Casino Riverboat Crew Goes Seafarers Poge 3

Total Page:16

File Type:pdf, Size:1020Kb

Casino Riverboat Crew Goes Seafarers Poge 3 vVv,;' • -• 'v m V>r-y•^'r ". '' ^ '••-f..• ! Protest to User 'Taxes' Spreads ATUNTIC GULF> LAKiS ANG MM SEAEUSERS :• ' '4 ' •'•yy. Volume 53, Number 10 October 1991 Casino RIverboat Crew Goes Seafarers Poge 3 '•:y :fc' mployees on the Alton Belle Casino, a riverboat gambling ship, a gift shop and a ticket sales office. Some employees work as telephone have designated the Seafarers International Union as their collective reservationists out of an office. The venture, based in Alton, III., is the first Ebargaining representative. The employees work aboard the vessel and of its kind to begin operation since the state's legislature enacted a bill on the company's floating barge which houses two restaurants, a lounge. allowing gambling on vessels plying its waterways. Page 3. ir . iif- . :l r'S < ' J I. J. ' • •• i . ( • SlU in Sea Rescue It Ain't Over, 'Tii it's Over Seafarers plucked four people from a life raft 300 miles off the coast of North Carolina last Uncertainty still surrounds the Persian Gulf area with month. The rescued individuals were adrift for four days after their 100-year-old schooner Iraq playing tough in allowing inspection of its weapons :f:l sank as a result of taking on water when a wooden plank ruptured. SS Lake Chief Cook Judith and nuclear arsenals. Meanwhile 1,250 Iraqi mines have Chester (right) provides two of the schooner's crewmembers with a warm drink and blankets been detonated or defused in Persian Gulf waters. not long after they were rescued. Page 5. Pages 3 and 28. 'y/444 44- •• •-V.i V .i;'r;j,,W. ^>'-t ^ ,-•.,/. t, (^; •.-• "y .i .•.•7'';-ir-iV^ ,>" "x- " A; .;: J: 0W^\ "}\ I ,4 President's Report -f', -•:,-! ,^:)'-'V,- ' 5; #?-;V; Our Nation's Achilles' Heel out of every four people without health care The issue of who pays for health care cover­ i JU!--.,:-i- i, coverage l^lds a job. age has resulted in some very tough negotiat­ Whai it comes to matters of importance to Those facing the biggest gap in health care ing sessions between hundreds of local and „ •'" I working people, nothing is higher on the list coverage are the nati(m*s senior citizens. Hun­ national unions and their contracted employ­ than access to affordable and ers. In the past few years, thousands of em­ decent health care. But medi­ dreds of companies around America are dump­ W'i: ing retirees from their medical plans because ployees have gone on strike to protect their cal coverage is rapidly be­ welfare plan benefits. coming an out-of-reach item of the liability such costs represent to their bal­ for average Americans. ance sheets. The average elderly citizen in the In addition, union employers that contribute Meanwhile, U. S. companies United States is looking at sp^^ng 15 per­ to a medical plan for their employees often are struggling to meet whop­ cent of his or her income on medical care. find that their non-union coni|xititlon offers lit­ ping increases in health insur­ The situation is getting ugly. For-profit in­ tle in the way of health benefits. Premiums ance premiums. The nation surance companies are dividing the world be­ charged for covered employees must also in­ as a whole is gripped by the tween those who are healthy and who have the corporate the costs to the medical establish­ health care crisis which puts highest chance of staying that way and those . ment of providing care to the millions of Michael Sacco the United States at a huge who are sick or likely to need medcal att^- people with no insurance. So, in effect what is disadvantage as it moves into the 21st century. tion. Those companies then only sell their in­ happening is that companies paying for health surance to the h^thy. insurance are subsidizing companies who offer Today, 37 million Americans have no medi­ no such coverage. cal insurance—cme of the most basic and neces­ Highest Cost in World sary services. Working people who want to In light of this current disaster and possible Today, health care costs take up 45 percent future catastrophe, the AFL-CIO has put forth maintain their coverage are having to assume of American corporate operating profits. If the mc»'e and more of the costs—through deduct­ some broad proposals to reform our unwieldy, United States is really serious ateut competing ineffective and expensive heallh care structure. ibles or co-pay arrangements. Or workers sim­ with Europe and Japan, it must even the play­ ply find themselves not getting as many ing field for its companies. All countries in Eu­ Affordable Health Care for All b^efits for the same amount of money. rope and Japan and Canada and other As we discuss what is almost a universal