LNG Review October 2018 - Recent Issues and Events - Hiroshi Hashimoto∗
Total Page:16
File Type:pdf, Size:1020Kb
Load more
Recommended publications
-
Oil and Gas News Briefs, December 28, 2020
Oil and Gas News Briefs Compiled by Larry Persily December 28, 2020 LNG producers risk overinvesting in too much new supply (The Wall Street Journal; Dec. 24) - As a cleaner fossil fuel, natural gas will play a role for years to come. It is less certain, however, that it will be a profitable one. Exuberant investment in new reserves and liquefaction facilities in recent years helped globalize the LNG market but also created a supply glut. Any sustained recovery in prices and profits will require producers to resist the temptation to overinvest once again. Future profitability will depend on how well supply and demand match up. Natural gas will likely play two key roles in the upcoming green transition: replacing coal-fired power plants until sufficient renewables production can be built; and fueling backup peak plants to bridge the gaps in intermittent wind and solar generation. Gas demand is expected to peak sometime in the next decade or two and then taper off slowly, though advances in carbon capture and storage could extend its role. On the other hand, gas demand could be reduced by a faster-than-expected fall in costs for renewable energy and storage, or an accelerated development of green hydrogen. The uncertainty makes it tricky to estimate what supply will be needed in the future, particularly as projects can take years to come online. This raises the risk of overproduction, which can cause prices to languish. Decisions to invest during the next two years could lead to another “wave of supplies” coming online in 2027, prompting another downward price cycle, said Carlos Torres Diaz, gas and power analyst at energy consultancy Rystad Energy. -
Glossary of Port Industry Terminology
Glossary of Port Industry Terminology Berth: 1) The area allotted to accommodate a vessel alongside a wharf, or the area in which a vessel swings when at anchor. 2) Or in “cruise terminology ” a bed. Berthage: A tariff charged to a vessel occupying a berth. It is calculated by applying the current tariff rate per GT for each of the first 2 twelve-hour periods. Each additional hour is charged at a lower published rate per GT. Bollard: Is a short vertical post used on a ship or a quay, principally for mooring. Breakbulk: Non-containerized general cargo. Examples include iron, steel, machinery, linerboard, woodpulp and yachts. Cabin: A passenger room onboard the cruise ship – sometimes called a stateroom or a berth. CBSA: Canada Border Services Agency (occasionally referred to as Canada Customs). Coastal Trading Act: An Act respecting the use of foreign ships and non-duty paid ships in the coasting trade. (Canadian version of American “Jones Act” see cabotage below). Cabotage Water transportation term applicable to shipments between ports of a nation; commonly refers to coastwise or intercoastal navigation or trade. Many nations, including the United States, have cabotage laws which require national flag vessels to provide domestic interport service. (In US this is referred to as the “Jones Act”). Chart Datum: A plan below which the tide will seldom fall. The Canadian Hydrographic Service has adopted the plane of Lowest Normal Tides (LNT) as chart datum. To find the depth of water, the height of tide must be added to the depth shown on the chart. Tidal heights preceded by a (-) must be subtracted from the charted depth. -
The Cruise Passengers' Rights & Remedies 2016
PANEL SIX ADMIRALTY LAW: THE CRUISE PASSENGERS’ RIGHTS & REMEDIES 2016 245 246 ADMIRALTY LAW THE CRUISE PASSENGERS’ RIGHTS & REMEDIES 2016 Submitted By: HON. THOMAS A. DICKERSON Appellate Division, Second Department Brooklyn, NY 247 248 ADMIRALTY LAW THE CRUISE PASSENGERS’ RIGHTS & REMEDIES 2016 By Thomas A. Dickerson1 Introduction Thank you for inviting me to present on the Cruise Passengers’ Rights And Remedies 2016. For the last 40 years I have been writing about the travel consumer’s rights and remedies against airlines, cruise lines, rental car companies, taxis and ride sharing companies, hotels and resorts, tour operators, travel agents, informal travel promoters, and destination ground operators providing tours and excursions. My treatise, Travel Law, now 2,000 pages and first published in 1981, has been revised and updated 65 times, now at the rate of every 6 months. I have written over 400 legal articles and my weekly article on Travel Law is available worldwide on www.eturbonews.com Litigator During this 40 years, I spent 18 years as a consumer advocate specializing in prosecuting individual and class action cases on behalf of injured and victimized 1 Thomas A. Dickerson is an Associate Justice of the Appellate Division, Second Department of the New York State Supreme Court. Justice Dickerson is the author of Travel Law, Law Journal Press, 2016; Class Actions: The Law of 50 States, Law Journal Press, 2016; Article 9 [New York State Class Actions] of Weinstein, Korn & Miller, New York Civil Practice CPLR, Lexis-Nexis (MB), 2016; Consumer Protection Chapter 111 in Commercial Litigation In New York State Courts: Fourth Edition (Robert L. -
