2006-03-06 Draft Cold-Ironing Report Main Report
Total Page:16
File Type:pdf, Size:1020Kb
Load more
Recommended publications
-
Cold Ironing Report
PRELIMINARY DRAFT—DO NOT CITE OR QUOTE I. INTRODUCTION This report presents an analysis of the feasibility and cost effectiveness of cold-ironing ocean-going vessels while docked at California ports. Cold-ironing refers to shutting down auxiliary engines on ships while in port and connecting to electrical power supplied at the dock, thus eliminating virtually all emissions from a ship while it is in port. (Cold-ironing is also referred to as “shore power” and alternative maritime power). The term “cold-ironing” comes from the act of dry-docking a vessel, which involves shutting down all on-board combustion, resulting in the vessel going “cold.” Without cold-ironing, auxiliary engines run continuously while a ship is docked, or “hotelled,” at a berth to power lighting, ventilation, pumps, communication, and other onboard equipment. Ships can hotel for several hours or several days. Hotelling emissions from ship auxiliary engines are significant contributors to particulate matter from diesel-fueled engines (diesel PM), California’s most significant toxic air contaminant. Diesel PM emissions are estimated to be responsible for about 70 percent of the total ambient air toxics risk in California. Communities adjacent to the ports are exposed to elevated cancer risk and other health impacts from these hotelling emissions. As indicated in a recent Air Resources Board (ARB or Board) risk analysis conducted for the ports of Los Angeles and Long Beach, “Diesel Particulate Matter Exposure Assessment Study for the Ports of Los Angeles and Long Beach,” 20 percent of total diesel PM emissions at these ports comes from hotelling emissions. Other sources of diesel PM include emissions from ship transit and maneuvering, cargo-handling equipment, and rail and truck operations. -
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. -
Costs and Benefits of Shore Power at the Port of Shenzhen
WHITE PAPER DECEMBER 2015 COSTS AND BENEFITS OF SHORE POWER AT THE PORT OF SHENZHEN Haifeng Wang, Ph.D., Xiaoli Mao, and Dan Rutherford, Ph.D. www.theicct.org [email protected] BEIJING | BERLIN | BRUSSELS | SAN FRANCISCO | WASHINGTON ACKNOWLEDGEMENTS This report was commissioned by the China Environment Forum (CEF) at the Woodrow Wilson International Center for Scholars as part of its Choke Point: Port Cities initiative, funded by the Henry Luce Foundation. The authors thank Irene Kwan and Simon Ng for their technical support and Tim Leong for his critical review of the work. The authors also especially thank Shenzhen Human Settlements and Environmental Committee and the Port of Oakland for their review and recommendations for the report. ABOUT THE CHINA ENVIRONMENT FORUM (CEF) Since 1997, the China Environment Forum (CEF) has been the “go-to” resource for convening policy, business, research, and NGO practitioners on the most pressing energy, water, and pollution problems facing China. Through meetings, publications, and exchanges, they play a unique nonpartisan role in creating multistakeholder dialogues around China’s energy and environmental challenges, identifying new areas of collaboration. CEF’s work is frequently featured in mainstream media, including: The New York Times, The Wall Street Journal, The Washington Post, BBC News, The Guardian, Bloomberg Businessweek, and Foreign Policy. For additional information: International Council on Clean Transportation 1225 I Street NW Suite 900 Washington, DC 20005 USA [email protected] -
13 Ship-Breaking.Com
Information bulletin on September 26th, 2008 ship demolition #13 June 7th to September 21st 2008 Ship-breaking.com February 2003. Lightboat, Le Havre. February 2008 © Robin des Bois From June 7th to September 21st 2008, 118 vessels have left to be demolished. The cumulative total of the demolitions will permit the recycling of more than 940,000 tons of metals. The 2008 flow of discarded vessels has not slowed down. Since the beginning of the year 276 vessels have been sent to be scrapped which represents more than 2 millions tons of metals whereas throughout 2007 289 vessels were scrapped for a total of 1.7 milion tons of metals. The average price offered by Bangladeshi and Indian ship breakers has risen to 750-800 $ per ton. The ship owners are taking advantage of these record prices by sending their old vessels to be demolished. Even the Chinese ship breaking yards have increased their price via the purchase of the container ship Provider at 570$ per ton, with prices averaging more than 500 $. However, these high prices have now decreased with the collapse of metal prices during summer and the shipyards are therefore renegotiating at lower price levels with brokers and cash buyers sometimes changing the final destination at the last minute. This was the case of the Laieta, which was supposed to leave for India for 910 $ per ton and was sold to Bangladesh at 750 $ per ton. The price differences have been particularly notable in India; the shipyards prices have returned to 600 $ per ton. From June to September, India with 60 vessels (51%) to demolish, is ahead of Bangladesh with 40 (34%), The United States 8 (7%), China 4 (4%), Turkey 2 (2%), Belgium and Mexico, 1 vessel each (1%). -