highly-industrialized nations have much fairer The AFL-CIO's four biLsic goals are: problem for most Americans, we should bear mechanisms of apportioning the bill when it Heallh care costs must be contained, and the in mind that we of the Seafarers have been comes to health care costs. skyrocketing nature of increases in health ser­ very fortunate with regard to our contract cov­ vices must be brought into check. Access to I might add here that in 1990 there was a medical care must be open to all Americans. erage in health insurance. In comparison to total of $675 billion spent on health care in the other medical coverage programs, the Seafar­ Red tape, waste and paperwork must be elimi­ -iU' • ' •• •'• United States. "Ihat was one-third more on a nated or drastically reduced. ATKI, the retiree :• •"- ers Welfare Plan comes out ahead per capita basis than what was spent in Canada health care crisis must be solved. This unique and preferred position of Sea­ and 50 percent more than what was spent in IP farers is in stark contrast to the millions of Japan and Germany. Yet in those nations, all Although our people enjoy sound protec­ Americans who have no health coverage or citizens have access to health care. The United tion, we feel it is in the interests of all Ameri­ 'r-iv' ..'v "; who are participants in policies which offer States, it turns out, is paying more for less than cans and the nation to have a universal health only bare-bones benefits. any of our competitor nations. care program that will provide alTordable and The statistics are fdghtening. Consider that decent coverage for every person in the United '.o- Solid Citizens in Trouble ill 1972 U.S. health care expenditures were States. Eventually this has to come about be­ There is a tendency to think of those mil­ $93.2 billion. The estimate fear 1992 health ex­ cause our citizens, our companies, our nation lions of people with no private health care as penditures is $800.2 billion. Over a 20-year pe­ cannot afford to enter the 21st century on the the poorest of the poor. The fact is, however, riod medical costs went up 858 percent. And brink of such a disaster. that the great majority of them are just like total health care exp^ditures continue to spi­ It is therefore in all of our interests to work you and me—they are working people. Three ral upwards at a rate of 18 to 30 percent a year. towards a universal health care system. t •-• '••••: -•!< • , Hussein's Omerlness Blocks Wrap-Up of Gulf Conflict The situation in the Persian Gulf At press time, a United Nations the United States. By the end of some continue to transport equip­ remains tenuous as a result of inspection team charged with re­ September, close to 95 percent ment, while others are undergoing Saddam Hussein's recalcitrance viewing the state of Iraq's chemi­ of all unit equipment had been scheduled maintenance. in the face of attempts by the cal, nuclear and biological weap­ moved out of the Gulf. United Nations to enforce the ons, was in Iraq attempting to At the end of September, 57 terms of the April 11 cease-fire inspect military sites via helicop­ Sealift Can Be Reversed Ready Reserve Force (RRF) ships which officially ended Operation ters. News services reported that But the flow of sealift operations continue in activation status, with Desert Storm. U.N. inspectors have uncovered can easily be reversed should the 41 of these under MSC's control. In mid-September U.S. Presi­ extensive Iraqi attempts to dis­ need arrive, noted a spokesman The remaining RRF ships are dent George Bush threatened to guise and disassemble and move for the Military Sealift Command either on exercises or on assign­ send American warplanes back facilities believed to harbor nu­ (MSC), the military's waterbome ments unrelated the Persian Gulf «.Jv'4W over Iraq if Hussein continued clear research or production cen­ transport agency. Critical to an situation. 4'^JSS' '• to defy the terms of the U.N's ters for chemical and biological immediate response are the mili­ The U.S. military deployment Security Council resolutions. weapons. tary's prepositioning ships, many in the gulf, at the end of Septem­ Hussein has thrown up a series of Meanwhile, American sealift of which are crewed by Seafarers ber, stands at 11,000 Army per­ obstacles designed to frustrate and operations are continuing to trans­ and operated by SlU-contracted sonnel—mainly troops based in prevent a full United Nations' in­ port materiel back to its assigned companies. the area around Dharan and Ad spection of his military arsenal. locations in Northern Europe or Currently, the MSC's five Diego Damman, Saudi Arabia; nearly Garcia-based prepositioning ships 5,000 Air Force troops—some •are reconstituted and fully loaded.
