Sources 

After being adjusted for inflation, the OPA provides the following liability limits for vessels, 

inclusive of both removal costs and damages:5

 (1) For a single-hull tank vessel greater than 3,000 gross tons, the greater of $3,500 per 

gross ton or $25,845,600. 

(2) For a tank vessel greater than 3,000 gross tons, other than a single-hull tank vessel, the 

greater of $2,200 per gross ton or $18,796,800. 

(3) For a single-hull vessel less than or equal to 3,000 gross tons, the greater of $3,500 per 

gross ton or $7,048,800. 

(4) For a tank vessel less than or equal to 3,000 gross tons, other than a single-hull tank 

vessel, the greater of $2,200 per gross ton or $4,699,200. 

(5) For any other vessel, the greater of $1,100 per gross ton or $939,800. 

The best available data indicate 70 oil discharges from vessels have resulted in removal costs and 

damages that exceed the amended liability limits. The data have been updated to incorporate 

new incidents, and reflect revised estimates of costs and damages associated with previously 

reported incidents.6 ,7 Discharge incidents are listed by vessel type in Attachment A and by 

incident date in Attachment B. 

 

5

 33 C.F.R. § 138.230. 

6

 References throughout this report to data for the year 2017 are partial year data ending on May 1, 2017. 7

 We note that, under 46 U.S.C. § 3703a it is illegal to operate “single hull” tank vessels in U.S. Waters as of 

January 1, 2015. The OPA, however, still specifies limits of liability for these vessels. We therefore, continue to 

discuss the single hull tank vessel limits of liability in this report. 

$0

$5,000,000

$10,000,000

$15,000,000

$20,000,000

$25,000,000

$30,000,000

$35,000,000

$40,000,000

$45,000,000
7

Figure 5 depicts the number of such discharges per year. The elevated total for 1999 is the result 

of a typhoon in American Samoa, which resulted in oil discharges from eight damaged fishing 

vessels. The figure illustrates the variance in numbers of incidents from year to year. 

Figure 5: Number of Incidents Exceeding Limits of Liability 

Figure 6 shows a breakdown of these 70 incidents by vessel type. Fishing vessels account for 

35.7 percent of the historical incidents that result in damages in excess of the liability limits, 

while cargo and other self-propelled non-tank vessels represent 45.7 percent of the incidents. 

Single hull and double hull tank barges represent 11.4 percent and 4.3 percent, respectively. 

Single hull tank ships account for only 2.9 percent of such discharges. There are no double hull 

tank ship incidents among the 70 incidents. 

Figure 6: Number of Incidents Exceeding Limits of Liability by Vessel Type 

Figure 7 shows the total removal costs and damages from these incidents by vessel type. Total 

costs in excess of liability limits for cargo/other self-propelled vessel discharges have been the 

0

2

4

6

8

10

12

0

2

4

6

8

10

12

14

16

18

20

22

24

26

28

30

32

Single Hull Tank 

Ship

Double Hull Tank 

Ship

Single Hull Tank 

Barge

Double Hull Tank 

Barge

Cargo/Other SelfPropelled VesselFishing Vessel

Number of Incidents
8

highest. Total costs for single hull tank ship and tank barge discharges that exceed liability 

limits have also been significant. Per discharge costs from single hull tank ship incidents are the 

highest (approximately $203.9 million) in light of the quantities of oil these vessels carry. Per 

discharge costs for all tank barges are also substantial (approximately $74.3 million). Larger 

cargo vessels also carry enough fuel to result in costly discharges (approximately $23.0 million 

per incident). The small size and limited quantities of oil characteristic of most fishing vessel 

incidents generally accounts for the lower total costs of such discharges (approximately $2.7 

million), shown here and in more detail in Attachment A. 

Total removal costs and damages for these discharges since enactment of the OPA is 

approximately $2.0 billion. 

Figure 7: Total Incident Costs by Vessel Type 

 

$0

$100,000,000

$200,000,000

$300,000,000

$400,000,000

$500,000,000

$600,000,000

$700,000,000

$800,000,000

Single Hull 

Tank Ship

Double Hull 

Tank Ship

Single Hull 

Tank Barge

Double Hull 

Tank Barge

Cargo/ Other 

Self-Propelled 

Vessel

Fishing Vessel
9

IV. Impacts on the Fund 

This section provides an analysis of the impacts on the Fund resulting from claims against the 

Fund for vessel incidents in which costs and damages exceed liability limits.8

 

A. Historical Impact 

As indicated in Figure 8, the Fund’s financial obligation in cases where removal costs and 

damages exceed liability limits (listed in Attachment A) is substantial despite liability limit 

amendments. The top portion of the bar for each vessel type represents the Fund’s share of the 

risk (in excess of applicable liability limit). The bottom portion of the bar for each vessel type 

represents RP risk (RP liability limit based on gross tonnage or minimum limit as applicable for 

each discharge). 

Figure 8: RP vs. Fund Share of Total Incident Costs under Current Limits by Vessel Type 

Of the approximately $2.0 billion in estimated removal costs and damages from these incidents 

over the last 26 years, the Fund’s share of costs totals approximately $1.3 billion (66%). This 

amount represents a maximum potential impact on Fund risk resulting solely from the 

application of the liability limit levels. While the rate of such incidents is difficult to predict and 

may vary widely from year-to-year (as indicated by Figure 5), the risk to the Fund can be 

expressed broadly as an annual cost of approximately $51.7 million (total costs of $1.34 billion 

over 26 years) in excess of amended limits in 2017 dollars. 

 

8

 As discussed above, historically, with the exception of the DEEPWATER HORIZON and ENBRIDGE data points, 

only vessel incidents had total incident costs that exceeded limits of liability. Therefore, facilities are not included 

in the discussion of RP and Fund risk cost sharing. 

$0

$100,000,000

$200,000,000

$300,000,000

$400,000,000

$500,000,000

$600,000,000

$700,000,000

$800,000,000

Single Hull 

Tank Ship

Double Hull 

Tank Ship

Single Hull 

Tank Barge

Double Hull 

Tank Barge

Cargo/ Other 

Self-Propelled 

Vessel

Fishing Vessel

Fund Share

RP Share

48%

52%

27%

73%

40%

60%

60%

40%

90%

10%
10

B. Impact from Claims 

Over the past 26 years, the NPFC paid $977 million to claimants in connection with the OPA 

incidents. Of this total, $431 million (or 44.1 percent) was paid in respect to circumstances 

where removal costs and damages exceeded the applicable liability limit amount (Figure 9). 

These "limit of liability" payments include payments made directly to the RPs for the removal 

costs and damages they paid or incurred in excess of liability limits, as well as third-party claims 

paid by the Fund because the RP had spent up to its limit of liability. 

