Shipbuilding & Ship Repair US EPA ARCHIVE DOCUMENT
Shipbuilding & Ship RepairPROFILE The shipbuilding and ship repairsector4 builds and repairs ships, barges, andother large vessels for military and commercialclients. The sector also includes operations thatconvert or alter ships, as well as facilities thatmanufacture offshore oil and gas well drillingand production platforms. Most facilities thatbuild ships also have the ability to repair ships,although some smaller yards do only repairwork.KEY ENVIRONMENTAL OPPORTUNITIESSector At-a-GlanceNumber of Facilities:Value of Contracts:Number of Employees:3461 16 billion292,4003TRENDS Over the past four years, theshipbuilding and ship repair industry hasbeen relatively stable. Appropriations for construction of new military shipsshowed a modest increase (6%) from 2000 to 2006,but declined by 35% over the last year.5 Between 2000 and 2004, employment within thesector fell from 102,000 to 92,400.6 The U.S. now has less than a 1% share of the world’snew construction market for commercial vessels ofmore than 1,000 gross tons, lagging behind theworld’s shipbuilding leaders such as South Korea,Japan, China, Germany, Italy, and Poland.72 0 0 6In the fall of 2005, hurricanes hit Gulf Coastshipyards hard. Time will tell whether thesefacilities will fully recover from the damage thestorms inflicted.71For the shipbuilding and ship repair sector,the greatest opportunities for environmentalimprovement are in managing and minimizingtoxics and waste, reducing air emissions, andimproving water quality.
In 2003, 41 facilities in the sector reported 10.5million pounds of chemicals released (includingdisposal) or otherwise managed throughtreatment, energy recovery, or recycling. Ofthis quantity, 80% was managed, while theremaining 20% was disposed or released tothe environment, as shown in the TRI WasteManagement pie chart. Of those chemicalsdisposed or released to the environment, 24%were disposed and 76% were released into airor water.TRI Waste Managementby the Shipbuilding & Ship Repair SectorIn 2003, the chemicals disposed or releasedby the sector were dominated by n-butylalcohol and xylene, which accounted for 42%of the total pounds. Zinc, copper, and 1,2,4 trimethylbenzene accounted for another 26%of the sector’s total.8Data from TRI allow comparisons of the totalquantities of a sector’s reported chemical releasesacross years, as presented below. However, thisTotal TRI Disposal or Other Releasesby the Shipbuilding & Ship Repair Sectorcomparison does not take into account therelative toxicity of each chemical. Chemicalsvary greatly in toxicity, meaning they differ inhow harmful they can be to human health.To account for differences in toxicities, eachchemical can be weighted by a relativetoxicity weight using EPA’s Risk-ScreeningEnvironmental Indicators (RSEI) model.The TRI Air and Water Releases line graphpresents trends for the sector’s air and waterreleases in both reported pounds and toxicityweighted results. When weighted for toxicity,the sector’s normalized air and water releasesshow a 73% decline from 1994 to 2003, withlittle overall change from 2000 to 2003, despitean increase in 2001. The spike in 2001 isattributable to an increase in manganese releasesto air, with one facility accounting for 68% ofthose releases.TRI Air and Water Releasesby the Shipbuilding & Ship Repair Sector4Releases 20%Recycling40%Source: U.S. EPA, 2003.Air Releases74%3Pounds (millions)*Water Releases2% Disposal24%Pounds (millions)*Energy Recovery .00.50.50.0019941995199619971998YearDisposal or Releases, total* Normalized by annual value of shipments.Sources: U.S. EPA, U.S. Census Bureau.199920002001200220030.01994 1995 1996 1997 1998 1999 2000 2001 2002 2003Toxicity-Weighted Results (billions)*Given the diversity of their industrial processes,shipbuilding and ship repair facilities use avariety of chemicals and report on the releaseand management of many of those materialsthrough EPA’s Toxics Release Inventory (TRI).As shown in the Total TRI Disposal or OtherReleases line graph, the annual normalizedquantity of chemicals disposed or released bythis sector decreased by more than half (58%)from 1994 to 2003, with one-third of this declineoccurring between 2000 and 2003. From 2000 to2003, there was a similar decline of 37% in thesector’s normalized quantity of chemicalsreleased to air and water.Shipbuilding & Ship RepairMANAGING AND MINIMIZING TOXICSYearAir and Water Releases, onlyPoundsToxicity-Weighted Results* Normalized by annual value of shipments.Sources: U.S. EPA, U.S. Census Bureau.72
