DOCSLIB.ORG

Universidade Aberta Shipping and Sustainability Liquefied Natural Gas As an Alternative Fuel: Evidence from Portugal

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Universidade Aberta Shipping and Sustainability Liquefied Natural Gas As an Alternative Fuel: Evidence from Portugal UNIVERSIDADE ABERTA SHIPPING AND SUSTAINABILITY LIQUEFIED NATURAL GAS AS AN ALTERNATIVE FUEL: EVIDENCE FROM PORTUGAL Paulo Jorge Pires Moreira Ph.D. Thesis in Social Sustainability and Development 2018 Shipping and Sustainability. Liquefied Natural Gas as an Alternative Marine Fuel: Evidence from Portugal II Paulo Jorge Pires Moreira Ph.D. Thesis in Social Sustainability and Development UNIVERSIDADE ABERTA SHIPPING AND SUSTAINABILITY LIQUEFIED NATURAL GAS AS AN ALTERNATIVE FUEL: EVIDENCE FROM PORTUGAL Paulo Jorge Pires Moreira Ph.D. Thesis in Social Sustainability and Development Ph.D. adviser Prof. Dr. Fernando José Pires Caetano (Universidade Aberta) Ph.D. co-adviser Dr. Vítor Manuel dos Ramos Caldeirinha (CEGE/ISEG) 2018 III Shipping and Sustainability. Liquefied Natural Gas as an Alternative Marine Fuel: Evidence from Portugal The sole responsibility for the content of this document and possible inaccuracies of information lies under the responsibility of the author. IV Paulo Jorge Pires Moreira Ph.D. Thesis in Social Sustainability and Development ABSTRACT The objective of this Ph.D. thesis is to provide important inputs for the decarbonisation of marine transport and climate change mitigation policies concerning liquefied natural gas (LNG) as a substitute fuel. Real-world results show efficiency gains from LNG compared with traditional fossil fuels burned on-board vessel’s engines even when equipped with mitigation technologies. Yet, this is a necessary but not a sufficient condition to LNG be elected as a substitute fuel. For a fuel switch of such order of magnitude to occur within a major end-use sector, other requirements are to be fulfilled: the government intervention in the public interest, and, to justify such policy intervention, the degree of social acceptability. This is accomplished by developing a social cost-benefit analysis (SCBA) performed at a regional basis after the assessment of the trade-off between the provision level of the good and Portuguese nationals’ disposable income had been examined. SCBA attaches money prices - a metric of everything that everyone can recognise - to as many costs and benefits as possible in order to uniformly weigh the policy objectives. As a result, these prices reflect the value a society ascribe to the paradigm change enabling the decision maker to form an opinion about the net social welfare effects. Empirically, emissions from the Portuguese merchant fleet weighted by their contribution for the National Inventory were used to quantify and monetise externalities compared with benefits from LNG as a substitute marine fuel. Benefits from the policy implementation are those related with the reduction of negative externalities. Costs are those determined from the price nationals are hypothetically willing-to-pay for. Conclusions show that benefits are largely superior to the costs, so action must be taken instead of a doing nothing scenario. Apart from the social ex-ante evaluation, this thesis also imprints the first step for developing furthermore complete studies in this aspect and it can help fill policy makers’ knowledge gap to what concerns to strategic energy options vis-à-vis sustainability stakeholders engagement. Although it addresses Portuguese particularities, this methodology should be applied elsewhere. Keywords: Shipping and sustainability; Liquefied Natural Gas; Alternative Marine Fuels; Cost-benefit Analysis; Willingness-To-Pay V Shipping and Sustainability. Liquefied Natural Gas as an Alternative Marine Fuel: Evidence from Portugal VI Paulo Jorge Pires Moreira Ph.D. Thesis in Social Sustainability and Development RESUMEN El objetivo de esta tesis es proporcionar insumos importantes