Appendix: Case Studies of Environmental Dredging Projects Table 1
1. Introduction This section describes the sources of available data on which much of the performance standards is based. Completed dredging projects that provide information on upstream and downstream water column conditions, as well as on mass of contaminant removed, provide a basis for determining historical rates of loss and dredging-related recontamination. It was thought that dredging projects that have been completed or are currently in progress can provide practical information on resuspension issues. Information on water quality data, equipment used, monitoring techniques, etc. from these projects will give insight as how to develop the performance standards. For the resuspension standard, water column monitoring results available from other sites were used to complete an analysis of the case study data. The process used to gather relevant information from dredging sites and the information obtained are included herein. It is also important to review all information that exists for the Hudson River. Available data was used to assess the existing variability in the Hudson River water quality, and can be used to estimate the water column quality during and resulting from the dredging operation. Descriptions of the data sets available to perform this analysis are provided herein. 2. Case Studies Objective and Overview During completion of the Hudson River Feasibility Study (FS) and the associated Responsiveness Summary (RS), the GE dredging database, the USEPA website, and other online sources were investigated to identify dredging projects that were relevant and similar to that proposed for the Hudson River in size and complexity. The USEPA and State agencies were contacted to gather information for each dredging project. -
LNG AS SHIP FUEL No 01 2014
LNG AS SHIP FUEL No 01 2014 THE FUTURE – TODAY LNG READY SERVICE ENGINES FOR GAS-FUELLED SHIPS RECOMMENDED PRACTICE ON BUNKERING GLOBAL LNG SOLUTIONS DNV GL Anzeige Safe Hands MARITIME PUT THE FUTURE OF YOUR FLEET IN SAFE HANDS As your classification partner, our extensive maritime vessels, benefitting your business and the maritime industry expertise, technical knowledge and regulatory foresight as a whole. With DNV GL your fleet is in safe hands. will help to ensure that your fleet meets the demands Can you afford anything else? of the future. Our aim is safety, compliance and optimal operational performance throughout the lifetime of your Learn more at dnvgl.com/maritime 2 LNG AS SHIP FUEL No. 01 2014 EDITORIAL In 2000 the first LNG-fuelled ferry based on DNV GL standards was launched. This ferry has been operating safely and successfully ever since. Over the years that have followed, shipping has seen bunker prices rise sharply and environmental regula- tions tighten, while in the LNG sector there has been a surge in production and deployment of infrastructure. Combined, these trends have set the stage for LNG to emerge as a viable fuel choice on a much larger scale. In 2014 the industry hit a significant milestone with over 120 LNG-fuelled ships in operation or on order worldwide. They range from passenger ferries, Coast Guard ships, containerships and Con-Ro vessels to Dr Gerd-Michael Wuersig tankers and platform supply vessels. The vast majority Business Director LNG-fuelled ships Senior Principal Specialist of these ships is in operation or will be built to DNV Business Development GL class, reflecting the trust our customers have in [email protected] our long involvement in this technology and our continually evolving technical expertise. -
Analysis of the Cost-Effectiveness of Cold Ironing at Mombasa Port
World Maritime University The Maritime Commons: Digital Repository of the World Maritime University World Maritime University Dissertations Dissertations 11-4-2018 Ship-port interface: analysis of the cost-effectiveness of cold ironing at Mombasa Port Ronald Ssali Follow this and additional works at: https://commons.wmu.se/all_dissertations Part of the Energy Systems Commons, and the Transportation Commons Recommended Citation Ssali, Ronald, "Ship-port interface: analysis of the cost-effectiveness of cold ironing at Mombasa Port" (2018). World Maritime University Dissertations. 