Shipbuilding & Ship RepairThe table below presents a list of the chemicalsreleased that accounted for 90% of the sector’stotal toxicity-weighted releases to air and waterin 2003. More than 99% of the sector’s toxicityweighted results were attributable to air releases,while discharges to water accounted for less than1%. Therefore, reducing air emissions of thesechemicals presents the greatest opportunity forthe sector to make progress in reducing thetoxicity of its releases.Top TRI Chemicals Based onToxicity-Weighted ResultsAIR RELEASES (99%)WATER RELEASES ( 1%)ManganeseChromiumNickelSulfuric AcidCopperLeadREDUCING AIR EMISSIONS Most large shipsare built of steel and must be periodicallycleaned and coated in order to preserve the steeland provide specific performance characteristicsto the surface. The shipbuilding and ship repairsector releases particulate matter (PM), volatileorganic compounds (VOCs), and air toxicsduring surface preparation and the application ofpaint and coatings. Although emissions of VOCsand air toxics during these processes are largelycaptured in the TRI air releases discussed above,this section takes a closer look at PM and thesechemical categories.Source: U.S. EPA2 0 0 6In 2003, toxicity-weighted results were drivenby manganese, nickel, and chromium. In recentyears, normalized manganese and chromiumreleases to air fluctuated but resulted in littleoverall change between 1999 and 2003. Duringthis time period, nickel releases increasedsteadily, more than tripling. One facilityaccounted for 69% of the industry’s nickelemissions in 2003.73EPA’s RSEI model conservatively assumes thatchemicals are released in the form associatedwith the highest toxicity weight. With respectto chromium releases to air and water, therefore,the model assumes that 100% of these emissionsare hexavalent chromium (the most toxic form,with significantly higher oral and inhalationtoxicity weights than trivalent chromium).9Research indicates that the hexavalent form ofchromium does not constitute a majority of totalchromium releases by shipyards. Thus, RSEIanalyses overestimate the relative harmfulnessof chromium in the sector.10
The blasting operation generates PM emissionsfrom both the breakup of the abrasive materialand the removal of the existing coating. Overthe past 10 years, shipyards have developedseveral methods to reduce PM emissions tothe environment, including: Temporary containment of blasting operations; Material substitutions; and Alternative surface preparation technologies.Early attempts at temporary containmentconsisted of hanging curtains from scaffolding,wires, dock-arms, and other structures aroundthe ship. Generally, these temporary structureswere open at the top and reduced PM emissionsby reducing the wind speed in the blasting area.This practice has evolved to include theconstruction of temporary shrink-wrapenclosures of entire ships in drydock.EPA’s National Emissions Inventory (NEI)estimates that, in 2001, the sector released1,963 tons of PM10 and 1,257 tons of PM2.5.PM & VOC Emissions fromthe Shipbuilding & Ship Repair Sector6Tons (thousands)*critical to the coating life cycle, since it providesboth the physical and chemical requirements forlong-term coating adhesion. To prepare surfacesfor coating applications, shipyards predominantlyuse a dry-abrasive blasting process. Thisdry-abrasive blasting is typically performedoutdoors, as the sheer size of a ship makesenclosure difficult and expensive.As shown in the PM & VOC Emissions bar chart,between 1996 and 2001, normalized PM10 andPM2.5 emissions from this sector increased byapproximately 31% and 74%, respectively.11However, these emissions estimates may notreflect the shipyards’ efforts in the last five yearsto contain PM emissions from abrasive blastingby using shrouds, shrink-wrap, and other formsof containment. In addition, many shipyardshave switched blasting materials from coal slagand steel shot to garnet, high-pressure water, andother lower emission technologies. The followingcase study highlights one shipyard’s success inreducing PM emissions by adopting analternative blasting technology.543210PM10PM2.5VOC19962001* Normalized by annual value of shipments.PM Particulate Matter; VOC Volatile Organic CompoundsSources: U.S. EPA, U.S. Census Bureau.Case Study: Ultra-High Pressure Water Blastingat Atlantic Marine In an effort to reduce its PMemissions, Atlantic Marine in Jacksonville, FL, has stoppedall open-air abrasive blasting in favor of ultra-high pressure(UHP) water blasting. This technology uses high-pressurestreams of water, instead of grit, to remove the coatings fromships. Unlike abrasive blasting, there are no PM emissionsfrom the water stream, and the flakes of paint are largerso they do not end up in the air. Over the last six years,Atlantic Marine has avoided more than 460 tons of PMemissions through the adoption of the UHP technology, asshown in the following table.12Shipbuilding & Ship RepairParticulate Matter Surface preparation isPM Emissions Avoided byAtlantic MarineYEAR199920002 0 01200220032004TotalTONS AVOIDED32.043.11 21 . 783.276.010 4 . 4460.474