Figure 10 shows that of the $148 million in claims under adjudication as of May 1, 2017, $143 

million (or 97 percent of the total dollars) are pending claims by RPs who have incurred incident 

costs exceeding their liability limits or claims by third parties where incident costs exceeded the 

liability limits. 

 Figure 9: Total Claims Paid Figure 10: Total Pending Claims 

C. Recent Trends 

The potential impact to the Fund resulting from payments to RPs, third parties for claims, and 

response costs where vessel incident costs exceeded the RPs’ limits of liability varies 

substantially from year to year, but has averaged approximately $51.7 million per year over the 

past 26 years. While the potential impact is significant, it is also useful to note that the available 

data show a continued trend toward more Fund risk in recent years. 

As illustrated in Figure 11 and Attachment B, the Fund share of the risk for discharges that result 

in estimated removal costs and claims that exceed liability limits has increased over time, to 87% 

of costs in the most recent period after 2010. This increased risk is largely the result of the 

greater cost of such incidents in recent years. 
11

Figure 11: RP vs. Fund Share of Total Incident Costs 

The Energy Improvement and Extension Act of 2008 (Pub. L. No. 110-343) extended the barrel 

tax through December 31, 2017, and increased the tax from five cents to eight cents for 2009-

2016, and to nine cents for 2017. These tax revenues are deposited into the Fund. Based on 

current revenue and expenditure projections, including that the tax is reinstated, the NPFC 

forecasts that the Fund should maintain liquidity through 2023 (See Figure 12). 

Changing energy trends may also impact costs to the fund. Though the Enbridge Energy 

Partners Lakehead Line 6B pipeline incident is an outlier within the historic data set, the oil 

spilled, diluted bitumen, is known to sink in water, raising response costs. Similarly, challenges 

of responding to an Arctic oil spill, from either a vessel or non-vessel source, are also likely to 

incur higher costs to the fund. Cost associated with preparedness, response mobilization, natural 

resource assessment and recovery will be higher in extreme cold climates.

$0

$200,000,000

$400,000,000

$600,000,000

$800,000,000

$1,000,000,000

$1,200,000,000

1991-2000 2001-2010 2011-2017

Fund 

Share

RP Share

39%

61%

34%

66%

86%

14%
12

V. Findings with Respect to Further Liability Limit 

Adjustments 

This section discusses findings, based on historical trends and analyses, and taking into account 

other factors impacting the Fund, on whether the liability limits need to be adjusted in order to 

prevent the principal of the Fund from declining to levels that are likely to be insufficient to 

cover expected claims. 

A. Future Year Fund Outlook 

The NPFC anticipates the Fund will be able to cover its projected non-catastrophic liabilities, 

including claims, without further increases to liability limits. 

The Bipartisan Budget Act of 2018 (Pub. L. No. 115-123) extended the nine cent per barrel tax 

through December 31, 2018. These tax revenues are deposited into the Fund. Based on current 

revenue and expenditure projections, including the assumption that the tax is reauthorized , the 

NPFC forecasts that the Fund should maintain liquidity beyond 2023 (See Figure 12). 

Figure 12 projects the end of year balance of the Fund through 2023 based on estimated revenues 

and expenditures (no adjustment for inflation): 

Figure 12: Fund Forecast Balance (Millions of Dollars) 

Notably, several classes of Fund expenditures are independent of revisions to the limits of 

liability, such as federal removal costs and annual appropriations. The Fund provides resources 

to the federal government to respond to oil discharges (Federal removal costs) and to compensate 

claimants for their removal costs and damages when a RP cannot be identified, does not respond, 

 

$-

$1,000 

$2,000 

$3,000 

$4,000 

$5,000 

$6,000 

$7,000 
13

or does not compensate claimants. See OPA 1012(a)(1), (4) (33 U.S.C. § 2712(a)(1), (4)). The 

Fund also pays when recourse against RPs is not available, such as when a RP declares 

bankruptcy or cannot be identified. 

Fund revenues are generally independent of revisions to the limits of liability. The primary 

source of revenue has been an excise tax on oil. Revenue also includes interest earned on 

Treasury Securities held by the Fund, successful cost recoveries, and fines and penalties. The 

Fund Forecast follows OMB guidance and uses the Treasury’s Office of Tax Analysis excise tax 

projections and the semi-annual Economic Assumptions for Trust Fund interest rates. Cost 

recovery and fines/penalty revenue follow historical data patterns and are much less predictable 

over time. 

Congress annually appropriates resources from the Fund to various agencies responsible for 

administering and enforcing the OPA and provisions of the Federal Water Pollution Control Act 

(See OPA 1012(a)(5) (33 U.S.C. § 2712(a)(5))). Administrative and enforcement costs that are 

not allocable to a specific oil discharge are not recoverable from liable RPs. 

Figure 13 shows total Fund expenses in recent years for agency appropriations, federal removal 

costs, and claims for removal costs and damages, of which claims resulting from incident-related 

costs exceeding the limits of liability is a subset. 

Figure 13: Total Fund Expenditures (Thousands of Dollars) 

Figure 13 illustrates that, with the exception of the DEEPWATER HORIZON oil spill costs in 

2011 through 2016, the federal removal costs and claims payments for which RPs may be liable, 

represented only a portion of the annual expenditures from the Fund. This graph displays all 

costs for vessel or facility discharges. 

 

$0

$50,000

$100,000

$150,000

$200,000

$250,000

$300,000

$350,000

$400,000

$450,000

$500,000

Claims

Deepwater Horizon Removal 

Costs and Claims

Removal

Appropriations
14

The DEEPWATER HORIZON pollution incident demonstrated that the $133.65 million limit on 

damages for a catastrophic offshore facility incident could be inadequate. With the exception of 

DEEPWATER HORIZON, roughly half of the removal costs in Figure 13 are for onshore and 

offshore facility discharges. Historical data indicate that the $633,850,000 liability limit for 

onshore facilities is adequate for non-catastrophic spills.9 

With respect to the Fund expenses for removal costs and claims allocable to vessel spills, the 

Fund frequently pays when an RP is unknown. In these cases, liability limits have no impact on 

Fund risk. Vessel and facility liability limits will affect the Fund only to the extent RPs are 

available and have the ability to pay. 

B. Further Liability Limit Adjustments 

Adjustments to liability limits help more equitably divide liabilities between the Fund and RPs. 

The OPA is founded on the “polluter pays” principle. At the same time, the OPA may limit the 

polluter’s liability to pay for clean-up of spills. As previously noted, on May 12, 2010, the 

Administration proposed raising the limitation on liability for all RPs, including RPs for 

activities other than offshore drilling activities (such as shipping). 

Analysis indicates establishing different liability limits for non-tank vessels, which include 

fishing, cargo, and other self-propelled vessels, by tonnage (i.e., greater than 300 gross tons and 

less than or equal to 300 gross tons) would provide more equitable limits on smaller vessels. 