656. https://commons.wmu.se/all_dissertations/656 This Dissertation is brought to you courtesy of Maritime Commons. Open Access items may be downloaded for non-commercial, fair use academic purposes. No items may be hosted on another server or web site without express written permission from the World Maritime University. For more information, please contact [email protected]. WORLD MARITIME UNIVERSITY Malmö, Sweden SHIP-PORT INTERFACE: ANALYSIS OF THE COST-EFFECTIVENESS OF COLD IRONING AT MOMBASA PORT By RONALD SSALI Uganda. A Dissertation Submitted to World Maritime University in Partial Fulfilment of the Requirements for the Award of the Degree Of MASTER OF SCIENCE In MARITIME AFFAIRS, (MARITIME ENERGY MANAGEMENT) 2018 Copyright Ronald Ssali, 2018. DECLARATION I certify that all the material in this dissertation that is not my own work has been identified, and that no material is included for which a degree has previously been conferred on me. The contents of this dissertation reflect my own personal views, and are not necessarily endorsed by the University. Signature: …………… ………… Date: 18th Sep 2018 Supervised by: Dr. Fabio Ballini (Ph.D.) Supervisor’s affiliation: Lecturer - Maritime Economist Maritime Energy Management Specialization Maritime Energy Research Group (MarEner) WORLD MARITIME UNIVERSITY ii ACKNOWLEDGEMENT I express my utmost appreciation to my supervisor, Dr. -
Tanker Accident Rates and Expected Consequences in U.S. Ports and High Seas Regions
Special Hazard Situations 161 Tanker Accident Rates and Expected Consequences in U.S. Ports and High Seas Regions Mark Abkowitz and Jorge Galarraga ABSTRACT As increasing amounts of hazardous materials carqo are transported by the marine mode, the associated risk to public safety and the environment bas been a significant concern. The development of representative accident rates and consequences for marine transport has been hindered by difficulties in working with various data bases that are requ1red to responsibly address this problem. A methodology that was developed to derive accident rates of hazardous materi als marine transport in U.S. ports and high seas regions by using data col lected from multiple sources is described in this paper. The focus of the study was tanker and tanker barge movements because these vessels are responsible for almost all hazardous materials movement by water. Several U.S. ports and high seas reg ions in the Gulf of Mexico and the Atlantic Ocean were selected for study. The resulting accident rates were coupled with conditional spill rates and consequences to derive expected release amounts for each geographic area. Several important findings emerged, includinq the relative risk of hazardous material movements in the Atlantic and Gulf regions. The paper concludes with a comparison of the research findings with other studies of domestic and inter national tanker transport. As increasing amounts of hazardous materials cargo accident records. Weighted averages of Atlantic and are transported by the marine mode, the associated Gulf regions were also derived for comparison. risk to public safety and the environment has been a In addition to the estimation of accident rates, significant concern. -
A Cold Ironing Study on Modern Ports, Implementation and Benefits Thriving for Worldwide Ports
A Cold Ironing Study on Modern Ports, Implementation and Benefits Thriving for Worldwide Ports PAPOUTSOGLOU G. THEODOROS School of Naval Architecture & Marine Engineering National Technical University of Athens 2012 School of Naval Architecture & Marine Engineering National Technical University of Athens 2012 Thesis PAPOUTSOGLOU G. THEODOROS A Cold Ironing Study on Modern Ports, Implementation and Benefits Thriving for Worldwide Ports Supervisor: HARILAOS N. PSARAFTIS Professor of Maritime Transport National Technical University of Athens Subject: Study of Cold ironing benefits applied on modern ports Key Words: Cold ironing, Alternative Marine Power, AMP, Onshore Power Supply, OPS, Shore side electricity, EEDI, SEEMP, IAPH toolbox, WPCI, NTUA, NAME NTUA [2] THEODOROS G. PAPOUTSOGLOU Acknowledgements For the help, encouragement and contribution during my thesis thanks to my Supervisor and Professor Harilaos N. Psaraftis. Also I express my thanks to all my friends and family supporting me during work. [3] A Cold Ironing Study on Modern Ports, Implementation and Benefits Thriving for Worldwide Ports ABSTRACT Cold ironing lately is receiving much attention and being promoted as a prime strategy for reducing air emission generated from global maritime industry. This study focuses on the key role of cold ironing ƚŽǁĂƌĚƐĂ͞'ƌĞĞŶĞƌŽŵŵĞƌĐŝĂůDĂƌŝƚŝŵĞŽŵŵƵŶŝƚLJ͘͟ Although many different strategies are applied in modern worldwide ports, the concept of shore powering the ships while at berth is attracting much attention, with significant both financial and scientific sources being directed towards the adaptation / implementation of cold ironing technology. This report presents an in-depth analysis of cold ironing application in modern ports and the benefits in an environmental and financial point of view. -
Shipping US Crude Oil by Water: Vessel Flag Requirements and Safety Issues