prepared, coatings can be applied. The type ofcoating to be applied (typically down to the levelof a specific brand) is specified by the customer(i.e., the ship owner/operator) rather than theshipyard. These coatings may contain chemicalsthat are released to the environment duringapplication. When coatings are applied indoors,it is possible to utilize pollution controlequipment, such as spray booths, to control therelease of VOCs and air toxics. At shipyards,however, most coatings are applied outdoors.As a result, VOCs and air toxics may be releasedinto the environment.EPA’s NEI estimates that, in 2001, the sectorreleased 3,333 tons of VOCs. As shown in thePM & VOC Emissions bar chart on the previouspage, normalized VOC emissions from shipyardsdeclined by 36% between 1996 and 2001.13As shown in the TRI Air Toxics Releases linegraph, normalized air toxics releases decreasedby 72% from 1994 to 2003, with more thanone-quarter of this decrease occurring between2000 and 2003.14 Toxicity-weighted results for airtoxics releases showed a similar decline over the10-year period.15Much of the decline in both VOC and air toxicsemissions is due to the reformulation of marinecoatings. Coatings manufacturers, working incooperation with shipyards, have reformulatedmany coatings to reduce VOC and air toxicscontent while maintaining or improving theperformance characteristics required bycustomers. Although more viscous and difficultto apply, these low-VOC, high-solids contentcoatings have become the industry standard dueto their excellent performance .01994 1995 1996 1997 1998 1999 2000 2001 2002 2003Toxicity-Weighted Results (billions)*2.5YearPounds* Normalized by annual value of shipments.Sources: U.S. EPA, U.S. Census Bureau.75The following case study highlights oneshipyard’s success in reducing VOC emissionsthrough product substitution.Case Study: VOC Emissions Reductions atElectric Boat In order to lower VOC emissions andeliminate the need for control equipment, Electric Boat inGroton, CT, conducted an exhaustive review of more than10,000 products listed in its inventory system to identifythose materials with VOCs greater than 3.5 pounds pergallon, developed an electronic catalog system to identifyspecific environmental data and replacements for thesematerials, and implemented stringent reviews of all newmaterials for use in production and maintenance work.Additionally, Electric Boat initiated an electronic recordsystem to collect air emissions data associated with boilersand generators. As a result, Electric Boat has replaced morethan 100 adhesives, glues, fillers, and sealants with productsthat do not exceed 3.5 pounds of VOCs per gallon.162 0 0 6Air toxics, also called hazardous air pollutants,are a subset of the TRI chemicals presentedabove. The Clean Air Act designates 188chemicals (182 of which are included in TRI)that can cause serious health and environmentaleffects as air toxics. In 2003, 38 facilities in thesector reported air toxics releases of 730,000pounds.TRI Air Toxics Releasesby the Shipbuilding & Ship Repair SectorPounds (millions)*Shipbuilding & Ship RepairVolatile Organic Compounds & AirToxics Once the ship’s surface is properlyToxicity-Weighted Results
EPA hazardous waste data on large quantitygenerators, as reported in the National BiennialRCRA Hazardous Waste Report, indicate that theshipbuilding and ship repair sector accounted forless than 1% of the hazardous waste generatednationally in 2003.In 2003, 63 facilities in the sector reported12,000 tons of hazardous waste generated. Halfof the sector’s waste was generated throughwastewater treatment, and another 21% wasgenerated from painting and coating processes.The waste management methods most utilizedby this sector were chemical precipitation, fuelblending, and landfill or surface impoundment.When reporting hazardous wastes to EPA,quantities can be reported as a single waste code(e.g., lead) or as a commingled waste composedof multiple types of wastes. Quantities of aspecific waste within the commingled waste arenot reported. The shipbuilding and ship repairsector reported 68% of its wastes as individualwaste codes. Of the individually reported wastes,the predominant hazardous waste types reportedby the sector in 2003 included corrosive waste(6,000 tons), lead (1,000 tons), ignitable waste,and chromium. Additional quantities of thesewastes also were reported as part of commingledwastes.17Over the past decade, the shipbuilding and shiprepair sector has made progress in reducingwaste generation and increasing reuse andrecycling rates. Improvements in hazardouswaste management at shipyards can be attributedto several practices, including: Development of improved coating applicationtechnologies, such as in-line plural component mixersthat only mix the amount of coating necessary, as itis required, to avoid the waste of excess paint; Use of paint waste for fuel blending, rather thansolidifying it for land disposal; and Reclamation of spent solvents from spray paintequipment.IMPROVING WATER QUALITY Releases ofchemicals into water account for a