Figure 8 demonstrates that for vessel discharges where removal costs and damages exceed 

current liability limits, the Fund bears a majority of the cost even if every RP is available and 

pays to its limit. Figure 14 illustrates how further adjustments to limits of liability per gross ton 

might achieve an equal sharing of that risk between RPs and the Fund. The bottom portion of 

the bar represents the RP risk at the current limits of liability based on gross tonnage or 

minimum limits as applicable for each discharge. The middle portion represents the additional 

cost the RP would pay if the additional limits were applied, which would leave the Fund 

covering 50 percent of the total incident costs (the top portion of each bar). 

 

9

 A final rule to adjust the limits of liability for vessels, deepwater ports and onshore facilities to reflect significant 

increases in the consumer price index, as required by OPA 90 (33 U.S.C. § 2704(d)(4)) was published on November 

19, 2015 (see 80 F.R. 72342). 
15

Figure 14: Gross Tonnage Limits of Liability for 50 percent Cost Share 

For example, to split the estimated clean-up costs evenly between the Fund and the vessel 

operators, liability limits for single hull tank ships would increase to $3,600 per gross ton, single 

hull tank barges to $7,900 per gross ton, double hull tank barges to $12,500 per gross ton, nontank vessels greater than 300 gross tons to $1,400 per gross ton, and non-tank vessels less than or 

equal to 300 gross tons to $5,900 per gross ton. 

Figure 15 indicates the minimum amount a RP would be expected to pay for an incident (based 

on average historical costs of incidents by vessel type in 2017 dollars), if the limits of liability 

were adjusted so that costs were shared evenly between the RP and the Fund. 

$0

$100,000,000

$200,000,000

$300,000,000

$400,000,000

$500,000,000

$600,000,000

$700,000,000

$800,000,000

Single Hull Tank Ship Double Hull Tank ShipSingle Hull Tank Barge Double Hull Tank 

Barge

Non-Tank Vessel 

> 300 gross tons

Non-Tank Vessel 

< or = 300 gross tons

Fund Share after 50% Cost Share

Increased RP Share if 50% of 

Incident Cost

Adjusted RP Share at Current Limits

Limit: 

$3,600/gt

Adjusted 

Limit:

$7,900/gt

Adjusted 

Limit:

$1,400/gt

Adjusted 

Limit:

$5,900/gt

Adjusted 

Limit:

$12,500/gt
16

Figure 15: Minimum Liability Limits for 50 percent Cost Share 

Figure 16 summarizes the 50 percent cost share limits and minimums and compares them to the 

current limits. Attachment C illustrates how these limits would protect the Fund from paying the 

majority of the total incident cost when applied to the 70 incidents discussed earlier. The current 

limits distinguish between single hull tank vessels, double hull tank vessels, and non-tank (other) 

vessels. As discussed in Section II, however, analysis has shown these categories might best be 

subdivided as follows: categories of Tank Ship and Tank Barge are addressed separately as 

subsets of single and double hull Tank Vessel, and the Non-Tank Vessel category is divided 

between vessels greater than 300 gross tons and vessels less than or equal to 300 gross tons.10

 

10 The comparative results for single and double hull tank barges may appear incongruous at first glance. While 

double hull vessels may be safer, and be less likely to spill oil, the data show that a catastrophic discharge from a 

double hull tank barge can be just as expensive as one from a single hull tank barge. 

$0

$25,000,000

$50,000,000

$75,000,000

$100,000,000

$125,000,000

$150,000,000

$175,000,000

$200,000,000

$225,000,000

$250,000,000

$275,000,000

Single Hull Tank 

Ship

Double Hull Tank 

Ship

Single Hull Tank 

Barge

Double Hull Tank 

Barge

Non-Tank Vessel 

> 300 gross tons

Non-Tank Vessel 

< or = 300 gross tons

Fund Share after 50% Cost Share 

(Average/Vessel)

Increased RP Share if 50% 

(Average/Vessel)

RP Share at Current Limits 

(Average/Vessel))

Minimum

Limit:

$102.0M

Minimum

Limit:

$32.1 M 

Minimum

Limit:

$1.1 M

Minimum

Limit:

$20.0 M

Minimum

Limit:

$50.7 M
17 

Figure 16: Limits of Liability under the OPA 

If the vessel is a. . . The current limits of liability are the ‘greater of:’ But to achieve an 

of liability would to: 

Tank Ship 

With a single hull, double sides only, or double bottom only 

Greater than 3,000 gross tons: $3,500 per gross ton or $25,845,600 Less than or equal to 3,000 gross tons: $3,500 per gross ton or $7,048,800 

$3,600 per gross to

With a double hull 

Greater than 3,000 gross tons: $2,200 per gross ton or $18,796,800 Less than or equal to 3,000 gross tons: $2,200 per gross ton or $4,699,200 

No data 

Tank Barge With a single hull, double sides only, or double bottom only 

Greater than 3,000 gross tons: $3,500 per gross ton or $25,845,600 Less than or equal to 3,000 gross tons: $3,500 per gross ton or $7,048,800 

$7,900 per gross to

With a double hull 

Greater than 3,000 gross tons: $2,200 per gross ton or $18,796,800 Less than or equal to 3,000 gross tons: $2,200 per gross ton or $4,699,200 

$12,500 per gross 

Non-Tank Vessel Greater than 300 gross tons $1,100 per gross ton or $939,800 $1,400 per gross to

Less than or equal to 300 gross tons $1,100 per gross ton or $939,800 $5,900 per gross to
18 

Attachment A: Incidents Exceeding Liability Limits by Vessel Type Vessel Type: Tank Ship (Single Hull) Vessel Type: Tank Barge (Single Hull) Vessel Type: Tank Barge (Double Hull) Vessel Type: Cargo/Other SPV 

Project Name Incident Year Incident Location Gross Tonnage Total Incident Cost Inflation Factor Total Incident Cost (2017 Dollars) Limits of Liability Fu

T/V JULIE N 1996 ME 18,500 $52,601,200 1.56 $82,058,000 $64,670,000 T/V ATHOS I 2004 NJ 37,900 $252,502,200 1.29 $325,728,000 $132,633,000 TOTAL $407,786,000 $197,302,000 $

yp g ( g )

BOSTON 30 2012 NY 1,600 $19,239,000 1.06 $20,393,000 $7,049,000 T/B VISTABELLA 1991 PR 1,100 $6,010,500 1.80 $10,819,000 $7,049,000 

