#Bay Area Diesel Fuel Supplier | Explore Tumblr posts and blogs

pacficcoastpetroleum · 4 years ago

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Vehicle Stops - Are Your Diesel Fuel Prices Correct? | Bay Area Diesel Fuel Supplier

No, when we speak about right diesel fuel costs at truck quits this isn't mosting likely to be another write-up regarding anyone direct. This write-up has to do with truck stop cost mistakes and also gas card procedure mistakes.

Bay Area Diesel Fuel Supplier Oh, you believed they didn't make mistakes. Well think again. Although they all discuss their great systems as well as all of this terrific info, let's really take a look. We will not talk about any company straight or calling out any direct company As well as please at no factor are we claiming they are attempting to pull one over on fleets. We are simply mentioning that mistakes occur as well as if you don't understand it, you should. These are all quality vehicle quit companies as well as fuel card companies. A lot of these vehicle quits and also gas card offers systems are not as up to date for 2013 as you might assume. Advertising their item, they can do that real well yet real and also real possibly do not equivalent each other. For them to make fleet gas price adjustments in their systems is difficult for a variety of reasons. Maybe old modern technology, or poor customer care or simply pure blunders. Yes, the old "glitch, system errors, wrong information, data back-up, and so on" have you ever heard this? Excellent if you have because that indicates you really knew your gas information and also asked the inquiries. Even when these" problems" take place legitimately, unless you point it out, do not anticipate your truck stop or fuel card service provider to point it out. The majority of the moment they do not also understand it takes place till it is mentioned to them. Give thanks to goodness, your gas monitoring system gets on top of this. Might you envision just how negative your fleet monitoring program would look or your gasoline costs would be if you really did not have this things down?? You could be spending a great deal even more cash than you should be, yet we understand everybody watches this details really close. Individuals discovered and also solved over 350 fuel pricing issues. That is virtually 40 per week. Okay, one mistake what does that expense your fleet monitoring spending plan? Let's say you were intended to get price plus 3. Rather your offer diminished the table at 1 vehicle quit as well as you're paying complete retail. Your gasoline purchases there per month are 5,000 gallons at a distinction of.28 cents per gallon contrasted to your expense plus 3 to retail. That error just cost you an extra $1,400 for the month in gasoline or over $16,800 a year. That is 1 error at one area, with one truck quit that is just purchasing 5,000 gallons a month. As a company YTD, we have actually captured (consisting of mobile fueling) blunders over $400,000. As a Fleet Supervisor, Director of Transport, VP of Strategic Sourcing, blunders can truly include in your profit/loss. That is a really little sample of what we see.

#Bay Area Diesel Fuel Supplier

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knoxvilledieseldeliveryfirms · 2 years ago

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Benefits of Working With a Diesel Delivery Service

With a diesel delivery service, you can rely on a reliable and consistent supplier of fuel for your fleet. Your provider knows your exact needs, and can ensure that your diesel deliveries are timely and within budget. What's more, your rates are consistent and reliable, regardless of time of year or market fluctuations. These benefits provide peace of mind for facility managers and allow them to plan ahead for their fleet's fuel needs. If you probably want to get more enlightened on this topic, then click on this related post: https://en.wikipedia.org/wiki/Fuel-management_systems.

Diesel delivery services are available for businesses throughout the Bay Area. They specialize in providing on-site fuel for generators, heavy machinery, mobile fuel tanks, and truck fleets. With a tanker able to deliver up to 9,000 gallons of diesel per tank, they cater to business owners with fleets of trucks and vans.

In addition to providing fuel for the fleet, the fuel delivery service can deliver DEF for modern diesels. Its diverse range of DEF options includes pallets of jugs, 55-gallon drums, and bulk fuel totes. Diesel fuel is a necessary component of modern diesels. When used in these vehicles, it is vital to use DEF, which is supplied by Fuel Logic. You can get more information about diesel delivery services on this page.

The cost of fuel is rising, and diesel delivery services can help you save money on your fuel costs. Bulk purchases can help you reduce operational costs, and having diesel available when you need it will streamline refueling. Additionally, there are other benefits to working with a diesel delivery service. With the right company, you can refuel your generators, trucks, and other equipment at a fraction of the cost. Follow this link to get in touch with the best fuel management service providers.

Off-road diesel is specifically designed for off-road vehicles. It is dyed red and is different from taxed clear diesel. It is used for off-road purposes, and therefore isn't taxed. However, violators can face heavy fines. Off-road diesel delivery services from SOS Xtreme Comfort will comply with state and federal laws and provide you with off-road diesel for your vehicles at bulk prices.

The current tight supply of diesel in the world is threatening to put the price of fuel at a high. While prices are still affordable in Europe, other parts of the world could be in trouble. The situation in Africa and Latin America has yet to be fully analysed, but it is safe to assume that the market is heading towards a stock-out.

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towingserlas541 · 4 years ago

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Gas and Diesel Delivery Services in Las Vegas NV | Towing Services of Las Vegas

More information is at: http://towinglasvegas.org/gas-and-diesel-delivery-service-near-me/

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Towing Services of Las Vegas understands that timely customer service, fuel quality and price are important factors to consider when choosing a bulk fuel supplier. With over 20 years of experience in the fuel industry, We has created a knowledgeable team dedicated to providing your business with industry leading service and quality with a competitive price. And our service of Gas and Fuel Delivery can never let you down in times needed.

Choosing us gets an advantage from day one. Our expansive nationwide network of fuel terminals allows us to deliver to Las Vegas NV and nearby areas with unmatched speed and reliability. Our unmatched customer service allows us to constantly grow, easily expanding our remote location delivery network. Our expertise, nationwide network of strategic partners and regional operation hubs make sure customers’ complete fueling needs are fulfilled.

Most importantly, We are committed to providing our clients with personalized, round-the-clock customer service. The experts at our nationwide offices are available for consultation day or night and are rigorously trained to ensure that gas and fuel delivery gets to its destination on time and without issue. It’s no wonder why our clients include a multitude of lots of international companies across numerous and diverse industries. No matter what your petroleum needs are, Towing Services of Las Vegas will work tirelessly to ensure that they’re fulfilled quickly, cost-effectively and without hassle. Get in touch with one of our knowledgeable customer service representatives today to learn more about our service called Gas and Fuel Delivery services and make one for you too.

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10 Cities within 30 miles of Las Vegas, NV

the zip codes in Clark County, NV and the city/neighborhood in which the zip code is in: 89002 (Henderson), 89005 (Boulder City), 89011 (Henderson), 89012 (Henderson), 89014 (Henderson), 89015 (Henderson), 89016 (Henderson), 89030 (North Las Vegas), 89031 (North Las Vegas), 89032 (North Las Vegas), 89044 (Henderson), 89052 (Boulder City), 89074 (Henderson), 89081 (North Las Vegas), 89084 (North Las Vegas), 89085 (North Las Vegas), 89086 (North Las Vegas), 89087 (North Las Vegas), 89101 (Las Vegas), 89102 (Las Vegas), 89103 (Las Vegas), 89104 (Las Vegas), 89106 (Las Vegas), 89107 (Las Vegas), 89108 (Las Vegas), 89109 (Las Vegas), 89110 (Las Vegas), 89113 (Las Vegas), 89115 (Las Vegas), 89117 (Las Vegas), 89118 (Las Vegas), 89119 (Las Vegas), 89120 (Las Vegas), 89121 (Las Vegas), 89122 (Las Vegas), 89123 (Las Vegas), 89124 (Las Vegas), 89128 (Las Vegas), 89129 (Las Vegas), 89130 (Las Vegas), 89131 (Las Vegas), 89134 (Las Vegas), 89135 (Las Vegas), 89138 (Las Vegas), 89139 (Las Vegas), 89141 (Las Vegas), 89142 (Las Vegas), 89143 (Las Vegas), 89144 (Las Vegas), 89145 (Las Vegas), 89146 (Las Vegas), 89147 (Las Vegas), 89148 (Las Vegas), 89149 (Las Vegas), 89156 (Las Vegas), 89158 (Las Vegas), 89161 (Las Vegas), 89166 (Las Vegas), 89169 (Las Vegas), 89178 (Las Vegas), 89179 (Las Vegas), 89183 (Las Vegas).

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perfectirishgifts · 4 years ago

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The Future Of Work Now: Diesel Oil Analysis At The MBTA

New Post has been published on https://perfectirishgifts.com/the-future-of-work-now-diesel-oil-analysis-at-the-mbta/

The Future Of Work Now: Diesel Oil Analysis At The MBTA

One of the most frequently-used phrases at business events these days is “the future of work.” It’s increasingly clear that artificial intelligence and other new technologies will bring substantial changes in work tasks and business processes. But while these changes are predicted for the future, they’re already present in many organizations for many different jobs. The job and incumbents described below are an example of this phenomenon.

Dashboard of MBTA oil analysis

The Massachusetts Bay Transportation Authority—known locally as the MBTA or the “T”—is a government agency that provides subway and commuter rail services to the Greater Boston metropolitan area. Its subway is the oldest in the United States, and its commuter rail system consolidated many private rail systems that began as early as 1830. Today the MBTA unites 78 communities in Eastern Massachusetts and Rhode Island, and serves (at least in pre-COVID days) about 1.3 million riders a day.

The MBTA commuter rail system, which carries about 120,000 riders on an average day, has been challenged in the past by high levels of service breakdowns. In 2017, for example—a difficult winter weather year—the system had the highest number of mechanical failures of any commuter rail system in the US, several of which cover many more miles and run more trains than the MBTA. Both Keolis, the private contractor that runs the MBTA, and MBTA executives came under heavy criticism.

Most of the breakdowns involved the aging fleet of diesel electric locomotives, and after 2017 the MBTA embarked upon a program to overhaul and upgrade legacy locomotives. One aspect of that program was an effort to use artificial intelligence—machine learning in particular—to identify impending maintenance problems before they lead to breakdowns.

Ryan Coholan and Diesel Locomotive Oil

Ryan Coholan is the Chief Railroad Officer of the MBTA. He’s a 28-year veteran of the railroad business, and bemoans the reliance that the industry—and his own organization—still has on obsolete technologies like fax machines. But he’s a big believer in data and the analysis of it, and thought that there were opportunities to use them to improve the MBTA’s commuter rail performance.

The most important data for a diesel electric locomotive is arguably about the condition of its oil. The MBTA had always taken regular oil samples from diesel engines, and they were given a quick look by one person. But if they weren’t extreme, they were filed away. Analyses of the samples typically look at elements within the oil such as copper, iron, lead, aluminum, calcium, and sodium. When there were engine failures in the past, the last oil sample would be pulled to look for out-of-range values. But there was no systematic analysis of how sample values related to maintenance problems.

However, there was another way to look at oil data, as Coholan wrote in an article:

“What we had to do was understand that the humble oil sample was actually a molecular ‘blackbox’ recorder that had a powerful story to tell, measured in parts per million (ppm).”