para la descarbonización del transporte marítimo y políticas de mitigación del cambio climático abordando el gas natural licuado (GNL) como combustible sustituto. Los resultados en el mundo real muestran un aumento de la eficiencia del GNL en comparación con los combustibles fósiles tradicionales, incluso cuando los motores son equipados con tecnologías de mitigación. Sin embargo, esta es una condición necesaria pero no suficiente para que el GNL sea elegido como sustituto. Para que se produzca un cambio de combustible de tal orden de magnitud otros requisitos se deben cumplir: la intervención del gobierno en el interés público y, para justificar dicha intervención, el grado de aceptabilidad social. Esto se logra realizando un análisis de costo-beneficio social (SCBA) a nivel regional. La SCBA asigna los precios en dinero, una medida de todo y que todos reconocen, a tantos costos y beneficios posibles para sopesar de manera uniforme los efectos de las políticas. Como resultado, estos precios reflejan el valor que una sociedad atribuye al cambio de paradigma que permite al tomador de decisiones formarse una opinión sobre los efectos netos del bienestar social. Empíricamente, las emisiones de la flota mercante portuguesa ponderadas por su contribución al Inventario Nacional se utilizaron para cuantificar y monetizar las externalidades en comparación con los beneficios del GNL. Asimismo, los beneficios de la implementación de la política son aquellos relacionados con la reducción de las externalidades negativas. Los costos son aquellos determinados a partir del precio que los nacionales hipotéticamente están dispuestos a pagar. Las conclusiones muestran que los beneficios son en larga medida superiores a los costos, por lo que se deben tomar medidas en lugar de un escenario hacer nada. Además, esta tesis también imprime el primer paso para desarrollar estudios más completos y puede ayudar a llenar la brecha de conocimiento de los responsables de la formulación de políticas en lo que concierne a las opciones energéticas estratégicas con respecto al compromiso de las partes interesadas en materia de sostenibilidad. Aunque aborda las particularidades portuguesas, esta metodología puede aplicarse en otros lugares. Palabras clave: Shipping y sostenibilidad; Gas natural licuado; Combustibles marinos alternativos; Análisis de costo-beneficio; Disposición a pagar VII Shipping and Sustainability. Liquefied Natural Gas as an Alternative Marine Fuel: Evidence from Portugal VIII Paulo Jorge Pires Moreira Ph.D. Thesis in Social Sustainability and Development RESUMO O transporte marítimo é um elo vital do comércio mundial graças à sua capacidade, confiabilidade e relação custo-eficácia no transporte de grande quantidade de bens; nenhum outro modo de transporte consegue alcançar tais economias de escala. Mas este argumento subestima os custos reais. A frota marítima internacional, excluindo barcos de pesca e navios militares, produziu em 2012 cerca de 796 milhões de toneladas (Mt) de dióxido de carbono (CO2) e 816 Mt de dióxido de carbono equivalente (CO2e) de gases de efeito de estufa (GEE) combinando dióxido de carbono (CO2), metano (CH4) e óxido nitroso (N2O) correspondendo a cerca de 3,1% das emissões globais (IMO-International Maritime Organization, 2015; Rahman e Mashud, 2015) e é um dos setores de mais rápido crescimento em termos de emissões de GEE (Gilbert, Bows e Starkey, 2010; Bows-Larkin, 2014) previstas aumentar entre 102% a 193% em relação aos níveis de 2000 até 2050 (Bows-Larkin, 2014), crescendo a uma taxa mais elevada do que a taxa média de todos os outros sectores, com excepção da aviação. Como as emissões marítimas são produzidas, em grande parte, em mar aberto e por navios registados em países de bandeira de conveniência, foram excluídas dos compromissos nacionais no âmbito do Protocolo de Quioto de 1997, que cedeu o controlo à IMO o organismo da ONU responsável pelo sector1. De acordo com o Maritime Knowledge Centre da IMO, a frota mercante mundial