T/B (TAMPA BAY COLLISION) 1993 FL 9,300 $68,900,000 1.70 $117,130,000 $32,417,000 T/B MORRIS J. BERMAN 1994 PR 5,400 $95,488,300 1.66 $158,511,000 $25,846,000 M/V SCANDIA & T/B NORTH CAPE 1996 RI 5,500 $49,000,000 1.56 $76,440,000 $25,846,000 T/B BUFFALO #292 1996 TX 1,500 $21,454,200 1.56 $33,469,000 $7,049,000 T/B B NO. 120 2003 MA 6,900 $60,736,000 1.33 $80,779,000 $25,846,000 T/B EMC 423 2005 IL 1,400 $12,778,500 1.26 $16,101,000 $7,049,000 TOTAL $513,641,000 $138,149,000 $

yp g ( )

T/B DBL 152 2005 LA 9,700 $61,106,600 1.26 $76,994,000 $21,430,000 T/B DM932 2008 LA 800 $104,460,700 1.13 $118,041,000 $4,699,000 KIRBY 27706 2014 TX 1,600 $105,860,400 1.03 $109,036,000 $4,699,000 TOTAL $304,071,000 $30,829,000 $

yp g

M/V KUROSHIMA 1997 AK 4,200 $19,702,600 1.53 $30,145,000 $4,576,000 M/V KURE 1997 CA 36,000 $47,218,900 1.53 $72,245,000 $39,610,000 M/V NEW CARISSA 1999 OR 36,600 $51,273,000 1.47 $75,371,000 $40,228,000 M/V STUYVESANT 1999 CA 7,100 $11,700,000 1.47 $17,199,000 $7,822,000 M/V SERGO ZAKARIADZE 1999 PR 16,500 $15,966,700 1.47 $23,471,000 $18,152,000 SS J LUCKENBACH 2001 CA 7,900 $42,625,500 1.38 $58,823,000 $8,656,000 M/V KIMTON 2001 PR 200 $713,700 1.38 $985,000 $940,000 VICTORIA ROSE HUNT 2003 MA 100 $1,085,700 1.33 $1,444,000 $940,000 M/V RED DIAMOND 2003 FL 200 $2,595,200 1.33 $3,452,000 $940,000 CRANE BARGE MONARCH 2003 CA 200 $2,481,700 1.33 $3,301,000 $940,000 
This listing includes all incidents regardless of vessel size or type and regardless of whether a claim to the Fund by a responsible party for amounts in excess of liability limit

Costs include Federal removal costs and claims paid that have been verified. Other costs are estimated from best available information but cannot otherwise be verified. Fu

and do not imply that the RPs will be able to limit their liability under the statute where the issue has not yet been determined. 

19 

Vessel Type: Cargo/Other SPV (Cont.) Vessel Type: Fishing Vessel 

M/V BOWSTRING 2003 FL 300 $1,606,500 1.33 $2,137,000 $940,000 M/V SELENDANG AYU 2004 AK 39,800 $152,001,400 1.29 $196,082,000 $43,731,000 ALBION 2005 CA 200 $1,207,100 1.26 $1,521,000 $940,000 M/V CASITAS 2005 HI 300 $1,710,700 1.26 $2,155,000 $940,000 MAMA LERE 2006 TX 400 $1,217,300 1.21 $1,473,000 $940,000 M/V COSCO BUSAN 2007 CA 65,100 $110,557,900 1.18 $130,458,000 $71,644,000 M/V SENECA 2007 MI 200 $1,211,000 1.18 $1,429,000 $940,000 LST-1166 2007 OR 2,400 $5,151,000 1.18 $6,078,000 $2,660,000 CATALA 2007 WA 5,700 $6,138,500 1.18 $7,243,000 $6,270,000 C/V SEA WITCH 2008 MD 17,900 $20,629,900 1.13 $23,312,000 $19,692,000 BIG BOY & SCOOBY DOO 2008 PA 200 $1,010,800 1.13 $1,142,000 $940,000 WENONAH 2009 CA 300 $947,800 1.14 $1,080,000 $940,000 SOUND DEVELOPER 2009 AK 200 $1,657,100 1.14 $1,889,000 $940,000 MONARCH 2009 AK 300 $2,698,200 1.14 $3,076,000 $940,000 M/V PRINCESS KATHLEEN 2010 AK 5,900 $14,185,900 1.12 $15,888,000 $6,463,000 

DAVY CROCKETT 2011 WA 4,600 $22,457,500 1.08 $24,254,000 $5,107,000 TUG TIGER 2011 CA 200 $4,205,500 1.08 $4,542,000 $940,000 JIREH 2012 PR 1,000 $16,561,400 1.06 $17,555,000 $1,077,000 RESPECT 2013 CA 200 $2,467,600 1.05 $2,591,000 $940,000 STEPHEN L. COLBY 2013 IA 200 $1,355,600 1.05 $1,423,000 $940,000 SPIRIT OF SACRAMENTO 2016 CA 100 $1,400,800 1.02 $1,429,000 $940,000 TUG TUTAHACO 2017 FL 200 $4,000,000 1.00 $4,000,000 $940,000 TOTAL $737,194,000 $292,604,000 $

yp g

F/V TENYO MARU 1991 WA 4,200 $6,062,900 1.80 $10,913,000 $4,584,000 F/V JIN SHIANG FA 1993 AS 400 $2,013,000 1.70 $3,422,000 $940,000 F/V YU TE NO. 1 1999 AS 200 $1,164,600 1.47 $1,712,000 $940,000 F/V AMIGA NO. 5 1999 AS 200 $3,355,700 1.47 $4,933,000 $940,000 F/V KWANG MYONG 1999 AS 200 $1,554,800 1.47 $2,286,000 $940,000 F/V KORAM NO. 3 1999 AS 200 $1,403,100 1.47 $2,063,000 $940,000 F/V KWANG MYONG NO 72 1999 AS 200 $2,182,900 1.47 $3,209,000 $940,000 F/V KWANG MYONG NO 58 1999 AS 200 $1,557,600 1.47 $2,290,000 $940,000 F/V KORAM NO 1 1999 AS 200 $1,378,400 1.47 $2,026,000 $940,000 F/V KWANG MYONG NO 51 1999 AS 200 $1,249,200 1.47 $1,836,000 $940,000 F/V JESSICA ANN 2000 ME 200 $947,000 1.43 $1,354,000 $940,000 F/V SWORDMAN I 2000 HI 100 $1,528,600 1.43 $2,186,000 $940,000 
This listing includes all incidents regardless of vessel size or type and regardless of whether a claim to the Fund by a responsible party for amounts in excess of liability limit

Costs include Federal removal costs and claims paid that have been verified. Other costs are estimated from best available information but cannot otherwise be verified. Fu

and do not imply that the RPs will be able to limit their liability under the statute where the issue has not yet been determined. 