Coholan had a friend of a friend, Mike Jensen, who runs an industrial data and analytics consulting firm called 4Atmos Technologies, LLC and had done some past work in oil analytics. When they talked Jensen suggested that a machine learning model might be helpful in predicting engine breakdowns. Coholan confirmed that the MBTA had the necessary data for training a model, including many years of oil sample data (400 samples from 90 locomotives proved to be enough) and outcomes data in terms of engine failures. The discussion led to an official pilot project. However, pulling the data together and building a training dataset wasn’t easy, and it took about a year and a half.

Once trained, however, the model seemed to work quite well. It could predict a high likelihood of an engine problem in the next 15 days. And the elements found in the oil sample could predict the specific problem that was likely to occur. For example, if there was water in the oil, that meant that the water jumper to cool the cylinder head was probably leaking. Fuel in oil meant an injector was likely to be leaking. Metal in the oil could usually be tied to problems in a particular engine component. Iron in the oil, for example, meant that a turbocharger was likely to fail. The model could predict three days ahead of time a probable failure of a turbocharger.

Mike Jensen’s analysis found that just looking for out-of-range values in oil samples wasn’t a useful approach to predicting engine problems. He wrote about the finding in an article:

“We discovered that more than 75% of our failure signatures had combinations of values that were all below their prescribed thresholds. Instead of looking at each element individually we combined elements in clusters to help identify high probability candidates.”

Institutionalizing Oil Analysis and Prediction

The positive early results confirmed the value of doing oil analysis on a regular basis and using it to predict mechanical failures. The project was formalized and became known as “Project Velocity.” When the model identified a particular oil/failure combination it was called an “agent.” Even individual types of failures were named after the mechanics or mechanical team that explained the finding in the data; one recurrent problem became known as the “Sullivan failure,” for example.

Now the oil analysis takes place every ten days—it was formerly every 30 days—and is embedded in the day to day work of the Mechanical Operations department, which oversees Keolis’ maintenance work. The MBTA has its own Oil Lab doing the oil analysis, and it’s become a desirable place to work—“I have people who fight to go into the lab,” Coholan said.

The person who won that fight is Jim Zoino, a Mechanical Maintenance Systems Specialist at the MBTA who is primarily responsible for testing oil samples and reporting what to do about them. Zoino has a background in IT technical support at large banks, but he’s worked at the transportation authority since 2011. When the Oil Lab opened, he volunteered to run the oil samples—usually 8 to 10 a day—and create reports on them, and now it’s the primary aspect of his job.

The primary tool for analyzing the oil is a mass spectrometer, which sends an electric charge through the oil, vaporizes it, and measures the wavelength of the resulting light. It can then determine the chemical composition of the oil sample. The Project Velocity software reads the chemical composition data and compares it to other oil samples across different types of locomotives in the MBTA fleet to determine whether particular elements are out of the normal range. A high iron PPM finding on one type of locomotive might be no problem, but on another type might indicate a pending turbocharger failure.

Initially, Zoino knew very little about locomotive oil. He would give the data to Mike Jensen, who would interpret the results and send a report on what—if anything—was likely to be wrong with the locomotive. Over time, however, Zoino learned how to interpret the data and the implications of high concentrations of calcium, zinc, copper, and so forth. Now, unless there is something highly unusual in the spectrometer results, he produces the report himself. It goes to several people in the MBTA, the operations and maintenance contractor Keolis, and the contractors who rebuilt locomotives.

Zoino said that there was initially not much interest or cooperation from other MBTA executives or Keolis when Mike Jensen began to report the oil analysis findings. The MBTA wasn’t familiar with mass spectrometry, machine learning, or predictive maintenance, so its managers were skeptical. And the analysis meant more work for Keolis, so its managers weren’t enthusiastic either. But after a couple of years of the program, Zoinos commented,

“We’re turning the ship around, making great strides. The project is maturing. Keolis now comes to us and asks us to analyze samples. They’re penalized for maintenance failures, so they have an incentive to pay attention to the data.”

The Value of Project Velocity

This predictive maintenance model, of course, had many benefits to the MBTA. If a failure was predicted, the MBTA would instruct Keolis maintenance personnel to fix it quickly. Preventing a failure before it occurred saved substantial time and money. If a failure happened while the vehicle was operating on the rails, it could strand and inconvenience 1300 passengers. Coholan said that the dollar value of a “good catch” prediction was in the millions of dollars; he said, “The ROI is massive, massive.”

The success of the program prompted a $40M investment in rehabbing legacy locomotives by the MBTA. The company that overhauled the legacy fleet was very interested in the oil analytics program—particularly when it became apparent that components on some of the locomotives they rebuilt were failing too early. The MBTA was able to extend the warranties on those locomotives at no extra cost because of the data from Project Velocity. The program also led to changes in maintenance practices and intervals. As a result of the oil model, the overhauls, and the new practices, the MBTA has dramatically increased the mean miles between locomotive failures, and the on-time performance of the commuter rail system is higher than ever.

Ryan Coholan only wonders why the MBTA, his locomotive suppliers, and maintenance companies waited so long to do this type of analysis:

“We all knew that lubricating oil is the blood of the locomotive diesel engine. And we were watching life around us become more data-driven all the time. We had lots of data around passengers, delays, and so forth, but there was nothing focused on helping the locomotives perform better. It was very satisfying to finally discover something.”

From CIO Network in Perfectirishgifts

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mobilemechanicvegas-blog · 5 years ago

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Best Commercial Truck Repair Service and Cost in Las Vegas NV |Mobile Auto Truck Repair Las Vegas

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We employ a small, hardworking, team of highly skilled and experienced mechanics on our 24 hour mobile truck repair team. With over 50 years of experience between them, you can rest assured that any of your medium or heavy duty truck needs are in qualified and supremely capable hands.

When you call us for 24 hour mobile truck repair, you’ll get a company that responds with a sense of urgency and an eagerness to help. We know downtime costs you money, so we respond fast, make quick accurate assessments and get to work.

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Commercial Truck Repair Services in Las Vegas NV: Besides the upfront cost to purchase a diesel truck, do you know the depth and breadth of other costs involved? Wouldn’t it be great if buying a more expensive truck also meant a low cost of ownership? Unfortunately, the opposite is true. · A more expensive vehicle always means a higher insurance premium so you need to make sure you factor this into your monthly budget. Diesel fuel is typically more expensive, although, since it is much more efficient it requires less fuel than its gassy counterpart. · Maintenance and repairs are always higher with diesel trucks which also means that your truck will cost you more time having it serviced.

MOUNTAINOUS MAINTENANCE

With the superior performance of the diesel engine also comes the need for superior maintenance. Diesel owners must understand that maintenance is absolutely critical to keeping your engine healthy in the younger years, performing well in the middle years, and still running in the geriatric years. It is not uncommon for a diesel engine to triple or quadruple the life expectancy of a gas engine but it is likely impossible if maintenance is minimal or forgotten.

PEAK PROBLEMS

Commercial Truck Repair Services in Las Vegas NV: There are several foreseeable problems with a diesel engine that can be limited with scheduled routine maintenance and a few extra powerful services that can reverse the damage naturally occurring in diesel engines. The cost of services to combat the following problems varies widely depending on many factors including make/model, brands of products chosen and capacity of different systems. Therefore I am only able to list a ballpark range you will need to drill this down based on your particular diesel truck and preferences.

A diesel engine is chock full of power and therefore the engine runs extremely hot. Consequently, the coolant is one of the most important needs of the diesel engine. It should be continually monitored because it has a tendency to become more acidic as it ages. If the acid level becomes too high it can cause other parts of the cooling system to rot which will ultimately lead to expensive repairs. It is imperative that you take time to not only check it but to have it flushed as a preventative measure between 50K-100K miles and no more than every 5 years for most makes but it truly depends on the coolant chemistry and severity of use. Coolant flushes for a diesel truck start at around $180.

Dirt is an enemy of your diesel engine components. When dirt and grime are present and enter the system, performance will be compromised and the life of the engine will be significantly shorter. The best way to combat the enemy is to keep it clean oil, clean air, clean fuel. Failing to do these services regularly will lead to significant engine problems and expensive repairs?

FREQUENTLY ASKED QUESTIONS ON 24 HOUR TRUCK REPAIR

Commercial Truck Repair Services in Las Vegas NV: Commercial trucks, semi-trucks, and tractor-trailers can get damaged in a snap. Those large and heavy machines are hard to maintain in a working condition because of their large size. We, at MOBILE AUTO TRUCK REPAIR LAS VEGAS, have learned to perform various truck repair jobs and our clients depend on the honesty and integrity of our relationship. What more can we tell you about us?

What tasks do you specialize in?

Our well-trained and informed technicians can fix trucks, cars, and semi-trucks. Roadside assistance is an additional service for all our customers in Las Vegas NV. You can contact us for speedy mobile tire change and trailer repair.

How long will the repair take? When will I get my truck back?

Truck Repair we understand that every day your truck is out of commission is costing you money. We make every effort to repair work trucks as quickly as possible. The best thing to do is to give us a call and tell us the problem. We can usually adjust our work schedule to quickly service or repair your truck. If we are too busy to handle your repair request immediately we can help you find someone who can.

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Can you fix and inspect my trailer?

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How can I keep my truck from rusting and rotting?

You can’t stop corrosion. However, there are ways to drastically improve the life of your truck. Have your truck washed and waxed every month, and especially before a snow storm when there will be lots of salt on the roads. When our mechanics examine your truck they look for potential problems and can seal up areas with the early stages of rust. A little rust oleum on the undercarriage of your truck can add years to the life of the vehicle.

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galleryyuhself · 6 years ago

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Petroleum Company of Trinidad and Tobago Limited (Petrotrin) was a state-owned oil company in Trinidad and Tobago. Its principal activities were the exploration, development and production of hydrocarbons in addition to the manufacturing and marketing of petroleum products.

As a State-enterprise, Petrotrin was under the direct control of the Minister of Finance acting as the Corporation Sole, and the Ministry of Energy as the line ministry that provides specialized technical analyses and statutory approvals for the company’s operations.

History

The company was established in 1993 by the merger of Trintopec and Trintoc, two state-owned oil companies. A third company, Trinmar Ltdwas merged into the company in 2000.[3] Trintoc was formed from the assets of Shell Trinidad Ltd in 1974 and Texaco in 1985. Trintopec was formed in 1985 when the government purchased the interests of Trinidad Tesoro, a joint venture between the government and Tesoro Oil Company, which was created to purchase the assets of British Petroleum (BP) in 1969. Trinmar was formed when the government purchased the offshore exploration assets of Trinidad Northern Areas Limited (TNA) which was formed by the then "Big Three"; British Petroleum, Texaco and Shell.

These companies were formed from a suite of earlier companies including Trinidad Oilfields Limited (TOL), United British Oilfields of Trinidad (UBOT), Trinidad Leaseholds Limited (TLL), Trinidad Petroleum Development Co (TPD), Apex Trinidad Oilfields (APEX/ATO) and Kern Trinidad Oilfields (KTO), which had themselves been formed to first able commercialize oil finds in Trinidad in the early twentieth century.[4]

Petrotrin operated in land and marine acreage across southern Trinidad. In some instances, the company has engaged in joint ventures, lease operator-ships, farm-outs and incremental production services contracts to support its exploration and production activities. In 2004, Petrotrin was granted an automatic stake in all exploration and production arrangements with foreign companies in Trinidad and Tobago.