de navios com pelo menos 100 gross tonnage (tonelagem bruta) era composta por 93.161 navios no final do ano de 2016. Espera-se que um número crescente de navios mercantes entre em operação nas próximas décadas, nomeadamente navios porta-contentores de grande capacidade, navios metaneiros e outros adstritos a actividades diversificadas como produção, armazenamento e descarga de gás natural e de petróleo (em inglês Floating Production Storage and Offloading - FPSOs). Os combustíveis marítimos tradicionais também produzem emissões de óxido de enxofre (SOx), óxidos de azoto (NOx) e micropartículas e o impacto sobre o ambiente dos poluentes primários e secundários resultantes da combustão do fuelóleo pesado (HFO) tem contribui para a acidificação, eutrofização e formação de ozono (O3) fotoquímico (Bengtsson, 2011). Um efeito particularmente pernicioso na saúde das populações expostas é a mortalidade prematura 1 Cerca de 60% da frota mundial de navios da marinha comercial estão registados e navegam sob Bandeiras de Conveniência sem qualquer vínculo entre registo nacional e proprietário o qual normalmente não é cidadão residente, o que imputaria ao país a responsabilidade pelas emissões excluindo o proprietário, o que pesou na decisão da sua exclusão de Quioto. IX Shipping and Sustainability. Liquefied Natural Gas as an Alternative Marine Fuel: Evidence from Portugal relacionada com micropartículas inaláveis associadas com o aumento do cancro de pulmão e problemas cardiorrespiratórios (Corbett et al., 2007) e, embora os efeitos nocivos mais graves sejam particularmente sentidos nas zonas costeiras e em áreas próximas das atividades portuárias, estes efeitos também ocorrem no interior dos países devido às condições predominantes dos ventos (Corbett, Fischbeck and Pandis, 1999) incluindo efeitos transfronteiriços (Nore, 2011). Em Portugal
Load more

Recommended publications
  • Ultimate and Residual Strength Assessment of Ship Structures
    CHALMERS UNIVERSITY OF TECHNOLOGY Gothenburg, Sweden www.chalmers.se LICENTIATE THESIS ARTJOMS KUZNECOVS U ltimate and Residual Strength Assessment of Ship Structures Ultimate and Residual Strength Assessment of Ship Structures ARTJOMS KUZNECOVS DEPARTMENT OF MECHANICS AND MARITIME SCIENCES CHALMERS UNIVERSITY OF TECHNOLOGY 2 020 Gothenburg, Sweden 2020 www.chalmers.se THESIS FOR THE DEGREE OF LICENTIATE OF ENGINEERING Ultimate and Residual Strength Assessment of Ship Structures ARTJOMS KUZNECOVS Department of Mechanics and Maritime Sciences CHALMERS UNIVERSITY OF TECHNOLOGY Gothenburg, Sweden 2020 Ultimate and Residual Strength Assessment of Ship Structures ARTJOMS KUZNECOVS © ARTJOMS KUZNECOVS, 2020 Report No 2020:07 Chalmers University of Technology Department of Mechanics and Maritime Sciences Division of Marine Technology SE-412 96, Gothenburg Sweden Telephone: + 46 (0)31-772 1000 Printed by Chalmers Reproservice Gothenburg, Sweden 2020 Ultimate and Residual Strength Assessment of Ship Structures ARTJOMS KUZNECOVS Chalmers University of Technology Department of Mechanics and Maritime Sciences Division of Marine Technology Abstract The prevention of ship structural failures and reduction of accident consequences contribute to increased safety at sea and reduced environmental impact. A need for reliable and efficient ship designs facilitates knowledge accumulation and the development of tools for the assessment of hull structural responses to acting loads. Important in this regard, ship design criteria are the ultimate and residual strengths of a hull that determine whether a ship may be safely operated in intact and accidentally damaged conditions. Thus, an accurate and reliable procedure for estimating a ship’s strength accounting for all actual foreseeable scenarios and reasonably practicable conditions is necessary. The main objective of this thesis is to develop a new precise and time-efficient methodology for the assessment of the ultimate and residual strength under vertical and biaxial loading conditions.