Irish Maritime Directorate Strategy - Public Consultation Submissions by Recipient
Irish Maritime Directorate Strategy - Public Consultation Submissions by Recipient 1. Commander John Jordan Received 13 November 2020 Dear Sir, From 1952 to 2000 I served on Irish and British Merchant ships, including 32 years in the Irish naval Service, and finally 8 years mainly with Commissioners of Irish Lights and some with Dundalk shipping and British and Irish Containers on MV Wicklow. I would have entered and used all Irish Ports except Wicklow, Dundalk ,Drogheda and Sligo. In Naval days I was liaison officer to the Survey and charting for Burtonport Fishery harbour and served in command of 5 naval ships. Comments Core 1. In the overall our response to Maritime safety is reactive as we have NO hands on 24/7 view, or control of maritime traffic. With the loss of manned lighthouses and reliance only on Radio channels in competition with Cell and satellite phones there has been a loss of the Surface Picture and of discipline among users. Most busy sea traffic areas, other than Ireland, are now controlled and interrogated by VTS . Recent incidences offshore and over the years has shown our weaknesses in the event of ship breakdowns that culminate in towage and/or rescue. There are no dedicated Emergency Towage vessels. Regulations will not solve or provide a solution to an actual incident. Core 2. Some of our Ports are in planned disarray. There is a certain loss of control in that traditional town based berthage is being repurposed as development lands while linear losses of berthage, are not being met at down river sites. -
Potential for Terrorist Nuclear Attack Using Oil Tankers
Order Code RS21997 December 7, 2004 CRS Report for Congress Received through the CRS Web Port and Maritime Security: Potential for Terrorist Nuclear Attack Using Oil Tankers Jonathan Medalia Specialist in National Defense Foreign Affairs, Defense, and Trade Division Summary While much attention has been focused on threats to maritime security posed by cargo container ships, terrorists could also attempt to use oil tankers to stage an attack. If they were able to place an atomic bomb in a tanker and detonate it in a U.S. port, they would cause massive destruction and might halt crude oil shipments worldwide for some time. Detecting a bomb in a tanker would be difficult. Congress may consider various options to address this threat. This report will be updated as needed. Introduction The terrorist attacks of September 11, 2001, heightened interest in port and maritime security.1 Much of this interest has focused on cargo container ships because of concern that terrorists could use containers to transport weapons into the United States, yet only a small fraction of the millions of cargo containers entering the country each year is inspected. Some observers fear that a container-borne atomic bomb detonated in a U.S. port could wreak economic as well as physical havoc. Robert Bonner, the head of Customs and Border Protection (CBP) within the Department of Homeland Security (DHS), has argued that such an attack would lead to a halt to container traffic worldwide for some time, bringing the world economy to its knees. Stephen Flynn, a retired Coast Guard commander and an expert on maritime security at the Council on Foreign Relations, holds a similar view.2 While container ships accounted for 30.5% of vessel calls to U.S. -
Cruise Shipping and Urban Development the Case of Dublin
CPB Corporate Partnership Board Cruise Shipping and Urban Development The Case of Dublin This report analyses Dublin’s attractiveness as a cruise port and assesses the impacts of cruise shipping on the city. It evaluates policies in place and provides recommendations to increase the positive impacts of cruise shipping for the city of Dublin. Over the last decade, Dublin has grown as an important port of call for cruises in Northern Europe. Cruise tourism generates significant economic benefits for the city of Dublin. The value cruise tourism brings could be further increased by developing Dublin into a cruise home port, that is a port from which cruises start and where they end. Under which conditions could this be achieved? Which policy measures would be needed? Which stakeholders would need to be involved? This report is part of the International Transport Forum’s Case-Specific Policy Analysis series. These are topical studies on specific issues carried out by the ITF in agreement with local institutions. Cruise Shipping and Urban Development The Case of Dublin Case-Specific Policy Analysis International Transport Forum 2 rue André Pascal F-75775 Paris Cedex 16 T +33 (0)1 45 24 97 10 F +33 (0)1 45 24 13 22 Email: [email protected] Web: www.itf-oecd.org 2016-12/Photo credit: Port of Dublin 2016-12/Photo Cruise Shipping and Urban Development The Case of Dublin Case-Specific Policy Analysis The International Transport Forum The International Transport Forum is an intergovernmental organisation with 57 member countries. It acts as a think tank for transport policy and organises the Annual Summit of transport ministers. -