In 2018, 90% of Petrotrin’s sales to the local market have been fuel – 46% is from gasoline, 37% from diesel, 11% from jet fuel and 5% from liquefied petroleum gas (LPG or cooking gas). Petrotrin exported to Caricom market with the main countries being Jamaica, Barbados and Guyana.[5]

Refining

Petrotrin operated Trinidad and Tobago's single petroleum refinery, located at Pointe-à-Pierre, just north of the city of San Fernando and is popularly known as the Pointe-a-Pierre Refinery. The refinery produced liquid petroleum gases, unleaded motor gasoline, avjet/kerosene, diesel/ heating oil, fuel oil and aviation gasoline among other products. It has driven the country's economy and placed the country in the hydrocarbon sector.

In 1913, former sugar estates in the area was purchased for plans to build a refinery[6] by Trinidad Leaseholds Ltd, a British subsidiary of Central Mining Company headquartered in the United Kingdom. In 1917, the refinery was built and began production at 75,000 barrels of oil per day (bpd). Its first upgrade occurred in 1928 with the construction of the No 3 and 4 Topping plants. During World War II the refinery was identified as an asset to be “protected at all cost” as a major supplier of aircraft fuel for the Allied forces.[7] By 1940, the refinery went through another expansion, a top secret project known as Project 1234 and by May 1942, the first Catalytic Cracking Unit came on stream[8] where refining capacity in Trinidad and Tobago was recorded at 28.5 million barrels per year. At the end of World War II, the refinery was recognized as the largest in the British empire.

In 1956, Trinidad Leaseholds Ltd was acquired by Texaco where by April 1960, the No 8 Topping Unit came on stream along with a lubricating oil plant, canning plant and a paraffins plant with production increasing to 360,000 barrels per day. Following the unrest of the 1970 Black Power Revolution, the refinery continued to be viable and by late 1984, Texaco assets including the refinery was acquired by the State and placed under the state company Trintoc which itself was merged to form Petrotrin in 1993. By 1997, upgrades were done moving production from 90,000 to 160,000 barrels per day. More upgrades were done on the plants as recent as 2011. By being the only refinery in operation in the Caribbean, Trinidad & Tobago became the supplier of refined petroleum products to the rest of the region.[9]

Petrotrin produced 48,047 barrels per day (7,638.9 m3/d) and had proven reserves totaling 439,585 million barrels (6.98884×1010 m3).

The refinery had a capacity of 190 thousand barrels per day (30,000 m3/d) and it was the only refinery in the world that operated alongside a wildlife park.[10]

Closure

Petrotrin became the embodiment of poor corporate governance, expressed in bad policy decisions, wastage, corruption and nepotism across governments. The Oilfield Workers’ Trade Union’s power over the company due to consolidation of past state oil companies made it even more difficult for management to institute changes. On 28 August 2018, it was announced by Prime Minister Dr Keith Rowley that Petrotrin would have to be shut down because of the company's inability to generate a profit during a period of low oil prices where TT$8 billion was lost over five years. Also cited by the government was lack of competitiveness, declining production, TT$12 billion in debt, and the loss of foreign exchange due to the importation of oil to be used together with locally produced oil to keep the refinery in operation. A cash injection of $25 billion would be required to refresh its infrastructure and repay its debt.[11]On 30 November 2018, Petrotrin was shut down with the country's largest refinery officially closed after 101 years in operation. Approximately 5,500 permanent and temporary/casual employees lost their jobs.

Petrotrin has broken into four new companies managed by government appointed Chairman Mr Wilfred Espinet that became effective from 1st December 2018:

Trinidad Petroleum Holding Limited - Legacy matters such as settling outstanding financial debts by Petrotrin.

Heritage Petroleum Company Limited - Exploration, development, production and marketing of crude oil.

Paria Fuel Trading Company - Trading and marketing of imported fuel products.

Guaracara Refining Company - Holding company for the Pointe-a-Pierre refinery and related assets to be offered for sale.

The refinery flame was a national landmark with many in surrounding communities such as Pointe-a-Pierre, Marabella, Claxton Bay and Gasparillo expressing hopes for the refinery to be purchased and restarted by private enterprise.

References

"Governance". Petrotrin.com. Retrieved 2016-10-04.

"Time To Build Up, Not Breakdown Petrotrin". Government of the Republic of Trinidad and Tobago. Retrieved 22 January 2016.

"Our Company". Petrotrin. Retrieved 22 January 2016.

"Honouring our Industrial Roots - Petroleum Industry" (PDF). National Archives of Trinidad & Tobago. Retrieved 14 March 2019.

"101 years laid to rest". Trinidad and Tobago Newsday. 2018-08-30. Retrieved 2019-03-14.

"TriniView.com - Pointe-à-Pierre - A Brief History of Pointe-à-Pierre". www.triniview.com. Retrieved 2019-03-14.

"101 years laid to rest". Trinidad and Tobago Newsday. 2018-08-30. Retrieved 2019-03-14.

"Petrotrin refinery spruced up to attract buyer". production2.guardian.co.tt. Retrieved 2019-03-14.

Renwick, David (2008). ENERGY Caribbean Yearbook. Prospect Press/MEP.

is currently known for being the first oil refinery that operates alongside a nature park

"Turnaround possible for Petrotrin". www.guardian.co.tt. Retrieved 2019-03-14.

#Galleryyuhself/Petrotrin history and some of its advertising #Galleryyuhself/Petrotrin/Trinidad and Tobago #Galleryyuhself/Oil in Trinidad and Tobago/Petrotrin #Petrotrin #oil #commodities #Trinidad and Tobago

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hudsonespie · 5 years ago

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Smorgasbord

For more than a century, shipping has relied on diesel engines and petroleum fuel, a combination that’s become synonymous with marine propulsion. It’s efficient, cost-effective and reliable, and will remain an essential part of the energy mix for many years to come.

It’s far from the only option, however. Wind power, fuel cells, hybrid electric systems, biofuels and efficiency improvements all have the potential to reduce or replace the oil-based products that fill almost every ship's fuel tanks. As emissions rules tighten and the IMO aims for decarbonization, the future of propulsion looks like a more diverse collection of solutions.

The only certain thing about the future of marine power is that no one knows exactly what the dominant option (or options) will be in 10 or 20 or 30 years. Given the range of possibilities, expert advisors like DNV GL and Lloyd’s Register are cautioning shipowners to build flexibility into their propulsion systems to accommodate future changes.

Electric Drive

One of the most promising ways to gain flexibility is to design the ship’s systems around an electrical bus – especially a DC main bus, which can easily handle the addition of batteries or fuel cells.

When combined with podded propulsion, an electric drive system has already become an established option for icebreakers, offshore vessels, windfarm service ships, research vessels, cruise ships and other classes requiring maneuverability and redundancy. It’s ideal for complex, compartmentalized vessels since it eliminates long shaft lines and opens up more options for locating the main engines (or other power sources).

Volvo Penta, the engine maker known for its integrated propulsion systems, sees electric drive as the future for yachts and small craft power. In collaboration with French luxury yacht builder Fountaine-Pajot, it recently debuted a prototype battery-electric propulsion system for sailing yachts. The batteries yield an all-electric motoring range of more than 25 nautical miles when under way and up to 12 hours of all-electric power for auxiliary systems when moored.

“In the mid-term, battery-electric applications are certainly becoming more feasible,” says Peter Granqvist, Chief Technology Officer for Volvo Penta. “For some applications, they’re already feasible today. Long-term, we predict electrification powered by either significantly improved batteries or other environmentally friendly energy sources will increase significantly.”

Two new prototype vessels illustrate what electrification might look like on the working waterfront. The first, the new German workboat Elektra, will be the first all-electric pushboat in the world when delivered next year. This $14 million hybrid uses a multifaceted approach to renewable power, motoring along with a combination of hydrogen fuel cells and electric batteries. German propulsion company Schottel is supplying its electric Rudderpropeller azimuthing drives for this flagship project, giving the Elektra both power and maneuverability on inland canals.

The Elektra is currently under construction at a yard in Derben, Germany, and will enter initial service in 2020 with expanded operations slated for 2022. "It demonstrates – not only as a pushboat, but in particular as a model for electrical energy concepts for many maritime areas – that an energy turnaround is quite possible," says Professor Gerd Holbach, Project Manager at Technische Universität Berlin's Marine Systems Department, which developed Elektra's design.

The second example, a new concept vessel developed by Japanese tugboat operator Tokyo Kisen, is an all-electric harbor tug with a combination of battery power storage, hydrogen fuel cells and an auxiliary generator. Electric azimuthing drives give it the 50 tons of bollard pull it needs to carry out ship-assist work in Tokyo Bay. It’s presently in the design stage, but Tokyo Kisen and technology partner e5 Lab are aiming for delivery of a prototype in 2022.

Liquid Biofuels

For large, oceangoing ships, many industry players are betting on liquid biofuels or bio-LNG, which can be used as drop-in replacements for petroleum energy sources. With biofuel, the future of propulsion would look much like the present – the same proven diesel engines and the same bunkering infrastructure, but with fuel made from plants, wood chips or waste.

It’s a well-established idea: MAN Energy Solutions has been using biofuels in its two-stroke and four-stroke engines for more than a decade and publishes OEM biofuel specifications for ready-to-go use.

Most of today’s diesel engine biofuels are based on vegetable oils and other natural fats, but this may not be the case in the decades to come. Maersk Line, Wallenius Wilhelmsen and a coalition of big-name shippers are sponsoring research on a new drop-in biofuel based on a mixture of ethanol and lignin, a viscous byproduct of the paper industry with few current uses. The project is underway now at Copenhagen University, and first engine testing is planned for the middle of next year.

Enhancing Efficiency

In addition to changes in shipping’s fuel supply, efficiency will be a critical part of any transition to low- or no-carbon propulsion. According to a new study from Maersk and Lloyd's Register, "significantly more expensive" fuel sources will be the biggest cost in decarbonizing ship operations, not the capital cost of new propulsion systems.

Even setting aside future carbon-neutral fuels, the imminent IMO 2020 sulfur rule is expected to dramatically raise the cost of bunker fuel for most vessels. If energy will be more expensive, using less of it will be more important than ever for the operator’s bottom line.

Luckily, there are plenty of affordable modifications that improve ship efficiency. Among other simple and effective options, speed reductions can cut fuel consumption by as much as 10 percent per knot. Advanced bottom coatings can sharply reduce biofouling, saving one to four percent, and simple modifications to improve flow over the propeller and rudder can save another six to eight percent.

Becker Marine Systems is well-known for its Becker Mewis Duct®, an energy-saving device fitted in front of the ship's propeller to induce a pre-swirl in the water flow. Each one is custom-designed using computational fluid dynamics (CFD) to minimize drag over the propeller and rudder system.