20 

Vessel Type: Fishing Vessel (Cont.) , , , , , 

F/V WINDY BAY 2001 AK 400 $3,396,400 1.38 $4,687,000 $940,000 F/V VANGUARD 2001 AK 200 $699,800 1.38 $966,000 $940,000 F/V GENEI MARU #7 2002 AK 100 $869,800 1.36 $1,183,000 $940,000 F/V NEW HORIZON 2004 CA 100 $805,300 1.29 $1,039,000 $940,000 F/V MWALIL SAAT 2004 GU 200 $3,413,500 1.29 $4,403,000 $940,000 F/V THE BOSS 2004 OR 200 $926,100 1.29 $1,195,000 $940,000 F/V MILKY WAY 2005 WA 200 $1,039,600 1.26 $1,310,000 $940,000 CAPT MIKE 2009 LA 100 $2,413,400 1.14 $2,751,000 $940,000 F/V MAR-GUN 2009 AK 200 $1,388,100 1.14 $1,582,000 $940,000 DEEP SEA 2012 WA 200 $3,037,800 1.06 $3,220,000 $940,000 F/V LONE STAR 2013 AK 100 $2,663,600 1.05 $2,797,000 $940,000 DAIKI MARU 7 2014 GU 100 $1,550,000 1.03 $1,597,000 $940,000 M/V CHALLENGER 2015 AK 100 $2,120,700 1.03 $2,184,000 $940,000 TOTAL $67,143,000 $27,139,000 GRAND TOTAL $2,029,835,000 $686,022,000 $
This listing includes all incidents regardless of vessel size or type and regardless of whether a claim to the Fund by a responsible party for amounts in excess of liability limit

Costs include Federal removal costs and claims paid that have been verified. Other costs are estimated from best available information but cannot otherwise be verified. Fu

and do not imply that the RPs will be able to limit their liability under the statute where the issue has not yet been determined. 

21 

Attachment B: Incidents Exceeding Liability Limits by Incident Date Incident Year 1991 Incident Year 1993 Incident Year 1994 Incident Year 1996 Incident Year 1997 Incident Year 1999 

 Vessel Type Project Name Incident Location Gross Tonnage Total Incident Cost Inflation Factor Total Incident Cost (2017 Dollars) Limits of Liability F

 Fishing Vessel F/V TENYO MARU WA 4,200 $6,062,900 1.80 $10,913,000 $4,584,000  Tank Barge (Single Hull) T/B VISTABELLA PR 1,100 $6,010,500 1.80 $10,819,000 $7,049,000  TOTAL $21,732,000 $11,633,000 

 Fishing Vessel F/V JIN SHIANG FA AS 400 $2,013,000 1.70 $3,422,000 $940,000  Tank Barge (Single Hull) T/B (TAMPA BAY COLLISION) FL 9,300 $68,900,000 1.70 $117,130,000 $32,417,000  TOTAL $120,552,000 $33,357,000 

 Tank Barge (Single Hull) T/B MORRIS J. BERMAN PR 5,400 $95,488,300 1.66 $158,511,000 $25,846,000  TOTAL $158,511,000 $25,846,000 

 Tank Barge (Single Hull) M/V SCANDIA & T/B NORTH CAPE RI 5,500 $49,000,000 1.56 $76,440,000 $25,846,000  Tank Barge (Single Hull) T/B BUFFALO #292 TX 1,500 $21,454,200 1.56 $33,469,000 $7,049,000  Tank Ship (Single Hull) T/V JULIE N ME 18,500 $52,601,200 1.56 $82,058,000 $64,670,000  TOTAL $191,967,000 $97,565,000  Cargo/Other SPV M/V KUROSHIMA AK 4,200 $19,702,600 1.53 $30,145,000 $4,576,000  Cargo/Other SPV M/V KURE CA 36,000 $47,218,900 1.53 $72,245,000 $39,610,000  TOTAL $102,390,000 $44,186,000  Cargo/Other SPV M/V NEW CARISSA OR 36,600 $51,273,000 1.47 $75,371,000 $40,228,000  Cargo/Other SPV M/V STUYVESANT CA 7,100 $11,700,000 1.47 $17,199,000 $7,822,000  Cargo/Other SPV M/V SERGO ZAKARIADZE PR 16,500 $15,966,700 1.47 $23,471,000 $18,152,000  Fishing Vessel F/V YU TE NO. 1 AS 200 $1,164,600 1.47 $1,712,000 $940,000  Fishing Vessel F/V AMIGA NO. 5 AS 200 $3,355,700 1.47 $4,933,000 $940,000  Fishing Vessel F/V KWANG MYONG AS 200 $1,554,800 1.47 $2,286,000 $940,000  Fishing Vessel F/V KORAM NO. 3 AS 200 $1,403,100 1.47 $2,063,000 $940,000 
This listing includes all incidents regardless of vessel size or type and regardless of whether a claim to the Fund by a responsible party for amounts in excess of liability limit

Costs include Federal removal costs and claims paid that have been verified. Other costs are estimated from best available information but cannot otherwise be verified. Fu

and do not imply that the RPs will be able to limit their liability under the statute where the issue has not yet been determined. 

22 

Incident Year 1999 (Cont.) Incident Year 2000 Incident Year 2001 Incident Year 2002 Incident Year 2003 

 Vessel Type Project Name Incident Location Gross Tonnage Total Incident Cost Inflation Factor Total Incident Cost (2017 Dollars) Limits of Liability F

 Fishing Vessel F/V KWANG MYONG NO 72 AS 200 $2,182,900 1.47 $3,209,000 $940,000  Fishing Vessel F/V KWANG MYONG NO 58 AS 200 $1,557,600 1.47 $2,290,000 $940,000  Fishing Vessel F/V KORAM NO 1 AS 200 $1,378,400 1.47 $2,026,000 $940,000  Fishing Vessel F/V KWANG MYONG NO 51 AS 200 $1,249,200 1.47 $1,836,000 $940,000  TOTAL $136,396,000 $73,722,000  Fishing Vessel F/V JESSICA ANN ME 200 $947,000 1.43 $1,354,000 $940,000  Fishing Vessel F/V SWORDMAN I HI 100 $1,528,600 1.43 $2,186,000 $940,000  TOTAL $3,540,000 $1,880,000  Cargo/Other SPV SS J LUCKENBACH CA 7,900 $42,625,500 1.38 $58,823,000 $8,656,000  Cargo/Other SPV M/V KIMTON PR 200 $713,700 1.38 $985,000 $940,000  Fishing Vessel F/V WINDY BAY AK 400 $3,396,400 1.38 $4,687,000 $940,000  Fishing Vessel F/V VANGUARD AK 200 $699,800 1.38 $966,000 $940,000  TOTAL $65,461,000 $11,476,000 

 Fishing Vessel F/V GENEI MARU #7 AK 100 $869,800 1.36 $1,183,000 $940,000  TOTAL $1,183,000 $940,000 