    [Show full text]
  • CAMM Sidelights June 2016
    NDED 1 00 FOU 936 $4. USD RICAN MA ME ST A E R F M O A L R I I C N N E R U S O C I N E C H . T o IN 3 June 2016 Vol. 46, N 3 CO 96 idelights RPORATED 1 S Published by the Council of American Master Mariners, Inc. The AGM Issue Coverage of CAMM’s Professional Development Conference and Annual General Meeting Mission Statement www.mastermariner.org The Council of American Master Mariners is dedicated to supporting and strengthening the United States Merchant Marine and the position of the Master by fostering the exchange of maritime information and sharing our experience. We are committed to the promotion of nautical education, the improvement of training standards, and the support of the publication of professional literature. The Council monitors, comments, and takes positions on local, state, federal and international legislation and regulation that affect the Master. THE LARGEST AND MOST COMPREHENSIVE MARITIME SECURITY EVENT IN THE U.S. THE LARGEST AND MOST COMPREHENSIVE DOMARITIME YOUR PART! SECURITY EVENT IN THE U.S. Safety and security are NOT just the responsibilities of Coast Guard andDO first YOUR responders. PART! Captains, pilots, merchantSafety and mariners, security andare NOTall others just the in theresponsibilities maritime communityof Coast play Guard critical and rolesfirst toresponders. keep our ships,Captains, ports pilots, and merchantcoastlines mariners, andsafe all and others secure. in the maritime community play critical roles to keep our ships, ports and coastlines safe and secure. ALL HANDS ON DECK! Maritime Security 2016 West will bring together all segments of the maritime communityALL HANDS to collaborate, ON DECK! explore and learn new technologies,Maritime Security methods 2016 and West resources will bring to together more effectively all segments secure of the maritimeour community shared critical to collaborate, maritime explore domain.
    [Show full text]
  • Blue Waters Jan 2014.Pmd
    Biannual Jan 2014 Vol XV Issue 1 A Publication of the Indian Coast Guard From the Director General’s Desk At the outset, I would take the liberty to express a sense of reassurance at the increased participation of stakeholders and resource agencies at both the 18th NOSDCP meeting held on 31 May 2013 and the recently concluded NATPOLREX-V exercise, representing an increased commitment to oil spill response preparedness. The maiden participation of the IAF C-130 J Super Hercules remarkably not only enhances the reach and capability of the nation to respond to marine oil spill disasters within the Maritime Zones of India. Considering the importance of joint capacity building for oil spill response amongst coastal states in the region, the Indian Coast Guard conducted the first ever modular IMO OPRC Level 1 and Level 2 international training programme for personnel from Maldives and Sri Lanka, under Indo-Maldives-Sri Lanka Trilateral Cooperation programme from 25 Nov to 10 Dec 2013 at Mumbai which also included their participation in NATPOLREX as international observers. Marine Environment Protection is a wholesome concept for the Indian Coast Guard. I am happy to note that nearly twenty thousand people across all the coastal states of India participated in the Coastal Cleanup Day organised by us on 21-22 September 2013 under the aegis of South Asian Co-operative Environment Programme. The six-monthly, annual conservation plan and measures initiated by the Coast Guard for the protection of the endangered Olive Ridley turtles in Orissa, since early eighties, remains a permanent feature on the Coast Guard’s annual operational calendar.
    [Show full text]
  • Northern Gateway Joint Review Panel
    IN THE MATTER OF: NORTHERN GATEWAY JOINT REVIEW PANEL PROPONENT: NORTHERN GATEWAY PIPELINES INC. APPLICATION: NORTHERN GATEWAY PIPELINE PROJECT NEB FILE OF- FAC-OIL-N304-2010-01 01, FILED 27 MAY 2010 CERTIFICATE OF PUBLIC CONVENIENCE AND NECESSITY HEARING ORDER OH-4-2011 WRITTEN EVIDENCE OF THE INTERVENOR COASTAL FIRST NATIONS December 21, 2011 Northern Gateway Joint Panel Review - CFN Written Evidence 1 NEB FILE OF-FAC-OIL-N304-2010-01 01 – Hearing Order OH-4-2011 Table of Contents Table of Contents ............................................................................................................. 2 Part I, Introduction ........................................................................................................... 5 Coastal First Nations (CFN) ........................................................................................ 5 Declaration of First Nations of the North Pacific Coast .......................................... 5 CFN Members and Associates ................................................................................. 5 Location of CFN Members ...................................................................................... 6 Sustainable Eco-system Management...................................................................... 6 Aboriginal Rights and Title ......................................................................................... 7 Long-term Effects of an NGP oil Spill .................................................................... 8 Inadequate NGP Consultation.................................................................................