According to Mike Pevey, Sales Director for Becker's North American division, the company has sold over a thousand units worldwide since introducing the system in 2009. Over the entirety of this fleet, the Becker Mewis Duct's power savings average nearly seven percent, according to the company’s data. Add one of Becker's high-efficiency rudders and it gets better: With a unified duct-and-rudder package, "you can push up to 10 percent power savings," Pevey says.

The Becker Mewis Duct isn't suitable for workboats, but Becker's rudder optimization can still produce major improvements for smaller vessels. Becker recently launched a specially-tailored flap rudder for U.S. inland waterway service, a high-lift design that produces more turning force at low rudder angles.

This gives towboats substantially more maneuverability at low speed, which is important on downriver voyages when the tow is moving with the river. In the shifting currents and close quarters of the Mississippi, more maneuverability equals more safety.

The first towboat fitted with the new rudder system is currently on its first commercial voyage to New Orleans, and Pevey says it’s showing promise: "The feedback from the vessel is they're still trying to get used to the added maneuverability, and it's actually the smoothest the vessel has ever run. There's very little vibration or cavitation when they make hard turns. Thus far the crew appears to be very happy with it."

As a welcome side effect, the rudder design also improves fuel economy. Less rudder angle means less resistance when holding a course and less engine load during turns. This can add up to a measurable improvement in the bottom line. One inland towboat customer reports annual fuel savings in the seven figures using Becker flap rudders, says Pevey, adding that "The river's currents are unpredictable, and it’s very difficult to get an exact understanding of how much less fuel they're using on any given trip. But all the operators say they get significant savings."

He notes that any fuel savings claim has to come with a caveat: The customer gets to decide what to do with a more efficient vessel. If the operator chooses, he or she could use the extra efficiency from a Becker device to boost speed rather than save on fuel. "If the captain leaves the throttle in the same place and goes half a knot faster than before, you won't see any fuel savings," Pevey explains, though there may still be a commercial advantage from shortening transit times or pushing a few extra barges.

Flexibility Is Key

While it’s hard to predict the future with precision, experts and suppliers expect that the different requirements of each shipping sector will lead to a diversity of fuel and propulsion arrangements. Every ship is different, as the saying goes, and this may be more true than ever in the years to come.

For deep-draft ships, the transition may be relatively simple as many existing large-bore engines are well-suited to liquid biofuel and bio-LNG. For smaller working vessels, electric drive systems can easily accommodate new power sources, especially if the naval architect designs the ship with adaptability in mind.

And for any ship, more efficiency means that less power (and less money) is needed to get to the destination. – MarEx

Paul Benecki is the magazine’s Americas/Europe Editor.

from Storage Containers https://maritime-executive.com/article/smorgasbord via http://www.rssmix.com/

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wemahboob-blog · 5 years ago

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Green Energy Options in the Caribbean

WIND ENERGY

Bigger windmills mean lower cost per kWh. Therefore the mainstream of the market is 2-3 MW (Mega Watt = 2000-3000 kW peak capacity) windmills. Their average yield is up to 1 MW, depending on wind conditions.

However, big systems also bring big problems with them: complexity of installation, accessibility, maintenance. But moreover, they require a very "strong" net (mains). Currently, even strong nets can not handle more than 25-30 % participation of the big systems. The worst case scenario must be considered: maximum wind output at lowest power requirement at any time. In the western world, due to industrialization, the difference between minimum use and average use is not that big, but it reduces the wind penetration anyway. As the average and maximum yield differ substantially, this further reduces the wind penetration. The big systems have (costly) options to waste energy into dummy loads in extreme cases, but practically, the maximum wind penetration is around 10% of the average power use, In Western hemispheres this is currently also seen as a practical limit because of the limitations to place wind mills on land (people do not like the view). Ten percent, as useful as it is, is not even covering the growth of energy use.

For the big windmills the best option to expand is offshore wind parks. Advanced control systems will need to intelligently switch towers on and off or better: use storage for the excess energy. When this is perfectly implemented, 25-30% of the average use can be wind energy. The Netherlands is one of the countries focusing on offshore wind parks. Recently the world's second largest offshore wind park was commissioned. The latest development from Norway are floating windmills, tied to the bottom of the sea.

I installed the first windmill in the Carom (Eastern Caribbean islands) at Paradise Bay, a hotel and resort community in Grenada. The owners of the villas and the resort enjoy savings of up to 20%, while the electricity company also saves on energy cost. This is a clear case that serving the environment can be even profitable. The windmill will be commissioned later this year.

In smaller markets -such as the Caribbean- big is not as beautiful as in the West as the nets are relatively small and the infrastructure to install and maintain the big systems is limited. A company from the Netherlands recognized this gap and delivers solutions in the form of used mid-range windmills (250-750 kW) that come from upgraded wind parks. The need for upgrading is obvious; it is most easy to increase capacity to the now current technology (2 - 3.MW) at already existing wind parks. The smaller windmills are taking down, completely revised (reconditioned) and are sold with an as-new warranty and optionally with a 15 year all-inclusive maintenance contract. The cost per kWh is competitive with larger windmills, typically between 7-9 US$ cents; 5-6 times lower than the mains.

While this is a very lucrative investment, local bankers seem to have cold water fear, so there is an opportunity here for those who want to please both the environment and their wallet!

SOLAR

Photo voltaic systems used to be only suitable for small-scale energy requirements. This is changing thanks to increasing production and subsidized use by western governments, Currently P.V solar can not compete with wind energy, but on the long term drastic improvements are to be expected. A long term vision that new houses are covered wit solar roofs is getting within sight.

Solar systems have the advantage of low maintenance (only cleaning) and can also save some cost by replacing traditional roofing systems.

In the Caribbean, P.V solar systems are already getting close to the cost of generating electricity from fossil sources because of the intense sunshine and high cost of diesel, Once the production cost of P.V solar systems further decreases, they will create savings for their owners. This will likely induce a massive breakthrough.

An even more awarding source of solar energy in the Caribbean is the solar water heater. They produce abundant hot water and the installed cost can be as low as 800 US$ for a 50 gallon system. In many cases they pay for themselves in 2-3 years. Yet, they are far from popular. Awareness is the issue,

An aspect specific to solar systems in the Caribbean is protection against hurricanes. In affected areas, proper measures need to be taken. P.V systems should best be covered with plywood panels, ready to fit. Solar water heaters should either be covered or taken out in case of a hurricane. While all this requires attention in designing the setup, the good news is that the related cost is not significant.

HYDRO

Using water force as an energy source is not new. Some countries, such as Canada, rely heavily on hydro power. Clearly, the availability is limited to specific areas. And to make efficient use of hydro power, the scale must be sufficient. While the contribution of hydro is important, it is not expected to belong to the main stream in terms of aggressive growth of green energy on a global basis. In the Caribbean, there are options but cost may be a prohibitive factor.

GEOTHERMAL

Earth heat bases on the 9000° F inner earth temperature and gradually reduces in temperature closer to the surfaces, but the temperature close to the surface varies greatly. Rainwater that sips in deeper parts of the earth gets hot and is called a geothermal source. In some parts of the world this water finds its way back to the surface via cracks and faults, such as geysers (i.e. in Iceland) and hot springs. As with solar energy, the issue is how to tap that virtually unlimited source of green energy. In most cases the trick is to drill to find and get access to the geothermal source. The hot water can than be used both direct and in geothermal power plants, which consists in 3 varieties. Steam can directly be used to generate electricity with a dry steam generator. Water between 300-700°F can be used in a Flash Power Plant, where hot water is flashed into steam, Water with a temperature as low as 220°F can be used in a Binary Power Plant, where the hot water indirectly produces steam from a fluid with a lower boiling point using heat exchanges. The used water is fed back into the source for reheating. It is renewable in a sense, as the available heat capacity has its limits.

Currently, the worldwide capacity of geothermal power plants is over 9,000 MW. The energy cost of "easy access" geothermal energy power plants is comparable to wind energy. An MIT study showed that it is feasible to increase the capacity in the US alone to at least 100,000 MW, requiring an investment of up to 1 Billion US$. It is comparable to drilling for oil; the more you want, the more difficult (expensive) it is to find the sources. Clearly, geothermal energy can become a major contributor to the world's energy needs on the long term. Geothermal power plants can adjust the output to the required needs, which is a significant advantage and makes them very suitable for "base load power" (the amount of energy that is "always" needed).

In the Caribbean the Lesser Eastern Antilles are known to have potential for geothermal energy. Guadeloupe has a 4 MW plant from shallow high temperature wells since 1984. Explorations have shown encouraging results in Dominica, Montserrat and St. Lucia. Dominica is the most active in picking up the challenge.

TIDAL ENERGY

If there is one thing we can safely predict and be sure of on this planet, it is the coming and going of the tide. While the energy capacity is reliable, converting it into electrical power is not easy. One option is to build a "tidal barrage" (compare to hydro lakes) which are not only complicated but also cause drastic changes to the currents in the estuary that could have huge effects on the ecosystem. Nevertheless, tidal barrages have a huge potential, worth while further exploration. Another option is to use offshore turbines that work comparable to wind parks, but underwater and using the tides as a source, This technology brings no ecological issues, but as it is in a early stage, the cost is not yet competitive (like wind energy in the early days). Once cost gets competitive it offers a huge potential and can be applied anywhere where the tides are suitable, which includes the Caribbean.

BIO-MASS ENERGY

Wood used to be our main fuel, utilized to heat and cook. Wood still provides some of the energy we use, but its importance as an energy source is dwindling. Sugar cane can be fermented to make alcohol, which can be burned to generate power. Alternatively, the cane can be crushed and the pulp (bag ass) can be burned, to make steam to drive turbines. Other solid waste products can be converted into steam for a power plant as well. The bio conversion process uses plant and animal wastes to produce fuels such as methanol, natural gas, and oil. Manure, corn stalks, wood chips, seaweed, and other waste products can be used. A disadvantage is that burning causes greenhouse gases.

ENERGY CONSERVATION

Lighting is a major energy consumer and responsible for 12-15% of the total CO emission. NFL's (energy saving lamps) were a step forward, but have the disadvantage of using poisonous mercury and phosphor. LED lamp suppliers claim sustainability but the majority of their product lifetime is equal to NFL's. Leninism Lighting, a Dutch hi-tech company, developed Pharaoh, a LED Lamp with an amazing lifetime of 50,000 hours. Compare to 1,000 hours for traditional (incandescent) light bulbs and 6,000 hours for NFL's. The power consumption of the Pharaoh lamp is only 3.4 Watt, compared to 6 Watt for a CF and 40 Watt for a traditional light bulb. This solution not only saves a lot in energy consumption, but also saves CO in production because of the long lifetime.