 Cargo/Other SPV VICTORIA ROSE HUNT MA 100 $1,085,700 1.33 $1,444,000 $940,000  Cargo/Other SPV M/V RED DIAMOND FL 200 $2,595,200 1.33 $3,452,000 $940,000  Cargo/Other SPV CRANE BARGE MONARCH CA 200 $2,481,700 1.33 $3,301,000 $940,000  Cargo/Other SPV M/V BOWSTRING FL 300 $1,606,500 1.33 $2,137,000 $940,000  Tank Barge (Single Hull) T/B B NO. 120 MA 6,900 $60,736,000 1.33 $80,779,000 $25,846,000  TOTAL $91,113,000 $29,606,000 
This listing includes all incidents regardless of vessel size or type and regardless of whether a claim to the Fund by a responsible party for amounts in excess of liability limit

Costs include Federal removal costs and claims paid that have been verified. Other costs are estimated from best available information but cannot otherwise be verified. Fu

and do not imply that the RPs will be able to limit their liability under the statute where the issue has not yet been determined. 

23 

Incident Year 2004 Incident Year 2005Incident Year 2006 Incident Year 2007 Incident Year 2008 

 Vessel Type Project Name Incident Location Gross Tonnage Total Incident Cost Inflation Factor Total Incident Cost (2017 Dollars) Limits of Liability F

 Fishing Vessel F/V NEW HORIZON CA 100 $805,300 1.29 $1,039,000 $940,000  Cargo/Other SPV M/V SELENDANG AYU AK 39,800 $152,001,400 1.29 $196,082,000 $43,731,000  Fishing Vessel F/V MWALIL SAAT GU 200 $3,413,500 1.29 $4,403,000 $940,000  Fishing Vessel F/V THE BOSS OR 200 $926,100 1.29 $1,195,000 $940,000  Tank Ship (Single Hull) T/V ATHOS I NJ 37,900 $252,502,200 1.29 $325,728,000 $132,633,000  TOTAL $528,447,000 $179,184,000  Tank Barge (Double Hull) T/B DBL 152 LA 9,700 $61,106,600 1.26 $76,994,000 $21,430,000  Cargo/Other SPV ALBION CA 200 $1,207,100 1.26 $1,521,000 $940,000  Cargo/Other SPV M/V CASITAS HI 300 $1,710,700 1.26 $2,155,000 $940,000  Tank Barge (Single Hull) T/B EMC 423 IL 1,400 $12,778,500 1.26 $16,101,000 $7,049,000  Fishing Vessel F/V MILKY WAY WA 200 $1,039,600 1.26 $1,310,000 $940,000  TOTAL $98,081,000 $31,299,000 

 Cargo/Other SPV MAMA LERE TX 400 $1,217,300 1.21 $1,473,000 $940,000  TOTAL $1,473,000 $940,000 

 Cargo/Other SPV M/V COSCO BUSAN CA 65,100 $110,557,900 1.18 $130,458,000 $71,644,000  Cargo/Other SPV M/V SENECA MI 200 $1,211,000 1.18 $1,429,000 $940,000  Cargo/Other SPV LST-1166 OR 2,400 $5,151,000 1.18 $6,078,000 $2,660,000  Cargo/Other SPV CATALA WA 5,700 $6,138,500 1.18 $7,243,000 $6,270,000  TOTAL $145,208,000 $81,514,000  Tank Barge (Double Hull) T/B DM932 LA 800 $104,460,700 1.13 $118,041,000 $4,699,000  Cargo/Other SPV C/V SEA WITCH MD 17,900 $20,629,900 1.13 $23,312,000 $19,692,000  Cargo/Other SPV BIG BOY & SCOOBY DOO PA 200 $1,010,800 1.13 $1,142,000 $940,000  TOTAL $142,495,000 $25,331,000 
This listing includes all incidents regardless of vessel size or type and regardless of whether a claim to the Fund by a responsible party for amounts in excess of liability limit

Costs include Federal removal costs and claims paid that have been verified. Other costs are estimated from best available information but cannot otherwise be verified. Fu

and do not imply that the RPs will be able to limit their liability under the statute where the issue has not yet been determined. 

24 

Incident Year 2009 Incident Year 2010 Incident Year 2011 Incident Year 2012 Incident Year 2013 Incident Year 2014 

 Vessel Type Project Name Incident Location Gross Tonnage Total Incident Cost Inflation Factor Total Incident Cost (2017 Dollars) Limits of Liability F

 Fishing Vessel CAPT MIKE LA 100 $2,413,400 1.14 $2,751,000 $940,000 

 Cargo/Other SPV WENONAH CA 300 $947,800 1.14 $1,080,000 $940,000  Cargo/Other SPV SOUND DEVELOPER AK 200 $1,657,100 1.14 $1,889,000 $940,000  Cargo/Other SPV MONARCH AK 300 $2,698,200 1.14 $3,076,000 $940,000  Fishing Vessel F/V MAR-GUN AK 200 $1,388,100 1.14 $1,582,000 $940,000  TOTAL $10,378,000 $4,700,000 

 Cargo/Other SPV M/V PRINCESS KATHLEEN AK 5,900 $14,185,900 1.12 $15,888,000 $6,463,000  TOTAL $15,888,000 $6,463,000 

 Cargo/Other SPV DAVY CROCKETT WA 4,600 $22,457,500 1.08 $24,254,000 $5,107,000  Cargo/Other SPV TUG TIGER CA 200 $4,205,500 1.08 $4,542,000 $940,000  TOTAL $28,796,000 $6,047,000  Cargo/Other SPV JIREH PR 1,000 $16,561,400 1.06 $17,555,000 $1,077,000  Fishing Vessel DEEP SEA WA 200 $3,037,800 1.06 $3,220,000 $940,000  Tank Barge (SingleHull) BOSTON 30 NY 1,600 $19,239,000 1.06 $20,393,000 $7,049,000  TOTAL $41,168,000 $9,066,000  Fishing Vessel F/V LONE STAR AK 100 $2,663,600 1.05 $2,797,000 $940,000  Cargo/Other SPV RESPECT CA 200 $2,467,600 1.05 $2,591,000 $940,000  Cargo/Other SPV STEPHEN L. COLBY IA 200 $1,355,600 1.05 $1,423,000 $940,000  TOTAL $6,811,000 $2,820,000  Tank Barge (Double Hull) KIRBY 27706 TX 1,600 $105,860,400 1.03 $109,036,000 $4,699,000  Fishing Vessel DAIKI MARU 7 GU 100 $1,550,000 1.03 $1,597,000 $940,000  TOTAL $110,633,000 $5,639,000 
This listing includes all incidents regardless of vessel size or type and regardless of whether a claim to the Fund by a responsible party for amounts in excess of liability limit

Costs include Federal removal costs and claims paid that have been verified. Other costs are estimated from best available information but cannot otherwise be verified. Fu

and do not imply that the RPs will be able to limit their liability under the statute where the issue has not yet been determined. 