    [Show full text]
  • The History of the Tall Ship Regina Maris
    Linfield University DigitalCommons@Linfield Linfield Alumni Book Gallery Linfield Alumni Collections 2019 Dreamers before the Mast: The History of the Tall Ship Regina Maris John Kerr Follow this and additional works at: https://digitalcommons.linfield.edu/lca_alumni_books Part of the Cultural History Commons, and the United States History Commons Recommended Citation Kerr, John, "Dreamers before the Mast: The History of the Tall Ship Regina Maris" (2019). Linfield Alumni Book Gallery. 1. https://digitalcommons.linfield.edu/lca_alumni_books/1 This Book is protected by copyright and/or related rights. It is brought to you for free via open access, courtesy of DigitalCommons@Linfield, with permission from the rights-holder(s). Your use of this Book must comply with the Terms of Use for material posted in DigitalCommons@Linfield, or with other stated terms (such as a Creative Commons license) indicated in the record and/or on the work itself. For more information, or if you have questions about permitted uses, please contact [email protected]. Dreamers Before the Mast, The History of the Tall Ship Regina Maris By John Kerr Carol Lew Simons, Contributing Editor Cover photo by Shep Root Third Edition This work is licensed under the Creative Commons Attribution-NonCommercial-NoDerivatives 4.0 International License. To view a copy of this license, visit http://creativecommons.org/licenses/by-nc- nd/4.0/. 1 PREFACE AND A TRIBUTE TO REGINA Steven Katona Somehow wood, steel, cable, rope, and scores of other inanimate materials and parts create a living thing when they are fastened together to make a ship. I have often wondered why ships have souls but cars, trucks, and skyscrapers don’t.
    [Show full text]
  • A Three-Step Model to Assess Shoreline and Offshore Susceptibility to Oil Spills: the South Aegean (Crete) As an Analogue for Confined Marine Basins ⇑ Tiago M
    Marine Pollution Bulletin xxx (2014) xxx–xxx Contents lists available at ScienceDirect Marine Pollution Bulletin journal homepage: www.elsevier.com/locate/marpolbul A three-step model to assess shoreline and offshore susceptibility to oil spills: The South Aegean (Crete) as an analogue for confined marine basins ⇑ Tiago M. Alves a, , Eleni Kokinou b, George Zodiatis c a 3D Seismic Lab, School of Earth and Ocean Sciences, Cardiff University, Main Building-Park Place, Cardiff CF10 3AT, United Kingdom b Technological Educational Institute Crete, Department of Environmental & Natural Resources Engineering, 3 Romanou Str. Chalepa, Chania, Crete GR 73133, Greece c Oceanography Centre, University of Cyprus, P.O. Box 20537, 1678 Nicosia, Cyprus article info abstract Article history: This study combines bathymetric, geomorphological, geological data and oil spill predictions to model Available online xxxx the impact of oil spills in two accident scenarios from offshore Crete, Eastern Mediterranean. The aim is to present a new three-step method of use by emergency teams and local authorities in the assessment Keywords: of shoreline and offshore susceptibility to oil spills. The three-step method comprises: (1) real-time anal- Oil-spill predictions yses of bathymetric, geomorphological, geological and oceanographic data; (2) oil dispersion simulations GIS under known wind and sea current conditions; and (3) the compilation of final hazard maps based on Shoreline susceptibility information from (1) and (2) and on shoreline susceptibility data. The results in this paper show that Bathymetry zones of high to very-high susceptibility around the island of Crete are related to: (a) offshore bathymet- Geology Oceanography ric features, including the presence of offshore scarps and seamounts; (b) shoreline geology, and (c) the presence near the shore of sedimentary basins filled with unconsolidated deposits of high permeability.