To put this in perspective: When all American households would replace four incandescent light bulbs with four Pharaoh lamps, this would save 22 billion kWh per year. Over the lifetime of the lamp this would have saved 347,000 tons of CO emissions, the equivalent to planting 507,000 trees, according to John Romans, COT of Leninism. The company is substantially increasing production capacity as they can currently not meet the demand. Availability of Pharaoh lamps in the Caribbean is expected in the course of 2008. Until then the regular energy saving lamps are the best option, which cost essentially the same as traditional light bulbs (six times more expensive but 6 times longer lifetime) but use 5.5 to 6.5 times less energy.

Refrigerators are the next major opportunity to save energy. At this time, almost all refrigerators sold in the Caribbean are bought on the basis of purchase cost alone. Other than in most western countries, the consumer is not informed about the power consumption of a refrigerator. The most efficient refrigerator (A++) has an energy index of 30 while the least efficient (cheapest in purchase) refrigerator (G) is 125. That means four times more power consumption! Over the lifetime of the refrigerator, people spend more money on wasted energy than on the refrigerator itself. In Europe, classes D, E, F and G are meanwhile banned, which reduces the difference to a factor 3. A similar approach goes for washing machines were the most efficient version scores two times better than the worst. For other household appliances the same principle is valid, while the impact is usually less.

CONCLUSIONS

On a worldwide basis, green energy is a viable option, both on the short and long term, but requiring investments to achieve a substantial contribution. In the Caribbean, the options are essentially the same, but practically wind and solar energy are the most promising short term solutions. Economically, wind energy has the best options at this time, with solar as the runner-up. The model where owners of windmills sell the excess energy to the electricity company at a price far below their fuel cost is a very promising one, especially now that the windmills from upgraded wind farms are offered to the market at favorable conditions. But also electricity companies in the Caribbean can use this opportunity to quickly and dramatically save on fuel cost.

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jacknicholson1963 · 6 years ago

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Fuelling the fleet – the network that supplies oil to the Royal Navy

Without fuel the navy goes nowhere. Replenishment at sea is an important part of the RN’s global reach and is well understood, but more fundamental are the land-based organisations and facilities that ensure the fleet is supplied with oil and ammunition. In the first of a 2-part article, we focus on the fuel infrastructure. Most fuel for HM ships is issued at the naval bases via the Oil Fuel Depots (OFD) located close to Portsmouth, Devonport and Faslane. There are a further three MoD-owned depots that can provide fuel to RN, NATO and commercial vessels in Scotland. There are also fuel facilities in Gibraltar, the Falkland Islands and Singapore, whilst the RN also has access to the Greek-run shared NATO depot at Souda Bay, Crete.

The DSFA (Defence Strategic Fuels Authority) administers contracts with commercial suppliers for the supply of fuel to the MoD. It also places ‘spot bunker’ contracts for one-off fuel consignments worldwide to HM Ships, RFAs and Charter tankers. F-76 diesel is a specialised military fuel grade used by the RN and most NATO navies. It has no direct commercial equivalent and is not readily available in the market. Marine Gas Oil (MGO) or even F-44 can be used in an emergency by RN vessels if F-76 is unavailable but this impacts negatively on engine life and performance.

MV Cumbrian Fisher, on charter from James Fisher Everard unloading its cargo at the Gosport Oil Fuel Jetty, July 2017.

The oil freighting task, formerly undertaken by RFA ships, is now done by light tankers chartered from James Fisher Everard. These vessels collect the F-76 marine diesel and F-44 aviation fuel from the refineries, mostly around the UK, and deliver it to the OFDs. The fuel is stored at the depots an until needed. When a warship needs fuel it is connected to the network of fuel lines within the naval base that are fed from the nearby OFD. The naval air stations at Culdrose and Yeovilton are provided with aviation fuel from the OFDs delivered by road tanker.

The amount of fuel required by the fleet has declined significantly as the number of vessels has fallen and engines are becoming more efficient. Despite this, the volume of fuel demanded by the RN remains significant, for example the MoD purchased around 230,000 tons of marine diesel in 2014 alone. The arrival of the aircraft carriers will also place a greater demand peaks on the system and is driving new investment in the fuel supply infrastructure. To fully fuel HMS Queen Elizabeth requires 4,800 tonnes of diesel and 3,700 tonnes of aviation fuel. A Type 23 frigate can take on around 600 tonnes of diesel.

The Oil and Pipelines Agency (OPA), manages the Government Pipeline and Storage System (GPSS) and the six OFDs on behalf of the MoD. The GPSS is an obscure but critical strategic national asset (Privatised in 2015) consisting of network of oil storage sites and underground fuel pipes connecting oil terminals, refineries, civilian airports and RAF bases. The Naval OFDs are not, however, connected to the GPSS network and must be sustained with deliveries primarily by sea or occasionally by road.

The storage and handling of fuel is subject to stringent regulation. Safety, quality control, environmental and accounting considerations require competent people to manage the system and operate each of the OFDs. The MoD has a good record for the safe management of fuels, Civil Servants engaged in this kind of obscure work that is critical to operations on the front line are often maligned or forgotten.

Gosport

Gosport Oil Fuel Depot at Forton provides fuel to the fleet across the harbour at Portsmouth Naval Base. The depot is supplied by ships discharging at Gosport Oil Fuel Jetty (OFJ). The jetty was originally built in the Victorian era but was extended in the 1950s to allow the berthing of deeper draught ships. Pipelines run the length of the jetty carrying marine diesel, aviation fuel, dirty ballast water and a fire-fighting main.

Portsmouth Naval base receives fuel from the Gosport depot (bottom right) which supplied by ships discharging at the jetty (top left). (Photo: Google/DigitalGlobe)

After many years of uncertainty over its future, beginning this Spring the Gosport OFD is being upgraded under a £45 Million contract with J Murphy & Son. The depot was originally built in 1910 and seventeen riveted plate oil tanks, some over 100 years old will be replaced and new gatehouse and site security features added. Due for completion in 2021, the work will be done in phases to ensure continuity of fuel supplies during the upgrade.

It is interesting to note that the Portsdown Underground Fuel Bunker which held 137,700 tonnes of furnace fuel oil (FFO) used to be connected by three underground pipes to the Gosport fuel depot. FFO passed out of use in RN vessels with the end of steam propulsion and the Portsdown site was closed in 1989. It is instructive to consider the inherent protection from terrorism, air attack or serious accident provided by underground fuel tanks, compared to the above-ground tanks in a residential area of Gosport.

Thanckes and Yonderberry

Thanckes Oil Fuel Depot, Torpoint was originally built in the 1920s and provides fuel to Royal Fleet Auxiliaries and to warships across the river Tamar at Devonport Naval Base. The depot covers 97 acres and is supplied by ships discharging at Yonderberry Jetty. The tanks have storage for 145,000 tonnes of marine diesel, 17,000 tonnes of aviation fuel and 34,000 tonnes of oily water, dirty fuel and compensating water.

Thanckes Oil Fuel Depot (right) and Yonderberry Jetty (top left). (Photo: Google/DigitalGlobe)

Yonderberry Jetty is suffering from corrosion and is going to be replaced under a £43M contract with marine construction specialist VolkerStevin. A brand new jetty will be built just to the north of the existing facility. The dredging and clearing works began in January with the main piling works starting in September 2018 and the whole project is due for completion by November 2019. The site is within a Special Area of Conservation on the River Tamar and the project has to comply very with stringent environmental regulations. Firefighting services in the depot and at the new jetty are also being improved.

Scotland

There are four Oil Fuel Depots currently in operation in Scotland. All were built in the 1960s to NATO specification and originally had a total capacity of 600,000 tonnes. Drastic reductions in the size of the Royal Navy and the number of visiting US Navy vessels leaves the annual NATO naval fuel requirement in Scotland less than 10% of what it was in the 1960s. Despite this overcapacity, the four depots at Garelochhead (Faslane), Loch Striven (near Dunoon), Loch Ewe (Wester Ross) and Campbeltown (Kintyre), are still considered to have important strategic value and remain open. With the exception of Garelochhead, the MoD has attempted to reduce the overheads for each site by running them on minimum care and maintenance basis and sharing them with commercial operators.

Garelochhead

Loch Striven

Campbeltown

Loch Ewe

Gosport

Thanckes

Delivery

RFA Tidespring at the Garelochead Oil and Fuel Jetty, April 2018. The shiplift at Faslane naval base can be seen in the background. (Photo: Harry Garland via Flickr)

HMS Diamond at Loch Striven OFD in 2011. There are 19 oil tanks buried in the hillside behind the jetty which is used by naval and commercial vessels.

HMS Ledbury at the Campbeltown Oil Fuel Jetty, May 2008. (Photo: Steve Partridge)

Loch Ewe Oil Fuel Depot on the eastern shore of the only North-facing loch in Scotland. It is also a licenced ‘Z’ birth, which allows nuclear submarines to come alongside for short periods. There is deep water not far from the jetty, minimising the time a submarine needs to spend on the surface. (Photo: Nilfanion via Wikipedia).

Close up of Gosport OFD prior to redevelopment, looking east across to Portsmouth naval base. (Photo: Google.com/Digital Globe)

Close up of Thanckes OFD looking east across the Tamar to Devonport Naval base. Note the deep trenches designed to prevent oil from spilling into the river in the event of a major leak. (Photo: Google.com/Digital Globe)

MV Clyde Fisher at Yonderberry Jetty, July 2018 (Photo: RFA Nostalgia)

Garelochhead OFD is just to the north of Faslane and provides fuel to the base. Faslane’s fuel requirements are more modest than Portsmouth and Devonport as it is primarily a nuclear-powered submarine base. However the submarines embark small amounts of fuel for back up diesel generators and the base supports the Sandown class minehunters as well as other RN and NATO warship visitors. Unlike the English facilities, all of the Scottish OFD tanks are partially or fully buried underground, reducing their impact on the scenic landscapes of the region and offering some protection from attack.

General Robert H. Barrow of the USMC famously remarked: “amateurs talk about tactics, but professionals study logistics”. It is clear, even from this cursory study, that provision of fuel for a globally-deployable navy that can respond quickly to events is no simple matter. In part two of this article, we will consider the munitions infrastructure that enables the RN’s fighting capability.

Main image: HMS Iron Duke alongside at Campbeltown Oil and Fuel Jetty, Nov 2011.

from Save the Royal Navy https://www.savetheroyalnavy.org/fuelling-the-fleet-the-network-that-supplies-oil-to-the-royal-navy/

#Save the Royal Navy

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pacficcoastpetroleum · 4 years ago

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Petroleum - Its Uses And Also Profits | Bay Area Diesel Fuel Supplier

Oil or crude oil is a normally taking place fluid found in formations in the Planet containing a complex blend of hydrocarbons (primarily alkanes) of various sizes. Oil literally suggests rock oil; oil that originates from rock. Oil or Crude Oil is a normally taking place hydrocarbon-based liquid which is often existing in porous rocks underneath the earth's surface area. Petroleum is formed by the sluggish modification of organic remains gradually. It includes a mix of fluid hydrocarbon substances and differs commonly in structure, shade, density, as well as viscosity. This fluid after purification generates a series of flammable fuels, petrochemicals, as well as lubricating substances. Substances as well as mixtures of compounds separated from crude petroleum by distillation consist of gasoline, gasoline, kerosene, gas oil, some kinds of alcohol, benzene, hefty naphtha, different grades of lubricating oils as well as residuum. Oil is typically identified according to the predominance of paraffin or asphalted compounds as well as appropriately is stated to have a paraffin base, an intermediate base, or an asphalt base.

