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以码头营运时船舶燃油泄漏存在的环境风险为例,从码头风险事故识别、源项分析以及风险管理,应急预案等方面对拟建的码头进行风险评价,通过采用溢油扩散、漂移模型对该码头船舶发生漏油风险事故时对水质进行影响分析,为码头选址的环境可行性论证提供技术依据。 相似文献
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文章在对临海油品接卸码头生产运行调研分析的基础上,根据油码头及管道设计的相关规范和环保标准,对包括生产设施设备因素、作业环境因素、企业环境风险综合管理因素、环境应急管理因素等可能导致油品接卸码头生产过程发生溢油风险的源头进行了系统性的辨识、筛选和分析。同时,结合码头溢油环境风险评估技术体系,论证了油品接卸码头的溢油风险源辨识应重点围绕码头泊位设施、输油管线,并充分辨识溢油风险区域、危险物质状态、触发条件以及潜在危险性,确定形成了24个泊位溢油风险评价指标和12个输油管线溢油风险评价指标。 相似文献
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文章以即将建成的广西北部湾港钦州30万吨级油码头工程为例,阐述钦州湾海上船舶溢油环境现状,并对溢油风险概率和风险源进行分析,评价溢油风险等级,为钦州湾海洋环境风险评价提供技术依据。 相似文献
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今年以来货物吞吐量一路强劲增长的天津港,其支柱货类原油的接卸再次迎来历史新高。截至6月30日,天津港石油化工码头公司上半年共累计完成原油吞吐606.6万吨,同比净增59 9%,净增幅度继续名列全国榜首,相当于该公司2002年全年吞吐量的总和。天津港石油化工码头公司位于天津港主航道南侧,背靠天津港南疆石化小区,同正在如火如荼建设的天津滨海新区临港工业区隔海相望,与天津石化,大港石化两家国家级特大炼化企业相距仅40多公里,是天津港集团公司唯一可接卸石油及石油制品的大型基层骨干企业。公司现拥有包括15万吨级码头在内的四个专业化泊位,年设计吞吐能力1800万吨,可接卸原油、航空煤油、燃料油.汽柴油等50多种液体化工货物,是我国京、津、华北地区最大的石油化工产品集散中转中心。众所周知,原油的吞吐量不但标志着一个港口的作用与 相似文献
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海上溢油属突发性海洋污染事故,需要人们进行快速应急反应,调用方方面面的应急技术装备及资源,尽可能对事故予以控制、减少所造成的环境污染等各种损害和不良影响。国内外支持溢油应急快速反应行动的相关技术主要用于以下方面:对海上溢油漂移的动态进行空中监视、浮标跟踪和模拟预测;对受威胁敏感资源发出污染预警,并采取必要措施加以保护;通过应急决策支持系统和溢油清污系统对海上溢油实施有效控制,采用适宜的回收设备进行清污。 相似文献
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A wide array of technical and operational solutions is available to shipowners in order to comply with existing and upcoming environmental regulation within Emission Control Areas (ECAs). Liquefied Natural Gas (LNG) is a promising alternative since it offers potential cost savings in addition to ensuring compliance with ECA regulation. But investment to retrofit existing vessels to be able to use LNG carries significant upfront costs, and a high degree of uncertainty remains on the differential between the prices of LNG and conventional maritime fuels, as well as on the availability of LNG and the reliability of its supply chain. New technologies such as LNG inherently carry substantial risk and an ill-chosen investment strategy may have irreversible consequences that could jeopardise the future of the shipping company. One important question is whether interested owners should invest in LNG now to comply with ECA rules in 2015 and reap the benefits of lower LNG prices, or whether it would be advisable to wait until some of the uncertainty is resolved.While traditional discounted cash flow techniques are unable to account for the value of managerial flexibility linked, for example, to the possibility of deferring an investment, real option analysis can be used to analyse such cases. The paper discusses the optimal time for investment in LNG retrofit and takes specific account of the value of an investment deferral strategy versus the advantages obtainable from the immediate exploitation of fuel price differentials. Through the use of a real option model the paper shows that there is a trade-off between low fuel prices and capital expenses for investment in LNG retrofit. The development in LNG is critically dependent on its future price as well as the reduction in capital costs and ship retrofitting costs. In this respect, policy makers can play a critical role in providing support to advance technical knowledge, maintain LNG prices at favourable levels and in avoiding ambiguity on regulation. 相似文献
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Liquefied natural gas (LNG) has emerged as a possible alternative fuel for freight railroads in the United States, due to the availability of cheap domestic natural gas and continued pursuit of environmental and energy sustainability. A safety concern regarding the deployment of LNG-powered trains is the risk of breaching the LNG tender car (a special type of hazardous materials car that stores fuel for adjacent locomotives) in a train accident. When a train is derailed, an LNG tender car might be derailed or damaged, causing a release and possible fire. This paper describes the first study that focuses on modeling the probability of an LNG tender car release incident due to a freight train derailment on a mainline. The model accounts for a number of factors such as FRA track class, method of operation, annual traffic density level, train length, the point of derailment, accident speed, the position(s) of the LNG tender(s) in a train, and LNG tender car design. The model can be applied to any specified route or network with LNG-fueled trains. The implementation of the model can be undertaken by the railroad industry to develop proactive risk management solutions when using LNG as an alternative railroad fuel. 相似文献
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Metin Celik Y. Ilker Topcu 《Transportation Research Part D: Transport and Environment》2009,14(7):502-506
While maritime pollution is often caused at the operational level, the causes can generally be traced back to shortcomings in the ship–shore interface and to poor communication among stakeholders. Here, the environmental responsibilities of maritime stakeholders are systematically analyzed and quantified using an analytic network process. This approach ensures that the most important dependencies and feedbacks among the responsibilities which is applied to a real marine situation (an oil spill) to validate the theoretical basis. A number of latent links between stakeholders’ responsibilities and the catastrophic impacts of the spill are identified. 相似文献
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The container cargo proportion of total maritime transport increased from 3% in 1980 to 16% in 2011. The largest Brazilian port, the port of Santos, is the 42nd largest container port in the world. However, Santos’ performance indicators are much lower than those of the world’s largest ports, so comparisons with them are difficult. This article focuses on the Brazilian container terminals that handled containers in 2009 and compares port competitiveness. This study classified seventeen Brazilian container terminals into three distinct groups based on the following competitiveness criteria: number of containers handled, berth length, number of berths, terminal tariffs (in US$), berth depth, rate of medium consignment (in containers/ship), medium board (containers/hour), average waiting time for mooring (in hours/ship), and average waiting time for load or unload cargo (in hours/ship). This classification used a hierarchical cluster analysis. The classification shows that the terminal of Tecon in the port of Santos has the best performance of all, while small terminals (<150,000 container units) are the worst performing terminals in Brazil. 相似文献