    [Show full text]
  • 2.3. Clarkson Plc
    ΠΑΝΕΠΙΣΤΗΜΙΟ ΠΕΙΡΑΙΩΣ ΣΧΟΛΗ ΝΑΥΤΙΛΙΑΣ ΚΑΙ ΒΙΟΜΗΧΑΝΙΑΣ ΤΜΗΜΑ ΒΙΟΜΗΧΑΝΙΚΗΣ ΔΙΟΙΚΗΣΗ ΚΑΙ ΤΕΧΝΟΛΟΓΙΑΣ ΠΡΟΓΡΑΜΜΑ ΜΕΤΑΠΤΥΧΙΑΚΩΝ ΣΠΟΥΔΩΝ στη «ΒΙΟΜΗΧΑΝΙΚΗ ΔΙΟΙΚΗΣΗ ΚΑΙ ΤΕΧΝΟΛΟΓΙΑ» με ΚΑΤΕΥΘΥΝΣΗ στη «ΔΙΑΧΕΙΡΙΣΗ ΕΝΕΡΓΕΙΑΣ ΚΑΙ ΠΕΡΙΒΑΛΛΟΝΤΟΣ» "Κουλτούρα και Πολιτικές Ασφάλειας στις Ελληνικές Ναυτιλιακές Επιχειρήσεις" Έλλη Π. Δρίτσα Διπλωματική Εργασία που υποβλήθηκε στο Τμήμα Βιομηχανικής Διοίκησης και Τεχνολογίας, του Πανεπιστημίου Πειραιώς, ως μέρος των απαιτήσεων για την απόκτηση του Μεταπτυχιακού Διπλώματος με Ειδίκευση στη «Διαχείριση Ενέργειας και Περιβάλλοντος» Πειραιάς, Νοέμβριος 2016 ΔΗΛΩΣΗ ΑΥΘΕΝΤΙΚΟΤΗΤΑΣ/ COPYRIGHT Το άτομο, το οποίο εκπονεί την Διπλωματική Εργασία φέρει ολόκληρη την ευθύνη προσδιορισμού της δίκαιης χρήσης του υλικού, η οποία ορίζεται στην βάση των εξής παραγόντων: του σκοπού και χαρακτήρα της χρήσης (εμπορικός, μη κερδοσκοπικός ή εκπαιδευτικός), τη φύσης του υλικού, που χρησιμοποιεί (τμήμα του κειμένου, πίνακες, σχήματα, εικόνες ή χάρτες), του ποσοστού και της σημαντικότητας του τμήματος, που χρησιμοποιεί σε σχέση με το όλο κείμενο υπό copyright, και των πιθανών συνεπειών της χρήσης αυτής στην αγορά ή στη γενικότερη αξία του υπό copyright κειμένου». Η υπογράφουσα Έλλη Π. Δρίτσα ΕΥΧΑΡΙΣΤΙΕΣ Στο πλαίσιο της εκπόνησης της Μεταπτυχιακής Διπλωματικής Εργασίας μου θα ήθελα να ευχαριστώ θερμά το σύνολο των ανθρώπων που με στήριξαν στο πόνημά μου, πρακτικά και ηθικά. Αρχικά, τον Επίκουρο Καθηγητή κύριο Γιαννατσή Ιωάννη για το επιστημονικό υλικό και τις ευγενικές οδηγίες-προτροπές του καθόλη τη διάρκεια της συγγραφής. Τα στελέχη των ναυτιλιακών επιχειρήσεων για το πολύτιμο υλικό τους και ιδιαίτερα τον φίλτατο καπετάν Στέλιο, για τις εξηγήσεις του μέσω εύστοχων παραδειγμάτων και το αμείωτο ενδιαφέρον του, καθώς και το θείο μου Χρήστο για την εξήγηση διαφόρων τεχνικών ναυτιλιακών ζητημάτων. Επιπλέον, τους φίλους μου που με υπομονή και ενδιαφέρον με στήριξαν, καθόλη τη διάρκεια της συγγραφής.