Bay Area Diesel Fuel Supplier

Oil wells are drilled as deep as 6 miles right into the Earth to look for petroleum. These wells can cost numerous bucks to pierce, yet drilling is done due to the fact that oil is a valuable natural deposit. Although the major use petroleum is as a gas (gas, jet gas, home heating oil) and oil and also gas are frequently used to produce electrical power, there are several various other uses too.

Here are some of the ways petroleum is made use of in our every day lives. All plastic is made from oil and also plastic is made use of virtually anywhere, in vehicles, homes, toys, computer systems and also garments. Asphalt made use of in roadway building is a petroleum item as is the artificial rubber in the tires. Paraffin wax originates from oil, as do fertilizers, pesticides, herbicides, detergents, phonograph records, photo film, furniture, packaging products, surfboards, paints and also fabricated fibers made use of in clothes, upholstery, and carpet backing. Helium, sulfur as well as various other important materials are produced from oil wells together with petroleum itself. Oil is used principally as a resource of fuel as well as lubricating oils. Only when these products are limited or endangered does the average person start to recognize their relevance.

The top 3 oil creating nations are Saudi Arabia, Russia, and also the USA. Regarding 80% of the world's conveniently obtainable reserves are located between East, with 62.5% coming from the 5 Arab countries: Saudi Arabia (12.5%), U.A.E., Iraq, Qatar as well as Kuwait. Millions of individuals worldwide are employed to locate or produce petroleum, ship and also refine it as well as make as well as market the lots of oils as well as waxes made from it.

Although there are several alternatives to oil fuels, an analysis of expenses and also advantages shows that oil transcends in many every area. Hydrogen, ethanol, hybrid, as well as biomass technologies are assuring for vehicles as well as might quickly boost performance and reduce emissions; but many of these innovations have actually not yet shown adequately rewarding to service providers or eye-catching to consumers. Petroleum keeps a crucial benefit since the cost of oil stays low compared to kinds of power with lower ecological influences, like wind and solar energy. Unlike hydrogen or even gas, oil is quickly mobile and also there is a substantial framework in place to support its usage.

There are several elements due to which oil costs are climbing but still petroleum is a need. These factors are absence of available capacity throughout the oil supply chain in manufacturing, refinery upgrading and transportation facilities; surging demand in emerging economies; evident insensitivity of consumers to the cost signal; unpredictabilities connected to the weather (hurricanes) or to politics (Iran, Iraq, Venezuela, Nigeria); and also enhancing task in the commodities markets. It is not very useful responsible any type of single player in the video game. This can position risk to the economic situation as well as service of the world.

#Bay Area Diesel Fuel Supplier

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ozsaill · 7 years ago

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Sailing mavericks, unapologetically motoring

Sailors, like fisherman, can be a little boastful. Fishermen are better at it – complete with battle reenactment, culminating in outstretched arms indicating size. Sailors’ stories aren’t much different – a battle against the elements and with photographs! Of course, photographed waves appear small, so you have to double or triple the size to be accurate. Everybody knows this, really… Sometimes a boast smarts: like those from sailing purists, so called because they sail everywhere. Mostly.

Our sailing purist friends in Seychelles didn’t intend the slight in their boast, “why didn’t you just sail her in. We sail into the anchorage all the time.” We had radioed for a dinghy tow into the anchorage ½ mile away after our oil filter burst, rendering us engineless. I pointed out that wind oscillating between 0 (zero!) and 30 knot blasts on the nose made a very long ½ mile! They shrugged. I could’ve added a counter boast about our passage to Seychelles from Chagos. Roughly 1,031.27 nautical miles that we did in 6-days with the aid of 1 pint of diesel. Their trip was near to three weeks because their route put them into 0 (zero!) wind; and motored so many hours that they had to flag down a passing ship for more.

Happily taking a tow, er, barge assist in Seychelles

Another crew that inquired as to why Totem’s diesel appeared to be running when the wind dropped below 8 knots. In a light catamaran they remained unglued in ghosting air. We get sticky and usually find 3 knots of boatspeed isn’t enough. On another day when navigating through a coral strewn atoll, they radioed ahead asking incredulously, “is your engine on?” “Of course,” I said, “so we can maneuver around uncharted bommies.” A chuckling reply came back, “we’re sailing around them fine”. Easy when you’re following, I thought, but didn’t say.

Perhaps my favorite was the crew that boasted of cruising so long that they found a simple approach to cruising is most satisfying, “just like Lin and Larry” without all junk new cruisers have. In that moment, I really wanted to ask if their gas generator was running any better, but it was hot. They switched on navigation electronics, started the diesel engine, and engaged the transmission. Not exactly like Lin and Larry.

Motoring for close-in caution in Maldives

A boast at its core is an expression of prideful accomplishment. As such, I confess to boasting now and then too, being a sailor and all.

In Indonesia, it’s illegal for foreigners to purchase diesel fuel. The sole purpose is to be daunting, to weed out sailors with less fortitude! No, it isn’t really, but I recall hearing a sailor making this point in a silly boast. Mostly the quirky diesel law proved a minor inconvenience. Fishermen, with outstretched arms, were always happy to sell us diesel from their onboard supply. One exception was in small city of Jayapura on the north side of New Guinea. It’s a conflicted area with an ongoing, hidden ethnic war. Foreigners arrived there fall into one of the three Ms: mining, missionaries, or mercenaries.

We didn’t fit the script, which made clearing in a tedious and involving military interrogations. Once cleared a Navy vessel patrolled Totem at anchor. Fun as that was, we were keen to get diesel and move on. The first guy we approached said okay, okay, okay, come back in two hours. When we met the fellow again, he had a change of heart and told us to go away without making eye contact. We had showered, so didn’t understand the disconnect. This pattern followed with other suppliers over a few days. It turns out that secret police were following us and terminating any questionable business. There was one other cruising boat with us, and a little desperate, John and I dinghied around the harbor of wood and steel working vessels and found the only fiberglass recreational boat. After asking the crew about diesel, they got the boss to speak with us. He was an Indonesian businessman that understood our predicament. After boasting of his friendship with the son of the Minister of Energy, he assured us diesel would be waiting when we came back – just after dark. Without knowing if diesel would be there or if this was a sting, we found the fading twilight was just the veil needed to get diesel flowing. Oddly, gasoline was straightforward to acquire. Dinghy into the fisherman’s dock and wait in line with other fisherman, all smoking. When it’s you turn, saddle up to a 500 gallon open tank of fuel. Using a 5-liter scoop, an attendant plunges elbow deep into gasoline, then funnels it into jerry cans. Easy!

Officialdom may have been prickly, but we had a great time making friends with civilians in Jayapura

Brunei is a tiny country situated along the northwest coast of Borneo. Little about Brunei is inviting to cruisers – mucky water and a more restrictive interpretation of Islam than its neighbors. Dirt cheap diesel is what lures cruisers in. While there and interested new cultural experiences, we booked a tour of the capital city. Though a local guide seemed logical, Zahir, a jovial twenty-something from Qatar was very persuasive, boasting that he was better. “The local people are lazy,” he said.

At the end of a satisfying tour, we employed Zahir’s help in a diesel fuel run. Strictly speaking, it was illegal for foreign sailor types to buy diesel, but this was unenforced – until recently it turns out. Zahir and I set off to the station in borrowed van loaded with jerry cans enough for 125 gallons. Pulling in, station attendants recognized Zahir. The moment wasn’t like seeing a friend, more like spotting a pickpocket in the crowd. They began waving us away and cursing when we didn’t pass. A wee bit nervously I said to Zahir, “I don’t want to cause trouble.” He looked at me with a big smile saying, “No problem, don’t worry.”

With a bundle of Brunei dollars in hand, in a van of unknown origin prepared to carry a lot of flammable fuel, assisted by a jolly Muslim Qatari man was weird enough. Then Zahir dropped to his knees to beg for diesel on my behalf. The outcome was in play: would it be simple shove off was there to be police. Out came one attendant’s cell phone. Then unexpectedly, the employees turned away in disgust. Zahir yelled for me to open the back quickly as he grabbed the diesel pump. In perfect synchronicity, we filled, capped, and loaded 25 jerry cans in a time that would make an Indianapolis 500 pit-crew envious. The money exchange was awkward for me, but persuasive Zahir never stopped smiling.

Typical fueling up, cruiser style, on a beach in Brunei

Totem’s recent Panama Canal transit marked the homestretch to complete a circumnavigation. As much as we don’t like schedules, we had one. Our stop in Costa Rica was to wait for weather and… to take on a little diesel. The customs agent was a courteous, tedious i-dotter and t-crosser that couldn’t accept Behan as co-captain, being a woman and all.

Intending to be there for a day or two only, we cleared in and out at the same time to expedite the process. For fuel top-up, we intended to use the taxi-to-fuel station supply chain. More work than the one fuel dock in the area, but price per liter is considerably less. The taxi-diesel supply chain snagged on a technicality we’d not foreseen. Taxi driver asked for our papers and upon seeing our clearance he said the fuel station could not sell to us. Our supply onboard wasn’t too bad, but with average windspeed of approximately 0.00 (zero!), a little more diesel meant we might reach Chiapas, Mexico with more than vapors in the tank.

Our anchorage neighbors were stunned at this news and quickly surmised our predicament. “How much do you need?” they asked. Twenty-five gallons was all; they offered to sell us some of theirs. Out came the jerry cans once again. The next morning, we were northbound ready to sail, motor-sail, or just power along as conditions allowed. Thanks to the cruising community; specifically, the fine people on a boat named Liquid.

One final boast. On April 7, 2018, the Gifford family, Jamie, Behan, Niall, Mairen, and Siobhan, motored Totem in 0 (zero!) knots of wind into the bay at Zihuatenejo, Mexico to complete a circumnavigation…mostly by sailing.

Jamie originally titled this article Liquid, in homage to the 50′ ketch Liquid and her crew and an irresistible pun with the liquid (diesel) they provided us; it ran in 48 North this spring. We look forward to seeing Marc & Laura again when they sail north to Mexico; below, anchored near Totem in Playas del Coco. The only true purists we know? Impressive navigators in Papua New Guinea, like the family from Brooker island in the picture at the top.

from Sailing Totem https://ift.tt/2JOqyTU via IFTTT

#IFTTT #Sailing Totem

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deniscollins · 7 years ago

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What Needs to Happen Before Electric Cars Take Over the World

Merrill Lynch analysts now expect electric vehicles in the United States will be cheaper than their traditional counterparts by 2024, while just a year ago, they estimated it would take until 2030. There are already about 16,000 public charging stations in the United States, up from a few hundred in 2010, compared to 112,000 gas stations. Electric cars are quiet, nearly vibration free and they don’t smell like gasoline or exhaust. They don’t need oil changes. They cost less to operate — about 1 cent per mile compared to 10 cents per mile for a gasoline-powered car. If you were responsible for buying company cars, would you begin buying them now or wait longer before doing so? Why? What are the ethics underlying your decision?