25 

Incident Year 2015 Incident Year 2016 Incident Year 2017 

 Vessel Type Project Name Incident Location Gross Tonnage Total Incident Cost Inflation Factor Total Incident Cost (2017 Dollars) Limits of Liability F

 Fishing Vessel M/V CHALLENGER AK 100 $2,120,700 1.03 $2,184,000 $940,000  TOTAL $2,184,000 $940,000  Cargo/Other SPV SPIRIT OF SACRAMENTO CA 100 $1,400,800 1.02 $1,429,000 $940,000 TOTAL $1,429,000 $940,000  Cargo/Other SPV TUG TUTAHACO FL 200 $4,000,000 1.00 $4,000,000 $940,000 

$4,000,000 $940,000 

Total 1991-2000 $735,086,000 $288,185,000 Total 2001-2010 $1,099,727,000 $371,447,000 Total 2011-2017 $195,022,000 $26,390,000 GRAND TOTAL $2,029,835,000 $686,022,000 $SPV - Self-Propelled Vessel
This listing includes all incidents regardless of vessel size or type and regardless of whether a claim to the Fund by a responsible party for amounts in excess of liability limit

Costs include Federal removal costs and claims paid that have been verified. Other costs are estimated from best available information but cannot otherwise be verified. Fu

and do not imply that the RPs will be able to limit their liability under the statute where the issue has not yet been determined. 

26 

Attachment C: Incidents Exceeding Liability Limits with Limits to AchiShare

Vessel Type: Tank Ship (Single Hull) 

Vessel Type: Tank Barge (Single Hull) Vessel Type: Tank Barge (Double Hull) 

G

L

T/V JULIE N 1996 ME 18,500 $52,601,200 1.56 $82,058,000 $64,670,000 $17,388,000 $28,376,000 T/V ATHOS I 2004 NJ 37,900 $252,502,200 1.29 $325,728,000 $132,633,000 $193,095,000 $210,557,000 TOTAL $407,786,000 $197,302,000 $210,484,000 $238,933,000

Project Name Incident Year Incident Location Gross Tonnage Total Incident Cost Inflation Factor Total Incident Cost (2017 Dollars) Limits of Liability Fund Exposure Actual OSLTF Costs Incurred 

BOSTON 30 2012 NY 1,600 $19,239,000 1.06 $20,393,000 $7,049,000 $13,344,000 $306,000 T/B VISTABELLA 1991 PR 1,100 $6,010,500 1.80 $10,819,000 $7,049,000 $3,770,000 $4,782,000 T/B (TAMPA BAY COLLISION) 1993 FL 9,300 $68,900,000 1.70 $117,130,000 $32,417,000 $84,713,000 $2,397,000 T/B MORRIS J. BERMAN 1994 PR 5,400 $95,488,300 1.66 $158,511,000 $25,846,000 $132,665,000 $95,488,000 M/V SCANDIA & T/B NORTH CAPE 1996 RI 5,500 $49,000,000 1.56 $76,440,000 $25,846,000 $50,594,000 $9,046,000 T/B BUFFALO #292 1996 TX 1,500 $21,454,200 1.56 $33,469,000 $7,049,000 $26,420,000 $16,810,000 T/B B NO. 120 2003 MA 6,900 $60,736,000 1.33 $80,779,000 $25,846,000 $54,933,000 $1,753,000 T/B EMC 423 2005 IL 1,400 $12,778,500 1.26 $16,101,000 $7,049,000 $9,052,000 $5,839,000 TOTAL $513,641,000 $138,149,000 $375,492,000 $136,421,000

yp g ( )

T/B DBL 152 2005 LA 9,700 $61,106,600 1.26 $76,994,000 $21,430,000 $55,564,000 $19,756,000 T/B DM932 2008 LA 800 $104,460,700 1.13 $118,041,000 $4,699,000 $113,341,000 $23,406,000 KIRBY 27706 2014 TX 1,600 $105,860,400 1.03 $109,036,000 $4,699,000 $104,337,000 $5,090,000 TOTAL $304,071,000 $30,829,000 $273,242,000 $48,252,000
This listing includes all incidents regardless of vessel size or type and regardless of whether a claim to the Fund by a responsible party for amounts in excess of liability limit

Costs include Federal removal costs and claims paid that have been verified. Other costs are estimated from best available information but cannot otherwise be verified. Fu

and do not imply that the RPs will be able to limit their liability under the statute where the issue has not yet been determined. 

27 

Vessel Type: Non-Tank Vessel >300 GT Vessel Type: Non-Tank Vessel < or = 300 GT 

G

L

Project Name Incident Year Incident Location Gross Tonnage Total Incident Cost Inflation Factor Total Incident Cost (2017 Dollars) Limits of Liability Fund Exposure Actual OSLTF Costs Incurred 

F/V TENYO MARU 1991 WA 4,200 $6,062,900 1.80 $10,913,000 $4,584,000 $6,330,000 $6,063,000 F/V JIN SHIANG FA 1993 AS 400 $2,013,000 1.70 $3,422,000 $940,000 $2,482,000 $2,420,000 M/V KUROSHIMA 1997 AK 4,200 $19,702,600 1.53 $30,145,000 $4,576,000 $25,569,000 $17,540,000 M/V KURE 1997 CA 36,000 $47,218,900 1.53 $72,245,000 $39,610,000 $32,635,000 $711,000 M/V NEW CARISSA 1999 OR 36,600 $51,273,000 1.47 $75,371,000 $40,228,000 $35,143,000 $32,914,000 M/V STUYVESANT 1999 CA 7,100 $11,700,000 1.47 $17,199,000 $7,822,000 $9,377,000 $379,000 M/V SERGO ZAKARIADZE 1999 PR 16,500 $15,966,700 1.47 $23,471,000 $18,152,000 $5,319,000 $6,065,000 F/V WINDY BAY 2001 AK 400 $3,396,400 1.38 $4,687,000 $940,000 $3,747,000 $3,396,000 SS J LUCKENBACH 2001 CA 7,900 $42,625,500 1.38 $58,823,000 $8,656,000 $50,167,000 $44,443,000 M/V SELENDANG AYU 2004 AK 39,800 $152,001,400 1.29 $196,082,000 $43,731,000 $152,351,000 $98,685,000 MAMA LERE 2006 TX 400 $1,217,300 1.21 $1,473,000 $940,000 $533,000 $1,217,000 M/V COSCO BUSAN 2007 CA 65,100 $110,557,900 1.18 $130,458,000 $71,644,000 $58,814,000 $4,208,000 LST-1166 2007 OR 2,400 $5,151,000 1.18 $6,078,000 $2,660,000 $3,418,000 $5,151,000 CATALA 2007 WA 5,700 $6,138,500 1.18 $7,243,000 $6,270,000 $973,000 $6,138,000 C/V SEA WITCH 2008 MD 17,900 $20,629,900 1.13 $23,312,000 $19,692,000 $3,620,000 $20,630,000 M/V PRINCESS KATHLEEN 2010 AK 5,900 $14,185,900 1.12 $15,888,000 $6,463,000 $9,426,000 $14,186,000 DAVY CROCKETT 2011 WA 4,600 $22,457,500 1.08 $24,254,000 $5,107,000 $19,147,000 $22,458,000 JIREH 2012 PR 1,000 $16,561,400 1.06 $17,555,000 $1,077,000 $16,478,000 $16,566,000 TOTAL $718,620,000 $283,091,000 $435,530,000 $303,171,000