    [Show full text]
  • UNILATERAL PORT STATE JURISDICTION Detention, Expulsion Or Request of Any Type of Information Prior to the to Attend the Public Defence Entry Into the Port
    U The capacity to act as a port state in international law is best described NILATERAL INVITATION by the specific powers exercised over foreign ships, namely inspection, UNILATERAL PORT STATE JURISDICTION detention, expulsion or request of any type of information prior to the To attend the public defence entry into the port. Many of these powers are explicitly attributed to the of my PhD thesis entitled: state in multilateral instruments, whereby the flag state consents to having its ships subject to the jurisdiction of the port state. Notwithstanding the P THE QUEST FOR UNIVERSALITY IN THE PREVENTION, consensus around the complementary nature of port state jurisdiction ORT with respect to certain obligations of the flag state, the port state is not REDUCTION AND CONTROL OF SHIP-SOURCE POLLUTION UNILATERAL PORT STATE limited to fulfil a secondary role. This is especially visible in the prevention, S JURISDICTION reduction and control of ship-source pollution, where some port states TATE have not hesitated in acting regardless of an expressed consent by the flag state to the rule or standard being applied with the support of port J By Nelson F. Coelho powers. Not only do port states use more stringent enforcement powers URISDICTION to ensure that international treaties are effective, but they also prescribe novel rules and standards upon any foreign ship that approaches the Tuesday 12 February 2019 port, often as a means of breaking an international negotiation deadlock. at 12:45 hours This study discusses the international legal basis for such unilateral jurisdiction by analysing the principles of state jurisdiction under the dichotomy parochial/cosmopolitan.
    [Show full text]
  • Eight Watson-Class Lmsrs to Go to Patriot, MSC Says
    Vol. 49, No. 5 Sept. - Oct. 2013 The International Marine Division of ILA/AFL-CIO Official Voice of the International Organization of Masters, Mates & Pilots Eight Watson-Class LMSRs To Go To Patriot, MSC Says Gridlock in Congress May Cost Maritime Security Fleet 20 Ships MM&P Launches Media Campaign to Defend MSP Maersk Utah Helps Rescue 83 Off Sicilian Coast Table of Contents The Master, Mate & Pilot (ISSN 0025-5033) Vol. 49, No. 5 September - October 2013 is the official voice of the International Letter From the President 1 Organization MM&P in all-out effort to defend the Maritime Security Program (MSP) of Masters, from threatened cuts caused by sequestration and Congressional Mates & Pilots (International Marine Division gridlock. of the ILA), AFL-CIO. © 2013 IOMMP. Published bimonthly at News Briefs 2 MM&P Headquarters, 700 Maritime Blvd, Suite B, Eight Watson-class LMSRs to go to Patriot, MSC says; 20 MSP ships Linthicum Heights, MD may lose funding because of U.S. budget cuts; MM&P continues media 21090-1953. outreach in defense of MSP: MM&P officials interviewed in USA TODAY, Phone: (410) 850-8700 E-mail: [email protected] the LA Times, the Baltimore Sun and NPR Marketplace; Maersk Utah Internet: www.bridgedeck.org helps rescue 83 off coast of Sicily; Costa Concordia doors “not the Periodicals postage paid cause of grounding,” MM&P official tells CNN. at Elkridge, MD, and additional offices. Regulatory Update 17 POSTMASTER Please send changes to: AMO seeks to drive down wages and benefits for its members. The Master, Mate & Pilot 700 Maritime Blvd, Suite B Beck Notice 19 Linthicum Heights, MD 21090-1953 Washington Observer 20 Don Marcus Chairman, Editorial Board America’s security and American troops at risk without a strong U.S.-flag Lisa Rosenthal merchant marine.
    [Show full text]
  • Exxonmobil Oil Spill Dispersant Guidelines
    ExxonMobil Oil Spill Dispersant Guidelines ExxonMobil Oil Spill Dispersant Guidelines 0 Copyright © 2008 ExxonMobil Research and Engineering Company Material may be copied in whole or in part without the express authorization of ExxonMobil provided that: (1) the user includes ExxonMobil’s copyright notice on all copies, (2) the materials are in no way modified or used in any misleading or inappropriate manner, and, (3) the materials are not sold or in any way exploited. ExxonMobil Oil Spill Dispersant Guidelines ExxonMobil Oil Spill Dispersant Guidelines This guidance document is intended for use by ExxonMobil employees and contractors who are trained in the use of oil spill dispersants. The information presented has been selected from many sources as of August 2007 and condensed to present concise recommendations that reflect the authors’ best professional judgment concerning strategies for the use of these dispersants. Safety, health, and environmental regulations and related legal issues applicable to dispersants and dispersant activities are not addressed in this document. This document is not a substitute for and should not be relied upon in place of appropriate training, timely technical advice, or common sense. Neither Exxon Mobil Corporation, nor any of its affiliates, subsidiaries, employees, officers, directors or shareholders shall be liable for injury, loss or damage of any kind resulting directly or indirectly from the use of the information contained in this volume, even if such loss or damage results directly or indirectly from ExxonMobil’s active or passive negligence. In some chapters of this manual, companies that manufacture equipment/chemicals typical of a particular generic class may be identified by name.