small fractionof the TRI toxicity-weighted results for thissector. However, pollutants generated byshipyards can be released into the environmentthrough stormwater runoff.Over the last several years, a group of GulfCoast shipyards led an effort with EPA todevelop best management practices forstormwater.18 Additionally, many shipyards onthe West Coast capture and treat stormwaterbefore discharging it.Case Study: Eliminating Stormwater Dischargesat Todd Pacific Shipyard Before Todd Pacific ShipyardCorporation could effectively remediate the contaminatedsediment that had accumulated around its facility over thepast century, the shipyard needed to prevent future releasesof contaminants to the water. Located on Harbor Island inSeattle, WA, Todd Pacific’s various construction, repair, andmaintenance operations take place on a 10.5-acre pavedindustrial yard. In the past, rainwater that fell on thepavement was discharged to surrounding waters via outfallsand served as a major source of sediment contamination. Toprevent future contamination, the company has implementeda system that collects the stormwater runoff from theprimary yard pavement and discharges the water into thesewer so it can be treated at the Seattle Public Utilitiestreatment plant. Key design features of this system includethe following elements:Industrial runoff from the paved yard is channeledthrough catch basin sumps for solids removal and thenpasses through a second-stage treatment method foradditional solids removal as well as oil and greaseseparation. Runoff from roofs and the employee parking lot isseparated from the industrial runoff and dischargedthrough existing outfalls. New 450,000-gallon detention tanks are large enoughto handle runoff from a 10-year storm event. Discharges from the detention tanks to the Seattle PublicUtilities sewer are metered so as not to exceed thecapacity of the sanitary system.This new stormwater control system at Todd Pacific exceedsregulatory requirements and eliminates all routine industrialstormwater discharges to adjacent waters.19 Shipbuilding & Ship RepairMANAGING AND MINIMIZING WASTE76
shipbuilding and ship repair industry has been relatively stable. Appropriations for construction of new military ships showed a modest increase (6%) from 2000 to 2006, but declined by 35% over the last year.5 Between 2000 and 2004, employment within the sector fell from 102,000 to 92,400.6
Rapid Flow, Titration, Turbidimetry, Ultraviolet- Visible Spectroscopy (UV/VIS) Parameter/Analyte Water pH EPA 150.1 Turbidity EPA 180.1 Calcium EPA 200.7 Iron EPA 200.7 Magnesium EPA 200.7 Potassium EPA 200.7 Silica, Total EPA 200.7 Sodium EPA 200.7 Aluminum EPA 200.8 Antimony EPA 200.8 Arsenic EPA 200.8 .
EPA Test Method 1: EPA Test Method 2 EPA Test Method 3A. EPA Test Method 4 . Method 3A Oxygen & Carbon Dioxide . EPA Test Method 3A. Method 6C SO. 2. EPA Test Method 6C . Method 7E NOx . EPA Test Method 7E. Method 10 CO . EPA Test Method 10 . Method 25A Hydrocarbons (THC) EPA Test Method 25A. Method 30B Mercury (sorbent trap) EPA Test Method .
Nov 05, 2019 · of new-ship construction. It excludes other activities typically funded from the Navy’s budget account for ship construction. Including nuclear refueling and all other costs associated with the Navy’s shipbuilding budget would add 2.1 billion to the Navy’s average annual shipbuilding costs under the 2020 plan, CBO estimates. Table 1 .
vii References The following resources were used in producing this manual: EPA: Package Treatment Plants MO-12, EPA 430/9-77-005, April 1977 EPA: Summary Report: The Causes and Control of Activated Sludge Bulking and Foaming, EPA 625/8-87/012, July 1987 EPA: Manual: Nitrogen Control, EPA 625/R-93/010, September 1993 EPA: Handbook: Retrofitting POTWs, EPA 625/6-89/020, July 1989
EPA Method 7E –NO, NO 2, NOx Yes EPA Method 8 –SO 2, SO 3 Yes EPA Method 10 –CO Yes EPA Method 11 –H 2 S ( 50 ppm Yes EPA Method 16 –TRS Yes, including mercaptans and other reduced sulphurs EPA Method 18 –VOC’s Yes EPA Method 26 –HCl, HF Yes EPA CTM 027 –NH 3 Yes. ADVANTAGES OF FTIR
ILO code of practice: Safety and health in shipbuilding and ship repair. International Labour Office, Geneva, 2019 ISBN 978-92-2-131709-8 (print) ISBN 978-92-2-131710-4 (web pdf) Also available in French: La sécurité et la santé dans le secteur de la construction et de la réparation navales.
MECPS/2018 Draft code of practice on safety and health in shipbuilding and ship repair Revised edition Meeting of Experts to Adopt a Revised Code of Practice
Thus it might seem that Scrum, the Agile process often used for software development, would not be appropriate for hardware development. However, most of the obvious differences between hardware and software development have to do with the nature and sequencing of deliverables, rather than unique attributes of the work that constrain the process. The research conducted for this paper indicates .