On the slope of a thickly forested Czech mountain, three men in hard hats and mud-spattered fluorescent vests dig for the metal that could power a new industrial revolution.

They watch carefully as a mobile rig, mounted on tank treads, hammers and spins a drill bit hundreds of yards into the bedrock. Water gushes from the bore as the bit punctures an underground spring.

The men are prospecting for new sources of lithium, a raw material now found primarily in China and Chile that could become as important to the auto industry as oil is now.

Faster than anyone expected, electric cars are becoming as economical and practical as cars with conventional engines. Prices for lithium-ion batteries are plummeting, while technical advances are increasing driving ranges and cutting recharging times.

“Once the trend gets going, it can happen very fast,” said Guido Jouret, chief digital officer at ABB, an electronics company based in Zurich whose businesses include constructing charging stations.

But this electric-car future is still missing some pieces. Some crucial raw materials are scarce. There are not enough places to recharge. Battery-powered cars still cost thousands of dollars more than many gasoline vehicles.

Car companies are racing to overcome these obstacles. They, and the millions of people they employ, risk becoming irrelevant.

“Many people are nervous about how fast this is coming and how much they have to invest,” said Norbert Dressler, a senior partner at Roland Berger in Stuttgart, Germany, who advises the auto industry.

Here’s a look at what needs to happen before electric cars take over the world.

Electric cars will go mainstream when the cost of the powertrain — the motor and other guts that make the vehicle move — is the same as owning cars that burn gasoline or diesel. How soon that day arrives is almost solely a function of the price of batteries.

Battery prices, measured by the power they produce, have already fallen by more than half since 2011, according to analysts at Bank of America Merrill Lynch. The unexpectedly rapid drop in prices has sped up the timetable.

Merrill Lynch analysts now expect electric vehicles in the United States will be cheaper than their traditional counterparts by 2024. Just a year ago, they estimated it would take until 2030.

One reason battery costs are falling is that manufacturers are ramping up production. The greater the supply, the lower the price.

Car companies like Daimler are getting into the battery business. Daimler has invested $590 million in a new battery plant in Kamenz, a sleepy city in a rural part of eastern Germany.

“This is an important investment in the future,” Chancellor Angela Merkel told Daimler executives and other dignitaries at a groundbreaking in May. Within a few months, workers had erected prefabricated concrete walls for the enormous new building and assembled the roof girders.

“We could buy batteries,” said Jupp Kaufer, head of quality at Accumotive, Daimler’s battery unit.

But Daimler would rather earn the profits than pay them to a supplier like Samsung or Panasonic. “The battery is a crucial part of the vehicle,” Mr. Kaufer said as he walked through the assembly line of another factory in Kamenz that is already running at capacity.

Carmakers are racing to secure the essential ingredients in batteries like cobalt, lithium and graphite. They need to avoid shortages that would drive prices too high, making electric vehicles unaffordable.

But manufacturers are also dealing with a geopolitical dimension. Three-quarters of the world’s reserves of lithium, a crucial ingredient in the most common kind of electric car battery, are in China and Chile, according to the United States Geological Survey. As demand surges, China could deploy its natural resources as a diplomatic cudgel the same way that Saudi Arabia uses oil.

The risk that a few countries could control most of the ingredients for electric car batteries is what spurred the drilling crew to the mountainside in Cinovec in the Czech Republic. As early as the 1300s, miners dug tin — “cin” in Czech — from the mountains around the town. Later, the area was an important source of tungsten, but the last shaft closed in 1993. Demand for lithium has made mining in the area attractive again.

European Metals Holdings Ltd., an Australian company, is drilling into the bedrock and hauling out core samples to map deposits. The company plans to complete a feasibility study next year and begin mining and processing the ore in Cinovec soon after.

“We are already in touch with some battery makers,” Richard Pavlik, manager of a European Metals subsidiary overseeing the work in Cinovec, said as he watched the drilling crew.

As for cobalt, it comes primarily from the Democratic Republic of Congo, one of the world’s most war-torn and unstable countries. Illegal mining operations there have been accused of using child labor.

Mining companies are hunting for sources in less problematic locations. First Cobalt, based in Toronto, has announced plans to reopen a former silver and cobalt mine in the aptly named town of Cobalt, Ontario. “We think we are at a point of no return with electric vehicles,” said Trent Mell, the company’s chief executive.

Even when people can buy an electric car for the same price or less than a gasoline model, they face another problem: where to plug it in. And they won’t want to wait all day for the car to recharge.

Electric cars will become commonplace once there is a dense network of high-voltage charging stations where drivers can refill their batteries in the time it takes to use the restroom and drink a cup of coffee.

At the moment, a cross-country drive in an electric car is an adventure.

Edwin Stafford, a professor of marketing at Utah State University in Logan, Utah, carefully plotted his charging stops before setting out recently in his Tesla S for Berkeley, Calif., with his family.

Tesla S owners have free access to Tesla charging stations and can use the waiting time to have a meal or shop. In half an hour, a high voltage Tesla “supercharger” can supply enough juice to travel 170 miles, according to Tesla. But the amenities at charging stations varied, Mr. Stafford said.

At one in Nevada, the only nearby business was a casino, he said. At another, the charging apparatus was blocked by an illegally parked truck. Close to the Bay Area, there were sometimes lines of other Tesla owners waiting to charge, he added.

But an array of start-ups and established companies like ABB are busy installing charging stations around the world, and they are on their way to becoming commonplace. There are already about 16,000 public charging stations in the United States, up from a few hundred in 2010. That compares with about 112,000 gas stations.

Surprisingly, Volkswagen’s emissions scandal has accelerated the rollout. As part of its settlement with diesel owners in the United States who bought cars with illegal software, Volkswagen agreed to spend $2 billion to promote electric cars and build infrastructure. Electrify America, a company established to invest the settlement money, plans to install more than 2,000 fast chargers nationwide by mid-2019 in a first phase, with thousands more to follow.

One of the biggest barriers for electric vehicles is psychological. People are used to internal combustion engines and the sensations that go with them — the odor of the fuel, the shifting of the transmission, the sound of the engine as the car accelerates.

Electric cars have a different personality that people need to get their heads around before they will buy one.

They may be pleasantly surprised. The physics of electric motors give them exceptional acceleration. A $135,000 Tesla S clocked by Motor Trend magazine went from zero to 60 miles per hour faster than Ferraris, Lamborghinis or Porsches costing hundreds of thousands of dollars more.

Electric cars are quiet, nearly vibration free and they don’t smell like gasoline or exhaust. They don’t need oil changes. They cost less to operate — about 1 cent per mile compared to 10 cents per mile for a gasoline-powered car. Electric cars hug the road because heavy battery packs, typically arrayed underneath the passenger compartment, provide low centers of gravity and high stability.

“There is no question that an electric car gives you significantly better performance,” Mr. Stafford said. “I don’t think the mainstream driver is going to understand that unless they experience it.”

The industry is racing to invest in the future, as electric cars portend sweeping economic and societal changes. The transition will be painful for traditional carmakers and suppliers, potentially even catastrophic.

Electric cars have about 25 percent fewer parts than conventional autos. Companies that make engine parts like pistons, fuel injection systems or spark plugs will have to find new products to sell, or die. Some workers’ skills will no longer be needed.

Governments will lose fuel tax revenues. Filling stations and auto repair shops will go out of business. To compete with Tesla, which allows customers to buy cars online, car companies will have to radically streamline their dealership networks.

“The cake will be smaller,” said Volkmar Denner, the chief executive of Bosch, the auto parts maker.

Established carmakers will face new competitors taking advantage of the technology shift to break into the market. Chinese companies are investing heavily in electric cars. Dyson, a British company hitherto known for its innovative vacuum cleaners, has announced plans to develop an electric car.

Big car companies recognize the threat and argue that they can deploy their enormous manufacturing networks to roll out electric vehicles faster than Tesla, which has struggled to meet demand.

“We won’t have a problem building one million cars,” said Herbert Diess, chief executive of the division that makes Volkswagen brand cars.

But the automakers’ existing expertise — building internal combustion engines — will no longer give them a competitive edge.

“They are losing a lot of their intellectual capital,” said Geoffrey Heal, a professor at Columbia Business School. “And they have to find a way to replace it.”

#Electric Cars

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shtfandgo · 7 years ago

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New Post has been published on SHTFandGO Survival and Emergency Supplier

New Post has been published on http://www.shtfandgo.com/2017/09/25/puerto-rico-a-disaster-by-any-measure/

Puerto Rico, A Disaster by any measure

Hurricane Maria: Puerto Ricans Plead for More Federal Aid to Devastated Island

by DANIELLA SILVA, SUZANNE GAMBOA and SANDRA LILLEY

Puerto Ricans described desperate conditions on the hurricane-ravaged island and pleaded for more help from federal agencies on Monday, with some saying they felt the U.S. territory was being forgotten.

“It looks like a bomb went off,” said Monique Casablanca, 37, by phone from Ocean Park in the capital of San Juan.

“I’ve seen very little to no police presence, I’ve seen zero military presence. Nights are excruciating, there’s screaming, there’s gunshots. It’s hot, so it’s hard to sleep right now I haven’t slept in 48 hours,” said Casablanca, a rental property manager.

No End in Sight for Puerto Rico Relief Effort After Hurricane Maria 1:52

Casablanca said that while she had seen Federal Emergency Management Agency workers visit the area a few days ago, she had not seen them since.

“You feel like you’re forgotten. I’m in an area that’s flooded and there’s basically dead animals — cats, dogs, rats just floating around — the smell is crazy and I don’t see anyone here anywhere as of today or yesterday,” she said.

“We need more of everything, we need help,” she said.

Federal agencies rescuing people and delivering humanitarian aid to Puerto Rico in the wake of Hurricane Maria faced an island that remains largely without power, running water, fuel and access to cell service on Monday, five days after the storm first made landfall.

FEMA Administrator Brock Long and Homeland Security Adviser Tom Bossert arrived on the island on Monday and met Gov. Ricardo Rossello in San Juan as relief crews continued to work to provide much needed supplies to the island.

More than 10,000 federal staff, including 700 FEMA personnel, were on the ground in Puerto Rico and the U.S. Virgin Islands, assisting with rescue efforts, restoring power and getting badly needed supplies to parts of the islands, a FEMA spokesperson said on Monday evening.

“While significant progress is being made, there is still a long way to go,” the FEMA spokesperson said in a statement Monday evening. “As access to ports, airfields, and roads continues to become available, additional resources will continue to flow into hard hit areas.”

“FEMA and our federal partners continue 24-hour operations, conducting search and rescue operations, bringing additional essential commodities to the islands, and restoring power at critical facilities with generators, and the fuel needed to power them,” the spokesperson added.

