Information taken directly fron USCG Waterway Suitability Plan for Bradwood Landing and of course, the question; Who's Going To Pay For All This?
All This Going On 2.5 Times A Week?
500 yard(1500 feet) radius around tanker, moving safety/security zone to shoreline.
200 yard(600 feet) radius security zone while tanker is moored at off-load pier.
50 yard(150 feet) security zone around Storage/Transfer Terminal when no vessel is at dock.
2 Pilots required at least first six months throughout tanker transit
All daylight transits for the first six months unless approved by Captain of the Port
All Pilots must board 5 miles before Columbia River Bouy.
Overtaking by or of the LNG tanker prohibited without approval of COTP
All meetings of commercial vessels and LNG tanker must be pre-arranged via Channel 13VHF and limited to;
* CR Bouy to Tongue Point excepting commercial vessels shall avoid meeting at turns betweens bouys 22 and 29 and bouys 33 and 42.
* Vessels may arrange meetings from Tongue Point to Rice Island between bouys 42 and 54.
* Altoona to Pillar Rock. Miller Sands light#11 to light #17
* Price Island to Puget Island bouy 32 to Bradwood.
Coast Guard, FBI, Bar and River Pilots, Escort Tug Masters and other Escort Assets must meet 24 hours before an incoming tanker to coordinate incoming and outgoing transit.
Vessel transits and bar crossings will be coordinated to minimize conflicts with other deep draft vessels, recreational boaters, seasonal fisheries, and other Marine Events.
A Camera System with complete coverage of the transit route must be installed.
An additional AIS (Automatic Identification Systems) Repeater must be installed in Astoria to provide complete coverage of the Lower Columbia, requiring a fully staffed VTS(Vessel Transit Services) station with either 2 watch standers and a supervisor or 20 personnel to maintian round the clock coverage.
Three 60 Bollard Ton Tractor Tugs with Class 1 firefighting equipment.
* Due to confined channel and high wind conditions, each LNG Carrier must be escorted by two tug with at least one being a tractor tug which will join the vessel as soon as safe to do so. The primary tug will be tethered at the direction of the pilot. The third tug will assist with turning and mooring.
* Based on on the Maneuvering Simulation Study of November 4, 2005, vessels over 140,000 cubic meters will be limited to transiting during periods of 25 knot winds or less.
* Additionally, extreme wind and weather conditions may require a third tug escort for any LNG vessel. While unloading, all three tugs will remain on standby to assist with emergency departure procedures.
Meanwhile: You want to read the entire USCG Water Suitability Report, go to the link below
http://clatsopcounty.us/Assets/Dept_12/PDF/Coast%20Guard%20Waterway%20Suitability%20Report.pdf
More to come
7 comments:
You obviusly haven't been paying attention - the company has said they will be paying for all security costs involved, with the exception of the Coast Guard, because a non-governmental entity cannot subsidize a government agency.
The pilots, obviously, will pay the wages of their own pilots, but the increased shipping will more than compensate for them having to hire another pilot or two.
OH...forgot to mention that the company will be purchasing THREE new tugs, as well, which will be contracted out to a tug company, like Foss or the like.
Oh, I've been paying attention alright.
You seen a ratified commitment from NSNG?
Those empty commitments are what's called "Forward Looking Statements"
Here's an example of Palomar's and likely deep down somewhere in Bradwood/NSNG's rhetoric is one as well because most of these LNG speculators have one.
Disclaimer: Forward-Looking Information
This news release may contain certain information that is forward- looking and is subject to important risks and uncertainties. The words "anticipate," "expect," "may," "should,” "estimate," "project, "outlook," "forecast" or other similar words are used to identify such forward-looking information. All forward-looking statements are based on TransCanada’s beliefs and assumptions based on information available at the time such statements were made. The results or events predicted in this information may differ from actual results or events. Factors which could cause actual results or events to differ materially from current expectations include, among other things, the ability of TransCanada to successfully implement its strategic initiatives and whether such strategic initiatives will yield the expected benefits, the availability and price of energy commodities, regulatory decisions, changes in environmental and other laws and regulations, competitive factors in the pipeline and energy industry sectors, construction and completion of capital projects, access to capital markets, interest and currency exchange rates, technological developments and the current economic conditions in North America. By its nature, such forwardlooking information is subject to various risks and uncertainties which could cause TransCanada's actual results and experience to differ materially from the anticipated results or other expectations expressed. For additional information on these and other factors, see the reports filed by TransCanada with Canadian securities regulators and with the U.S. Securities and Exchange Commission. Readers are cautioned not to place undue reliance on this forwardlooking information, which is given as of the date it is expressed in this news release or otherwise, and TransCanada undertakes no obligation to update publicly or revise any forwardlooking information, whether as a result of new information, future events or otherwise, except as required by law.
The results or events predicted in this information may differ from actual results or events. Factors which could cause actual results or events to differ materially from current expectations include, among other things, the ability of Palomar Gas Transmission to obtain the needed permits, gather landowner approvals, complete any needed financing , and the typical construction risks inherent in pipeline projects for materials and labor availability.
This release and other information made by NW Natural from time to time may contain forward-looking statements within the meaning of Section 21E of the Securities Exchange Act of 1934, as amended. Forward-looking statements include statements concerning plans, objectives, goals, strategies, future events or performance, and other statements that are other than statements of historical facts. NW Natural's expectations, beliefs and projections are expressed in good faith and are believed to have a reasonable basis. However, each such forward-looking statement involves uncertainties and is qualified in its entirety by reference to the factors described in Part I, Item 1A, "Risk Factors," and "Forward-Looking Statements" following Part II, Item 7A, in NW Naturaly's 2006 Annual Report on Form 10-K, and in "Forward-Looking Statements" following Part I, Item 2, of NW Natural's Quarterly Report on Form 10-Q for the quarter ended March 31, 2007, that could cause the actual results of NW Natural to differ materially from those projected in such forward-looking statements.
AA said...
OH...forgot to mention that the company will be purchasing THREE new tugs, as well, which will be contracted out to a tug company, like Foss or the like.
Somebody's going to be purchasing three tugs because it will be a requirement of the project by USCG and with Class 1 firefighting equipment on it also.
LNG on the river is Win-Win
Win-Win?
For who and how?
Obviously no validity in the "Win-Win" argument
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