Liquefied Natural Gas (Lng)
Working Document of the NPC North American Resource Development Study Made Available September 15, 2011 Paper #1-10 LIQUEFIED NATURAL GAS (LNG) Prepared for the Resource & Supply Task Group On September 15, 2011, The National Petroleum Council (NPC) in approving its report, Prudent Development: Realizing the Potential of North America’s Abundant Natural Gas and Oil Resources, also approved the making available of certain materials used in the study process, including detailed, specific subject matter papers prepared or used by the study’s Task Groups and/or Subgroups. These Topic and White Papers were working documents that were part of the analyses that led to development of the summary results presented in the report’s Executive Summary and Chapters. These Topic and White Papers represent the views and conclusions of the authors. The National Petroleum Council has not endorsed or approved the statements and conclusions contained in these documents, but approved the publication of these materials as part of the study process. The NPC believes that these papers will be of interest to the readers of the report and will help them better understand the results. These materials are being made available in the interest of transparency. The attached paper is one of 57 such working documents used in the study analyses. Also included is a roster of the Task Group for which this paper was developed or submitted. Appendix C of the final NPC report provides a complete list of the 57 Topic and White Papers and an abstract for each. The full papers can be viewed and downloaded from the report section of the NPC website (www.npc.org). -
A History of the Cruise Ship Industry
Resources (/Resources/) // Blog (/Resources/Blog) November 19, 2018 A HISTORY OF THE CRUISE SHIP INDUSTRY Cruising has come a long way from the industry’s beginnings as a way for steamship companies to supplement their earnings from hauling cargo and mail across the ocean. In 2018, an estimated 27.2 million people (https://www.f-cca.com/downloads/2018-Cruise-Industry- Overview-and-Statistics.pdf) are expected to take a cruise vacation, making the $126 billion industry (https://www.f-cca.com/downloads/2018-Cruise-Industry-Overview-and-Statistics.pdf) one of the fastest growing in the leisure travel market. Today’s ships are more luxurious (https://www.royalcaribbean.com/cruise-ships/symphony-of-the- seas) than some land-based resorts, with spas, multiple bars, restaurants, lounges, and entertainment venues. Some even include onboard waterparks and ice-skating rinks. While many vacationing passengers enjoy these megaships and the over-the-top resort amenities— rock climbing, anyone? — they present special challenges for the crews hired to maneuver and manage these vessels while keeping all aboard safe, and require special training. Resolve Maritime Academy (https://www.resolveacademy.com/Training- Courses/Courses/Advanced-Shiphandling-Conventional) offers a ve-day course on advanced ship handling that covers the complex procedures involved in maneuvering large, conventionally powered vessels. The course uses Resolve Maritime Academy’s full-mission bridge and mini-bridge simulators to teach proper procedures for situations such as docking and undocking, propulsion loss, maneuvering in high winds and currents, and avoiding collisions. In addition to instruction on handling for cruise ships, the course can be customized for container, bulker, offshore, and oil and gas vessels. -
Maritime Transportation: the Role of U.S
MARITIME TRANSPORTATION: THE ROLE OF U.S. SHIPS AND MARINERS (113–16) HEARING BEFORE THE SUBCOMMITTEE ON COAST GUARD AND MARITIME TRANSPORTATION OF THE COMMITTEE ON TRANSPORTATION AND INFRASTRUCTURE HOUSE OF REPRESENTATIVES ONE HUNDRED THIRTEENTH CONGRESS FIRST SESSION MAY 21, 2013 Printed for the use of the Committee on Transportation and Infrastructure ( Available online at: http://www.gpo.gov/fdsys/browse/ committee.action?chamber=house&committee=transportation U.S. GOVERNMENT PRINTING OFFICE 81–148 PDF WASHINGTON : 2014 For sale by the Superintendent of Documents, U.S. Government Printing Office Internet: bookstore.gpo.gov Phone: toll free (866) 512–1800; DC area (202) 512–1800 Fax: (202) 512–2104 Mail: Stop IDCC, Washington, DC 20402–0001 VerDate Aug 31 2005 15:23 Jan 16, 2014 Jkt 000000 PO 00000 Frm 00001 Fmt 5011 Sfmt 5011 P:\HEARINGS\113\CG\5-21-1~1\81148.TXT JEAN COMMITTEE ON TRANSPORTATION AND INFRASTRUCTURE BILL SHUSTER, Pennsylvania, Chairman DON YOUNG, Alaska NICK J. RAHALL, II, West Virginia THOMAS E. PETRI, Wisconsin PETER A. DEFAZIO, Oregon HOWARD COBLE, North Carolina ELEANOR HOLMES NORTON, District of JOHN J. DUNCAN, JR., Tennessee, Columbia Vice Chair JERROLD NADLER, New York JOHN L. MICA, Florida CORRINE BROWN, Florida FRANK A. LOBIONDO, New Jersey EDDIE BERNICE JOHNSON, Texas GARY G. MILLER, California ELIJAH E. CUMMINGS, Maryland SAM GRAVES, Missouri RICK LARSEN, Washington SHELLEY MOORE CAPITO, West Virginia MICHAEL E. CAPUANO, Massachusetts CANDICE S. MILLER, Michigan TIMOTHY H. BISHOP, New York DUNCAN HUNTER, California MICHAEL H. MICHAUD, Maine ERIC A. ‘‘RICK’’ CRAWFORD, Arkansas GRACE F. NAPOLITANO, California LOU BARLETTA, Pennsylvania DANIEL LIPINSKI, Illinois BLAKE FARENTHOLD, Texas TIMOTHY J. -