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F/V YU TE NO. 1 1999 AS 200 $1,164,600 1.47 $1,712,000 $940,000 $772,000 $5,296,000 F/V AMIGA NO. 5 1999 AS 200 $3,355,700 1.47 $4,933,000 $940,000 $3,993,000 $2,766,000 F/V KWANG MYONG 1999 AS 200 $1,554,800 1.47 $2,286,000 $940,000 $1,346,000 $965,000 F/V KORAM NO. 3 1999 AS 200 $1,403,100 1.47 $2,063,000 $940,000 $1,123,000 $813,000 F/V KWANG MYONG NO 72 1999 AS 200 $2,182,900 1.47 $3,209,000 $940,000 $2,269,000 $1,593,000 F/V KWANG MYONG NO 58 1999 AS 200 $1,557,600 1.47 $2,290,000 $940,000 $1,350,000 $967,000 F/V KORAM NO 1 1999 AS 200 $1,378,400 1.47 $2,026,000 $940,000 $1,086,000 $788,000 F/V KWANG MYONG NO 51 1999 AS 200 $1,249,200 1.47 $1,836,000 $940,000 $896,000 $659,000 F/V JESSICA ANN 2000 ME 200 $947,000 1.43 $1,354,000 $940,000 $414,000 $947,000 M/V KIMTON 2001 PR 200 $713,700 1.38 $985,000 $940,000 $45,000 $714,000 F/V SWORDMAN I 2000 HI 100 $1,528,600 1.43 $2,186,000 $940,000 $1,246,000 $1,529,000 F/V VANGUARD 2001 AK 200 $699,800 1.38 $966,000 $940,000 $26,000 $700,000 F/V GENEI MARU #7 2002 AK 100 $869,800 1.36 $1,183,000 $940,000 $243,000 $870,000 VICTORIA ROSE HUNT 2003 MA 100 $1,085,700 1.33 $1,444,000 $940,000 $504,000 $94,000 M/V RED DIAMOND 2003 FL 200 $2,595,200 1.33 $3,452,000 $940,000 $2,512,000 $2,595,000 CRANE BARGE MONARCH 2003 CA 200 $2,481,700 1.33 $3,301,000 $940,000 $2,361,000 $2,482,000 M/V BOWSTRING 2003 FL 300 $1,606,500 1.33 $2,137,000 $940,000 $1,197,000 $1,606,000 F/V NEW HORIZON 2004 CA 100 $805,300 1.29 $1,039,000 $940,000 $99,000 $305,000 F/V MWALIL SAAT 2004 GU 200 $3,413,500 1.29 $4,403,000 $940,000 $3,464,000 $3,414,000 F/V THE BOSS 2004 OR 200 $926,100 1.29 $1,195,000 $940,000 $255,000 $926,000 
This listing includes all incidents regardless of vessel size or type and regardless of whether a claim to the Fund by a responsible party for amounts in excess of liability limit

Costs include Federal removal costs and claims paid that have been verified. Other costs are estimated from best available information but cannot otherwise be verified. Fu

and do not imply that the RPs will be able to limit their liability under the statute where the issue has not yet been determined. 

28 

Vessel Type: Non-Tank Vessel < or = 300 GT (cont) 

ALBION 2005 CA 200 $1,207,100 1.26 $1,521,000 $940,000 $581,000 $1,207,000 M/V CASITAS 2005 HI 300 $1,710,700 1.26 $2,155,000 $940,000 $1,216,000 $1,711,000 F/V MILKY WAY 2005 WA 200 $1,039,600 1.26 $1,310,000 $940,000 $370,000 $539,000 M/V SENECA 2007 MI 200 $1,211,000 1.18 $1,429,000 $940,000 $489,000 $1,211,000 BIG BOY & SCOOBY DOO 2008 PA 200 $1,010,800 1.13 $1,142,000 $940,000 $202,000 $1,011,000 WENONAH 2009 CA 300 $947,800 1.14 $1,080,000 $940,000 $141,000 $948,000 SOUND DEVELOPER 2009 AK 200 $1,657,100 1.14 $1,889,000 $940,000 $949,000 $1,657,000 MONARCH 2009 AK 300 $2,698,200 1.14 $3,076,000 $940,000 $2,136,000 $24,000 CAPT MIKE 2009 LA 100 $2,413,400 1.14 $2,751,000 $940,000 $1,811,000 $2,413,000 F/V MAR-GUN 2009 AK 200 $1,388,100 1.14 $1,582,000 $940,000 $643,000 $199,000 TUG TIGER 2011 CA 200 $4,205,500 1.08 $4,542,000 $940,000 $3,602,000 $4,205,000 DEEP SEA 2012 WA 200 $3,037,800 1.06 $3,220,000 $940,000 $2,280,000 $2,919,000 RESPECT 2013 CA 200 $2,467,600 1.05 $2,591,000 $940,000 $1,651,000 $2,468,000 STEPHEN L. COLBY 2013 IA 200 $1,355,600 1.05 $1,423,000 $940,000 $484,000 $1,356,000 F/V LONE STAR 2013 AK 100 $2,663,600 1.05 $2,797,000 $940,000 $1,857,000 $3,056,000 DAIKI MARU 7 2014 GU 100 $1,550,000 1.03 $1,597,000 $940,000 $657,000 $63,000 M/V CHALLENGER 2015 AK 100 $2,120,700 1.03 $2,184,000 $940,000 $1,245,000 $2,121,000 SPIRIT OF SACRAMENTO 2016 CA 100 $1,400,800 1.02 $1,429,000 $940,000 $489,000 $1,401,000 TUG TUTAHACO 2017 FL 200 $4,000,000 1.00 $4,000,000 $940,000 $3,060,000 $106,000 TOTAL $85,717,000 $36,652,000 $49,065,000 $58,641,000GRAND TOTAL $2,029,835,000 $686,022,000 $1,343,812,000 $785,418,000