Recommended publications
  • DNVGL-RU-SHIP Pt.5 Ch.10 Vessels for Special Operations
    RULES FOR CLASSIFICATION Ships Edition July 2017 Part 5 Ship types Chapter 10 Vessels for special operations The content of this service document is the subject of intellectual property rights reserved by DNV GL AS ("DNV GL"). The user accepts that it is prohibited by anyone else but DNV GL and/or its licensees to offer and/or perform classification, certification and/or verification services, including the issuance of certificates and/or declarations of conformity, wholly or partly, on the basis of and/or pursuant to this document whether free of charge or chargeable, without DNV GL's prior written consent. DNV GL is not responsible for the consequences arising from any use of this document by others. The electronic pdf version of this document, available free of charge from http://www.dnvgl.com, is the officially binding version. DNV GL AS FOREWORD DNV GL rules for classification contain procedural and technical requirements related to obtaining and retaining a class certificate. The rules represent all requirements adopted by the Society as basis for classification. © DNV GL AS July 2017 Any comments may be sent by e-mail to [email protected] If any person suffers loss or damage which is proved to have been caused by any negligent act or omission of DNV GL, then DNV GL shall pay compensation to such person for his proved direct loss or damage. However, the compensation shall not exceed an amount equal to ten times the fee charged for the service in question, provided that the maximum compensation shall never exceed USD 2 million.
    [Show full text]
  • " (Acaw Ai O, 1 May 16, 1961 T
    May 16, 1961 T. T. UNDE 2,984,202 LASHING ARRANGEMENT FOR PUSHER TOWBOAT AND BARGE Filed Jan. 6, 1958 2 Sheets-Sheet INVENTOR. 77/CAMAS 7 AUWDA " (acAW ai O, 1 May 16, 1961 T. T. LUNDE 2,984,202 LASHING ARRANGEMENT FOR PUSHER TOWBOAT AND BARGE Filed Jan. 6, 1958 2. Sheets-Sheet 2 AF/G6 INVENTOR. 77/OMAS 7 A. WDA A77ORway 2,984,202 United States Patent Office Patented May 16, 1961 2 Fig. 3 is a schematic top elevational view of the barge and towboat; Fig. 4 is a side elevational view of the towboat pusher 2,984,202 plpe; LASHING ARRANGEMENT FOR PUSHER 5 Fig. 5 is a front elevational view of the towboat TOWBOAT AND BARGE pusher-pipe; Thomas T. Lunde, 233 Cervantes Blvd., Fig. 6 is an exploded perspective view of the barge San Francisco, Calif. pusher-block; Fig. 7 is a perspective view of the barge pusher-block Filed Jan. 6, 1958, Ser. No. 707,425 O engaged with the towboat pusher-pipe; and 10 Claims. (C. 114-235) Fig. 8 is a perspective view of a special towline fitting. Referring now specifically to Figs. 1, 2 and 3, a pusher towboat , of conventional design, is shown in pushing contact with a load-carrying barge 2, in its un This invention relates to a method and apparatus for 15 laden condition in Fig. 1 and in its laden condition in lashing a pusher vessel or towboat to a load-carrying Fig. 2 as illustrated by the relative freeboard indicated in pushed vessel or barge.