Shipping U.S. Crude Oil by Water: Vessel Flag Requirements and Safety Issues John Frittelli Specialist in Transportation Policy July 21, 2014 Congressional Research Service 7-5700 www.crs.gov R43653 Shipping U.S. Crude Oil by Water: Vessel Flag Requirements and Safety Issues Summary New sources of crude oil from North Dakota, Texas, and western Canada have induced new routes for shipping crude oil to U.S. and Canadian refineries. While pipelines have traditionally been the preferred method of moving crude overland, they either are not available or have insufficient capacity to move all the crude from these locations. While rail has picked up some of this cargo, barges, and to a lesser extent tankers, also are moving increasing amounts of crude in domestic trade. The rather sudden shift in transportation patterns raises concerns about the safety and efficiency of oil tankers and barges. The United States now imports less oil than five years ago by oceangoing tankers, while more oil is moving domestically by river and coastal barges. However, the Coast Guard still lacks a safety inspection regime for barges similar to that which has long existed for ships. The possibility of imposing an hours-of-service limit for barge crews as part of this regime is controversial. Congress called for a barge safety inspection regime a decade ago, but the related rulemaking is not complete. The Coast Guard’s progress in revamping its Marine Safety Office is a related issue that Congress has examined in the past. The majority of U.S. refineries are located near navigable waters to take advantage of economical waterborne transport for both import and export. -
Prevalence of Heavy Fuel Oil and Black Carbon in Arctic Shipping, 2015 to 2025
Prevalence of heavy fuel oil and black carbon in Arctic shipping, 2015 to 2025 BRYAN COMER, NAYA OLMER, XIAOLI MAO, BISWAJOY ROY, DAN RUTHERFORD MAY 2017 www.theicct.org [email protected] BEIJING | BERLIN | BRUSSELS | SAN FRANCISCO | WASHINGTON ACKNOWLEDGMENTS The authors thank James J. Winebrake for his critical review and advice, along with our colleagues Joe Schultz, Jen Fela, and Fanta Kamakaté for their review and support. The authors would like to acknowledge exactEarth for providing satellite Automatic Identification System data and for data processing support. The authors sincerely thank the ClimateWorks Foundation for funding this study. For additional information: International Council on Clean Transportation 1225 I Street NW, Suite 900, Washington DC 20005 [email protected] | www.theicct.org | @TheICCT © 2017 International Council on Clean Transportation TABLE OF CONTENTS Executive Summary ................................................................................................................. iv 1. Introduction and Background ............................................................................................1 1.1 Heavy fuel oil ................................................................................................................................... 2 1.2 Black carbon .................................................................................................................................... 3 1.3 Policy context ..................................................................................................................................4 -
Millennium Class Tanker Structural Design – from Owner Experience to Shipyard Launching Ways
Millennium Class Tanker Structural Design – From Owner Experience to Shipyard Launching Ways James Read1, Arne Stenseng2, Rod Hulla3 and Darold Poulin4 ABSTRACT Three 125,000 DWT double hull tankers are currently under construction for ARCO Marine, Inc. at Litton Avondale Industries in New Orleans, LA. These Millennium Class tankers are being built to transport crude oil from Valdez, AK to Cherry Point, WA. The design satisfies the requirements of OPA 90 and incorporates a unique structural design philosophy intended to enhance the structural performance of the vessel. This paper will illustrate how the Owner’s experience with previous vessels in Gulf of Alaska trade is reflected in the structural design of the new ships. The human elements of safety, inspection and maintenance are discussed and the influence of these factors on the structural arrangement is highlighted. In concert with these human factors are structural design improvements that have been implemented to specifically address fatigue and stress cracking with the intent of reducing repair requirements. These topics are presented in a discussion that follows the structural design from concept, through design and analysis and into the construction of the vessels. Lessons learned throughout the process are presented. 1 ARCO Marine, Inc., Long Beach, California 2 MCA Engineers, Inc., Costa Mesa, California 3 John J. McMullen and Associates, New York, New York 4 Litton-Avondale Industries, Avondale, Louisiana 1 FOREWORD vessels was quickly dismissed. Cargo capacity lost in retrofitting an inner hull to an exiting 120,000 DWT The goal of this paper is to broadly illustrate the vessel was impractical. It was also understood that the process by which the structure for the Millennium Class outer hull, while in good structural condition, would tankers was conceived, designed and constructed.