    [Show full text]
  • MANUAL Crisis Communication for the Public Health Management of Chemical Incidents
    for the Public Health Management of Chemical Incidents MANUAL risk assessment MANUAL FOR THE PUBLIC HEALTH MANAGEMENT OF CHIEMICAL INCIDENTS preparedness crisis communication hazard emergency ISBN 9 789241 598149 Switzerland www.who.int/environmental_health_emergencies/ 20, Avenue Appia 20, Avenue CH-1211 Geneva 27 Department of Public Health and Environment Department of Public Health Organization World planning MANUAL for the Public Health Management of Chemical Incidents This publication was developed in the IOMC context. The contents do not necessarily reflect the views or stated policies of individual IOMC Participating Organizations. The Inter-Organisation Programme for the Sound Management of Chemicals (IOMC) was established in 1995 following recommendations made by the 1992 UN Conference on Environment and Development to strengthen co-operation and increase international co-ordination in the field of chemical safety. The participating organisations are FAO, ILO, UNEP, UNIDO, UNITAR, WHO and OECD. The World Bank and UNDP are observers. The purpose of the IOMC is to promote co-ordination of the policies and activities pursued by the Participating Organisations, jointly or separately, to achieve the sound management of chemicals in relation to human health and the environment. WHO Library Cataloguing-in-Publication Data Manual for the public health management of chemical incidents. 1. Hazardous substances. 2. Environmental exposure – adverse effects. 3. Environmental exposure – prevention and control. 4. Environmental monitoring. 5. Risk assessment. 6. Data collection. 7. Public health practice. 8. Manuals. I. World Health Organization. ISBN 978 92 4 159814 9 (NLM classification: WA 670) © World Health Organization 2009 All rights reserved. Publications of the World Health Organization can be obtained from WHO Press, World Health Organization, 20 Avenue Appia, 1211 Geneva 27, Switzerland (tel.: +41 22 791 3264; fax: +41 22 791 4857; e-mail: [email protected]).
    [Show full text]
  • Ask Martin.Pdf (6.312Mb)
    Summary During the last decades there have been several major ship accidents, and it is believed that old ships are more unsafe than newer ships. To get a better understanding of this phenomenon the thesis is investigating different issues with ship ageing. This thesis consists of a general description of the most important ageing issues, and the condition of sea water ballast tanks is identified as one of the most critical issue regarded to ageing on LPG-tankers. This investigation consists of a theoretical description and evaluation of different corrosion mechanisms, fatigue, buckling and steel protection. The different rules and regulation for new build, maintenance and inspection of ballast tanks are discussed, and there have been physical inspections of some ballast tanks on some selected ships (25, 15 and 1 year old ships). A high number of ballast tanks inspection report are reviewed and used as a basis for the conclusions. To demonstrate the importance of proper steel protection, a life time evaluation of critical areas in ballast tanks are carried out. There are five different ageing issues concerning a gas-tanker, seen through a shipping company, as listed below - Functional ageing - Technological ageing Safety and environment related - Knowledge based ageing - Organizational ageing - Commercial ageing Market related Every one of the ageing mechanisms can affect the lifetime of the ship in different ways. Commercial ageing can be the most fixed ageing mechanism, where the charterer sets a maximum age on ships they will charter. The major oil and gas companies have a maximum age on gas-tankers to be 20 – 25 years old, regardless of the actual condition of the ship.
    [Show full text]