    [Show full text]
  • Beach Nourishment Techniques: Report 1: Dredging Systems For
    BEACH NOURISHMENT TECHNIQUES R ep ort I DREDGING SYSTEMS FOR BEACH NOURISHMENT FROM OFFSHORE SOURCES by Thomas W. Richardson Hydraulics Laboratory U. S. Army Engineer Waterways Experiment Station P. O. Box 631, Vicksburg, Miss. 39180 September 1976 Report I of a Series Approved For Public Release; Distribution Unlimited TA 7 Prepared for Office, Chief of Engineers, U. S. Army .W34t Washington, D. C. 2 0 3 14 H-76-13 1976 Voi. 1 C . 3 BUREAU OF RECLAMATION LIBRARY DENVER, CO Destroy this report when no longer needed. Do not return it to the originator. P.yi!P.A.y .P f RECLAMATION DENVER LIBRARY 92071163 o'5 i Unclassified SECURITY CLASSIFICATION OF THIS PAGE (When Date Entered) READ INSTRUCTIONS REPORT DOCUMENTATION PAGE BEFORE COMPLETING FORM 1. REPORT NUMBER 2. GOVT ACCESSION NO. 3. RECIPIENT’S CATALOG NUMBER Technical Report H-76-13 4 . T I T L E (and Subtitle) 5. TYPE OF REPORT & PERIOD COVERED BEACH NOURISHMENT TECHNIQUES; Report 1, DREDGING SYSTEMS FOR BEACH NOURISHMENT Report 1 of a series FROM OFFSHORE SOURCES 6. PERFORMING ORG. REPORT NUMBER 7. A U TH O R fsj 8. CONTRACT OR GRANT NUMBERS Thomas W. Richardson 9. PERFORMING ORGANIZATION NAME AND ADDRESS 10. PROGRAM ELEMENT, PROJECT, TASK AREA & WORK UNIT NUMBERS U. S. Army Engineer Waterways Experiment Station Hydraulics Laboratory P. 0. Box 631, Vicksburg, Miss. 39180 11. CONTROLLING OFFICE NAME AND ADDRESS 12. REPORT DATE September 1976 Office, Chief of Engineers, U. S. Army Washington, D. C. 2031** 13. NUMBER OF PAGES 83 1 4 . MONITORING AGENCY NAME & ADDRESSfi/ different from Controlling Office) 15.
    [Show full text]
  • Environmentally-Friendly Dredging in the Bisan-Seto Shipping Route
    Environmentally-friendly dredging in the Bisan-Seto Shipping Route Seiki Takano1, Kazuhiro Someya2, Hidetoshi Nishina3, Ryoichi Takao⁴ , Shinji Yamamoto⁵ , Yuji Inoue⁶ Abstract:Japan’s Bisan-Seto Shipping Route serves as both a key a route for domestic shipping between Osaka and Kyushu and as an international sea trade route. Between fiscal year 1963 and 1972, the Ministry of Land, Infrastructure and Transport implemented a government-controlled program to improve this sea route. Approximately 38.4 million cubic meters of solids, including bedrock, were dredged to increase the depth of the northern shipping route to –19 m, the southern and connecting shipping route to –13 m, and the Mizushima Shipping Route to –17 m. The Ministry of Land, Infrastructure and Transtport performed every few years this dredging in response to the complex surrounding geography and tidal characteristics of the shipping route, which cause sediment build-up and reduce the functionality of the shipping route. The dredging involves barge-loading pump dredgers, with the dredged material loaded onto barges for transportation to disposal areas. This work lead to the overflow of turbid water from hopper of barges into surrounding sea areas, causing marine turbidity. The most recent Bisan-Seto Shipping Route dredging program was carried out over a five-year period, from fiscal year 2001 through 2005. The program incorporated studies on environmentally-friendly dredging methods that do not generate turbidity, leading to the selection of a method that recirculates overflow water from the barge to the dredger suction inlet, and realized an approach to prevent the generation of turbidity without reducing dredging efficiency.
    [Show full text]
  • Reference Manual on Maritime Transport Statistics 1
    Reference Manual on Maritime Transport Statistics 1 2019 Reference Manual on Maritime Transport Statistics Version 4.1 (October 2019) Reference Manual on Maritime Transport Statistics 2 Reference Manual on Maritime Transport Statistics 3 INTRODUCTION ........................................................................................................................................................7 PART I: METHODOLOGY, DEFINITIONS AND CLASSIFICATIONS .................................................................................8 3.1 Ports ................................................................................................................................................... 14 3.1.1 List of ports ................................................................................................................................. 14 3.1.2 Port ............................................................................................................................................. 15 3.1.3 Statistical port (reporting port) .................................................................................................... 15 3.1.4 Main port .................................................................................................................................... 16 3.1.5 Other port (data set A3) .............................................................................................................. 16 3.1.6 UN/LOCODE ...............................................................................................................................