Disposal of Dredged Material and Other Waste on the Continental Shelf and Slope John L
Disposal of Dredged Material and Other Waste on the Continental Shelf and Slope John L. Chin and Allan Ota Summary and Introduction The history of waste disposal in the Gulf of the Farallones (fig. 1) is directly linked with the history of human settlement in the San Francisco Bay region. The California Gold Rush of 1849 triggered a massive influx of people and rapid, chaotic development in the bay region. Vast quantities of contaminated sediment and water from mining in the Sierra Nevada were carried by rivers into San Francisco Bay, and some was carried by currents through the Golden Gate and into the gulf. The burgeoning region’s inhabitants also contributed to the waste that flowed or was dumped into the bay. Eventually, waste began to be dumped directly into the gulf. Hundreds of millions of tons of waste has been dumped into the Gulf of the Farallones. Since the 1940’s, this has included sediment (sand and mud) dredged from shipping channels, waste from oil refineries and fruit canneries, acids from steel production, surplus munitions and ships from World War II, other unwanted vessels, and barrels of low-level radioactive waste (fig. 1). Because of navigational errors and inadequate record keeping, the location of most waste dumped in the gulf is poorly known. Between 1946 and 1970 approximately 47,800 containers of low-level radioactive waste were dumped into the gulf south and west of the Farallon Islands. From 1958 to 1969, the U.S. military disposed of chemical and conventional munitions at several sites in the gulf, mostly by scuttling World War II era cargo vessels. -
T2 Tanker “Scotts Bluff”
National Park Service Scotts Bluff U.S. Department of the Interior Scotts Bluff National Monument Nebraska T2 Tanker “Scotts Bluff” T2 Tanker The S.S. Scotts Bluff T2-SE-A1 tanker was the 67th out of the 153 T2 tankers built at the Kaiser Com- Scotts Bluff pany’s Swan Island Shipyards in Portland, Oregon. The tanker was named after the historic Scotts Bluff National Monument, a landmark on the Oregon Trail. The Scotts Bluff was completed in June 1944 and launched on October 5,1944. At the time, the Scotts Bluff was built in a record of 39 days. T2-SE-A1 By the winter of 1940-1941, the Nazis controlled all of the coast of Europe. German aircraft and Tankers submarines seemed likely to strangle Britain by destroying its shipping. Though U.S. ships were for- bidden to enter the cambat area by the Neutrality Act of 1939, President Franklin Roosevelt wanted to aid Britain while simultaneously strengthening the defense of the Western Hemisphere. He an- nounced his intention to create an emergency shipbuilding program by building 200 standard-type cargo ships, later known as “Liberty Ships”. The T2 tanker, Scotts Bluff, was one of the 481 T2-SE-A1 tankers built at four different shipyards. The T2 tanker was an oil tanker constructed and produced in large number in the United States dur- ing World War II. These were the largest “Navy Oilers” at the time and were constructed between 1940 and 1945. During that time, the average production time from” laying of the keel” to “fitting out” was 70 days. -
ECONOMIC IMPACT of COVID-19 on the CRUISE INDUSTRY in ALASKA, WASHINGTON, and OREGON October 20, 2020 ______
FEDERAL MARITIME COMMISSION _______________________________________________ FACT FINDING INVESTIGATION NO. 30 _______________________________________________ COVID-19 IMPACT ON CRUISE INDUSTRY _______________________________________________ INTERIM REPORT: ECONOMIC IMPACT OF COVID-19 ON THE CRUISE INDUSTRY IN ALASKA, WASHINGTON, AND OREGON October 20, 2020 _______________________________________________ 1 Table of Contents I. Executive Summary ............................................................................................................. 3 II. Fact Finding Method ............................................................................................................ 4 III. Observations ........................................................................................................................ 5 A. Cruise Industry in Alaska ................................................................................................. 5 B. Anchorage ...................................................................................................................... 11 C. Seward ............................................................................................................................ 13 D. Whittier........................................................................................................................... 14 E. Juneau ............................................................................................................................. 15 F. Ketchikan .......................................................................................................................