Nine search and rescue were working “around the clock” in the region, FEMA said in a tweet earlier Monday.

The agency said that it had provided more than 1.5 million meals, 1.1 million liters of water and nearly 12,000 emergency roofing kits.

National Guard Units Across the Country Join Puerto Rico Relief Effort 2:30

White House Press Secretary Sarah Huckabee Sanders had said Monday that Long and Bossert were sent to assess the damage from the ground.

“We’ve done unprecedented movement in terms of federal funding to provide for the people of PR and others that have been impacted by these storms,” she said during the White House press briefing. “We’ll continue to do so and continue to do everything that we can possibly under the federal government to provide assistance.”

Trump tweeted Monday night that while Texas and Florida were “doing great” in the aftermath’s of the recent hurricanes, Puerto Rico “is in deep trouble.”

“It’s old electrical grid, which was in terrible shape, was devastated,” he tweeted, adding that “Much of the Island was destroyed.”

Texas & Florida are doing great but Puerto Rico, which was already suffering from broken infrastructure & massive debt, is in deep trouble..

— Donald J. Trump (@realDonaldTrump) September 26, 2017

Trump had not tweeted about Puerto Rico since last Thursday.

Maria was the third major storm to hit U.S. shores in just a month, after Hurricanes Irma and Harvey wreaked havoc across the Caribbean and southeastern U.S.

Maria, which made landfall as a Category 4 hurricane, has been blamed for 16 deaths on Puerto Rico, officials said Monday.

Play

Hurricane Maria: Dam in Puerto Rico is in danger of failing 2:24

William Booher, director of public affairs for FEMA, told the Associated Press on Saturday there was no difference in the agency’s response in Puerto Rico, compared with Texas, Louisiana or Florida after recent hurricanes. FEMA has had sufficient resources to deal with back-to-back-to-back hurricanes, he said, adding that “we’ve been able to address each one of them.”

Rossello also praised federal relief efforts on Monday and said FEMA was doing a “phenomenal job,” according to the Associated Press.

But earlier Monday, he also said the island was facing an “unprecedented disaster” and called for swift action from President Donald Trump’s administration.

“Given Puerto Rico’s fragile economic recovery prior to the storms, we ask the Trump Administration and U.S. Congress to take swift action to help Puerto Rico rebuild,” he said in a statement.

Meanwhile, advocates, residents and officials implored the federal government to send more help and take seriously the long-term impact Maria would have for Puerto Rico.

A man stands on a car on a flooded street in the aftermath of Hurricane Maria in San Juan, Puerto Rico on on Sept. 25. Joe Raedle / Getty Images

Frances Colón, founder of the Washington, D.C.-based non-profit Cenadores, said the “scale of the federal response right now is not on scale with the level of devastation.” Colón formed Cenadores to organize Puerto Ricans on the mainland to volunteer to help the island.

“We still have townships not reached. The government had a diesel ship parked in the bay and the government and National Guard is so maxed out they couldn’t ensure security so the fuel could reach its destination,” said Colón, who lives in Miami and worked 12 years for the State Department as a science and technology adviser. “We need boots on the ground from the federal government. We need FEMA, National Guard, a federal response at [Hurricane] Katrina scale.”

“Everyone is overwhelmed because the disaster is bigger than everyone,” she said.

People sit in their apartment with the window blown out by the winds of Hurricane Maria as it passed through the area last week in San Juan, Puerto Rico on on Sept. 25. Joe Raedle / Getty Images

“The response can’t be tepid. It’s been a week and still communication is down and there are towns that haven’t been reached.”

PHOTOS: Hurricane Maria Lashes Puerto Rico, Storm-Battered Caribbean

Armando Valdés Prieto, a lawyer who has been helping with volunteer operations in San Juan said he felt the sheer magnitude of the devastation on the island made distributing federal aid difficult.

“The scope and magnitude of what’s going on is so large that I’m not entirely sure that they really know where to start,” he said by phone Monday afternoon.

He said that while he felt a lot was being done, being unable to communicate with parts of the island compounded problems.

“We’re still kind of in an assessment phase where I guess it’s a little hard to gauge whether or not things are being done right,” he added.

Related: Puerto Rico Holds Its Breath Over Hurricane-Battered Dam

Downed trees surround damaged homes in the aftermath of Hurricane Maria on Sept. 25 in Naranjito, Puerto Rico. Joe Raedle / Getty Images

Adding to the island’s woes is stifling heat. San Juan tied for its maximum temperature at 94 degrees on Sunday, according to the NWS.

“It’s really, really hot and there’s not a lot of respite from the heat,” said Valdés Prieto, adding that many people did not have electrical power and could not use their air conditioners.

And the island’s Aqueduct and Sewer Authority said Monday that only about 40 percent of their customers, or 500,000 people, had water service.

#Disaster #Emergency and Disaster Information #Natural Disasters #News

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hudsonespie · 5 years ago

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Smorgasbord

Electric Drive

Liquid Biofuels

Enhancing Efficiency

Flexibility Is Key

And for any ship, more efficiency means that less power (and less money) is needed to get to the destination. – MarEx

Paul Benecki is the magazine’s Americas/Europe Editor.

from Storage Containers https://www.maritime-executive.com/article/smorgasbord via http://www.rssmix.com/

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pacficcoastpetroleum · 4 years ago

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Bay Area Diesel Fuel Supplier

We are the top most Area Diesel fuel supplier in San Francisco, California. We deliver Bay area Diesel fuel on time without any delay, We provide services like on site refueling and generator refueling. Visit our website pacificcoastpetroleum.com to know more.

#Bay Area Diesel Fuel Supplier

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pacficcoastpetroleum · 4 years ago

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Diesel Particulate Filters (DPF/ FAP). | Bay Area Diesel Fuel Supplier

A Diesel Particulate Filter (DPF) is a filter which is fitted to the exhaust system of most of contemporary diesel motor automobiles, in order to boost/ get rid of the soot fragment exhausts between the engine as well as the atmosphere. The goal of the Diesel Particulate filter is to get rid of a minimum of 80% of bit exhausts from diesel motor, in order to conform to with modern rigid engine emissions criteria in Europe and the U.S.A.

Bay Area Diesel Fuel Supplier

DPF's were fitted to vehicles throughout Europe due to the intro of Euro 5 emissions standards in 2009, and so came to be a necessary factory fit from after that onwards on most of diesel engine cars, in order to satisfy the brand-new, stringent EU5 emissions. There are a handful of little engined diesels which do manage to satisfy Euro 5 authorization without a Diesel particulate filter, nonetheless these are in the minority and so if you drive a typical sized Family members Automobile, SUV, 4x4 or Energy car after that you need to assume that it has actually a DPF fitted, in accordance with the majority of diesel vehicles manufactured from 2009 onwards.

As a matter of fact lots of car makers, were fitting Diesel particulate filters to a selection of cars long prior to the mandatory fitment year of 2009, particularly on automated gearbox versions or those with four wheel drive, so if you wish to avoid the pitfalls of having a cars and truck with a DPF system, then you will certainly require to investigate your option of diesel lorry extremely meticulously as some German and Swedish cars have actually used them on certain versions given that 2005, and some French vehicles had them fitted from 2002.

Similar to any kind of other kind of filter the Diesel particle filter will eventually become obstructed, totally due to the quantity of bits which it regularly filterings system from the soot packed exhaust smoke, however the manufacturers created an approach in which the Diesel particle filter can successfully self tidy and preserve itself, hence extending its life time whilst keeping peak efficiency. Called a "dpf regrowth", the Diesel Particulate Filter is fitted with various sensors which frequently keep track of numerous running specifications such back stress, exhaust temperature level, engine rpm, rate and also along with the car engine administration system a cleansing cycle can be determined based on driving design of the proprietor and the continuously monitored problem of the DPF.

In order to cleanse itself, and burn off the built up residue deposits, gas is infused into a special catalyst, which is after that fired up and also warms to around 600c whilst the automobile remains in activity and being driven at highway/ motorway rates, this regeneration process burns off the mass of residue and efficiently returns the Diesel particulate filter to its initial manufacturing facility problem, prepared to start trapping and also eliminating a new batch of residue particles from the engine exhausts throughout again, and so the cycle proceeds.

The exact procedure used to regenerate the DPF varies a little from maker to manufacturer and also has been tweaked and improved somewhat for many years, yet the basic science is specifically the exact same. Some producers also make use of an additive, which is stored in a bag/ bottle in an unique compartment in the vehicle and percentages are injected right into the gasoline each time the gas storage tank is loaded with diesel, this additive is combined with the diesel, as well as allows the burning procedure to occur at a reduced temperature level than 600c, some think that this might be an extra effective method of combustion and also a better way of cleansing the DPF more effectively, however there is no proof readily available to suggest that a person method is much better or much more reliable than the other, and also neither system is exactly perfect or has a 100% integrity record, and dependability is something which I will certainly relocate onto following, as it creates a large and important part of the article and something that all existing and prospective diesel vehicle owners require to be familiar with.

However, DPF's have, for an enhancing variety of proprietors, proven to be an expensive migraine, as well as a fast search of Google for phrases such as "DPF Trouble" or "DPF Blocked" will show just exactly how extensive the trouble is, and that there seems to be nobody maker whose Cars and truck DPF's are unsusceptible to the issue( s), unfortunately at the time of creating this, the trouble appears to show no indicators of vanishing, and also are still being reported, several years after DPF's began appearing on diesel cars. In the UK, the problems have also been highlighted on one national TELEVISION customer program and additionally documented in the car press.

The major trouble, is that the DPF's seem to become blocked as a result of a mix of driving design and the lack of ability for the regrowth treatment to complete correctly in some scenarios. The first sign of a DPF clog reaching a critical stage, will certainly appear as a warning light on the dashboard of the car (generally coloured yellow or orange). When this light brightens, it suggests that the DPF has reached the factor where regrowth is quickly called for in order to prevent additional damage to the DPF, and that the current driving design/ use of the lorry has stopped the cycle from being initiated digitally and occurring automatically throughout typical usage.

Due to the fact that the dpf regeneration procedure has to take place with a warm exhaust and also at freeway rates of over 45mph (55 mph typically suggested), frequent usage in metropolitan traffic or short journeys where the exhaust never ever gets hot or 45mph is obtained for a long period, will often create this circumstance to emerge. When the DPF Caution light brightens, its a sign that you need to take the lorry on a 20 - 25 minute drive down a freeway or freeway, preferably in an equipment which allows high engine RPM in order to heat up the exhaust to the temperature where a DPF regeneration can happen and also complete.

In many cases, as soon as this has actually been done, the DPF will effectively restore as well as the system will certainly reset, extinguishing the dashboard warning light as well as the automobile can be gone back to regular use. Nonetheless there have been a great deal of instances where the DPF has been so obstructed at the time the warning light illuminated, that a normal car based regeneration was incapable to settle the issue and the automobile will need to be required to a dealer, where the automobile is connected to an unique diagnostic system as well as dealer degree compelled regrowth is carried out under perfect running conditions.

#Bay Area Diesel Fuel Supplier

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