    [Show full text]
  • 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
    [Show full text]
  • Inland Waterways Audit Techniques Guide
    Inland Waterways Audit Techniques Guide NOTE: This document is not an official pronouncement of the law or the position of the Service and can not be used, cited, or relied upon as such. This guide is current through the publication date. Since changes may have occurred after the publication date that would affect the accuracy of this document, no guarantees are made concerning the technical accuracy after the publication date. Contents Preface............................................................................................................................................. 2 Chapter 1 - Overview of the Inland Waterway Industry................................................................. 3 I. General.................................................................................................................................... 3 II. Economic Impact.................................................................................................................... 3 III. Reporting Requirements ....................................................................................................... 4 IV. Industry Organizations and Trade Associations ................................................................... 4 V. Useful Internet Sites .............................................................................................................. 4 Chapter 2 - Pre-Audit Analysis ....................................................................................................... 6 I. Pre-Audit Planning .................................................................................................................
    [Show full text]
  • Shipbreaking" # 54
    Shipbreaking Bulletin of information and analysis on shipbreaking # 54 Overview: from October 1 to December 31, 2018 + Overview 2018 March 1, 2019 Stellar Fair, beached at Chittagong, p 40. © Shipbreaking / Facebook group Robin des Bois - 1 - Shipbreaking # 54 – March 2019 4th quarter overview Content Content 2 Oil tanker 23 Bulk carrier 39 4th quarter overview 2 American Eagle Tankers 24 Stellar Fair, Polaris Shipping 40 Greece, clening up in Eleusis 3 Nordic American Tankers 28 Miscellanous: cement carrier, heavy 41 Car carrier, the International Car Show 4 Chemical tanker 32 load carrier, dredger Car ferries, asbestos palaces 5 Gas carrier 33 pusher-tug, other 43 General cargo ship 8 Combination carrier (OBO) 33 2018 overview 44 Container ship, the Kings of Box 13 Drilling ship 34 A gloomy year for safety 44 in Chaos Transocean Tons, cash, deflagging 45 CSL Virginia 15 Offshore service vessel 35 China, Turkey, Europe 45 Reefer 20 Safety standby vessel 38 France: Rio Tagus, one step forward 48 Factory-ship 21 Pipe-layer vessel 38 Ro Ro 22 Research vessel 38 Sources 49 October-November-December 2018 182 ships, +43%. 1,7 million tons, +51% compared to the 3rd quarter. Decrease compared to the first two quarters. The end- of-year big rush did not happen, it was done in small steps. Bangladesh crushes the market with 48% of the tonnage to be scrapped far ahead of India (28%), then Pakistan (5%). 158 ships scrapped in Asia, 95% of the global tonnage. Of these, 60 were built in the European Union and Norway and 61 belonged to shipowners from the European Union or the European Economic Area.
    [Show full text]
  • Collisions Involving Tugs and Tows Joseph Sweeney Fordham University School of Law
    Fordham Law School FLASH: The Fordham Law Archive of Scholarship and History Faculty Scholarship 1995 Collisions Involving Tugs and Tows Joseph Sweeney Fordham University School of Law Follow this and additional works at: https://ir.lawnet.fordham.edu/faculty_scholarship Part of the Law Commons Recommended Citation Joseph Sweeney, Collisions Involving Tugs and Tows, 70 Tul. L. Rev. 581 (1995) Available at: https://ir.lawnet.fordham.edu/faculty_scholarship/813 This Article is brought to you for free and open access by FLASH: The orF dham Law Archive of Scholarship and History. It has been accepted for inclusion in Faculty Scholarship by an authorized administrator of FLASH: The orF dham Law Archive of Scholarship and History. For more information, please contact [email protected]. Collisions Involving Tugs and Tows Joseph C. Sweeney* This Article examines the negligenceprinciples that govern an action arising out of a collision involving a tug and its tow. First,it canvasses the navigationalduties imposed on the tug. Specifically, tug unseaworthiness,towlines of improper length, and tugmaster ignorance may give rise to liability. The Article also briefly presents the duties imposed on towed vessels. Next, the Article explores negligence clauses in tug-tow contracts and concludes that contractualprovisions that absolve tugboat owners of negligence liability are againstpublic policy and therefore invalid. The Article explores the liability of the tug and tow when a third party is involved in the collision and concludes by examining practical steps to deal with human errordisasters as a means ofcollision prevention. I. INTRODUCTION ............................................................................ 581 I1. NEGLIGENCEPRIcCImLES ............................................................ 582 III. NAVIGATIONAL DUTIs OF THE TUG IN COLLISION ...................
    [Show full text]
  • Small Scale Dredging
    SMALL SCALE DREDGING AN INTRODUCTION IT’S IN OUR NATURE Small-scale dredging TABLE OF CONTENTS 1. INTRODUCTION: SMALL-SCALE DREDGING………………………………………………………………….. 2 2. CRITERIA FOR SELECTING DREDGING TECHNIQUE……………………………………………………….. 3 3. DREDGING TECHNIQUES……………………………………………………………………………………………… 5 4. TRANSPORT OF DREDGED MATERIALS……………………………………………………………………….. 17 5. STORAGE OF DREDGED MATERIALS……………………………………………………………………………. 21 “Small-scale dredging” Conver 2014 1 / 22 Small-scale dredging 1. INTRODUCTION: SMALL-SCALE DREDGING The word dredging probably originates from the old English word “dragan”, or to draw. Dredged materials normally involve a layer of soft matter, which is formed when plants, waste, soil material and leaves cling to the bottom of waterways. In time, this can have an impact on shipping traffic or the capacity of the waterway in question. Dredging is carried out for a variety of reasons. However, in most cases, dredging is done for maintenance purposes and to ensure sufficient water flow. Small-scale dredging projects generally involve drainage channels and modified rivers in areas with artificial (pumped) drainage and smaller urban and suburban waterways, which are not used for shipping activities. Photos: Reduced water flow 2 / 22 Small-scale dredging 2. CRITERIA FOR SELECTING DREDGING TECHNIQUE A variety of dredging techniques have been developed over the years. When preparing for dredging activities, a decision must be made of which dredging technique is best suited to the activities in question. When doing so, the following factors must be taken into consideration: - composition of dredged materials - type and level of pollution - specific circumstances - size of project - acceptable opacification and spillage - required accuracy - side-effects - ecological considerations Composition of dredged materials The choice of dredging technique is also determined by the physical composition of the materials that must be dredged.
    [Show full text]
  • Tug and Workboat Design Guide
    TUG AND WORKBOAT DESIGN GUIDE Tug and workboat design guide his design guide is meant to provide a basic primer for the of which changes their angle of attack as the disc rotates, thereby general reader to help understand the many types of tugs, generating thrust in the desired direction. T workboats and other small commercial craft which ply our Z-Drive — a drive system using a screw propeller driven through waters and some of their features and capabilities. Working closely two right angle gears and which can be rotated through 360 degrees. with Robert Allan Ltd., we have developed the following compila- tion. Robert Allan Ltd. has, over its 82 years of business, designed Tug types (or functions) many hundreds of working vessels of all types customized to fit Broadly speaking, tugs are designed to perform one or more very the specific needs of their clients worldwide. The descriptions and specific functions and are thus categorized accordingly. Of course samples below are just that — a sample of the myriad vessel types many tugs also tend to get used to perform more than one of these in this category. duties and thus become more “multi-purpose”. As with all things, the more diverse the duties the more compromised the design be- Tugboats: comes in terms of its ability to do any one function very well! Tugs and barges are the primary means of cargo transportation Robert Allan Ltd. is the world’s leading designer of tugboats to- used on the B.C. Coast, but this is an application rather unique day, accounting for something in the order of 35 to 40 per cent to this area.
    [Show full text]
  • 2005 Air Emissions Inventory
    Starcrest dedicates its work on this project to the loving memory of Kelly O’Reilly Ray THE PORT OF LOS ANGELES INVENTORY OF AIR EMISSIONS FOR CALENDAR YEAR 2005 Prepared for: THE PORT OF LOS ANGELES Prepared by: STARCREST CONSULTING GROUP, LLC P.O. Box 434 Poulsbo, WA 98370 POLA Inventory of Air Emissions CY 2005 TABLE OF CONTENTS EXECUTIVE SUMMARY .................................................................................................... 1 SECTION 1 INTRODUCTION.......................................................................................... 16 1.1 Reason for Study ................................................................................................ 16 1.2 Goods Movement............................................................................................... 17 1.3 Marine Container Cargo Movements................................................................ 20 1.4 Regulatory Measures Addressing Port-Related Activities ................................ 26 1.4.1 Ocean-Going Vessels............................................................................................................26 1.4.2 Harbor Craft.......................................................................................................................27 1.4.3 Cargo Handling Equipment.................................................................................................28 1.4.4 Railroad Locomotives...........................................................................................................29 1.4.5 On-Road
    [Show full text]