United Stafes i::"*;:S: ^' :
Environmental Protection
' Agency'IrftiSSfcSlSS*:?;:';'''"!?;''
* -"Enforcement And;
September 1997'
Water Transportation Industry
SECTOR ""Sii
f6'PA- Office Oif (fembiiance Sector Notebook Project
NOTEBOOKS
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UNITED STATES ENVIRONMENTAL PROTECTION AGENCY
WASHINGTON, D.C. 20460
NOV fs J997
THE ADMINISTRATOR
Message from the Administrator
Since EPA's founding over 25 years ago, our nation has made tremendous progress in protecting
public health and our environment while promoting economic prosperity. Businesses as large as
iron and steel plants and those as small as the dry cleaner on the corner have worked with EPA to
find ways to operate cleaner, cheaper and smarter. As a result, we no longer have rivers catching
fire. Our skies are clearer. American environmental technology and expertise are in demand
around the world.
The Clinton Administration recognizes that to continue this progress, we must move beyond the
pollutant-by-pollutant approaches of the past to comprehensive, facility-wide approaches for the
future. Industry by industry and community by community, we must build a new generation of
environmental protection.
The Environmental Protection Agency has undertaken its Sector Notebook Project to compile,
for major industries, information about environmental problems and solutions, case studies and
tips about complying with regulations. We called on industry leaders, state regulators, and EPA
staff with many years of experience in these industries and with their unique environmental issues.
Together with an extensive series covering other industries, the notebook you hold in your hand is
the result.
These notebooks will help business managers to understand better their regulatory requirements,
and learn more about how others in their industry have achieved regulatory compliance and the
innovative methods some have found to prevent pollution in the first instance. These notebooks
will give useful information to state regulatory agencies moving toward industry-based programs.
Across EPA we will use this manual to better integrate our programs and improve our compliance
assistance efforts.
I encourage you to use this notebook to evaluate and improve the way that we together achieve
our important environmental protection goals. I am confident that these notebooks will help us to
move forward in ensuring that ~ in industry after industry, community after community -
environmental protection and economic prosperity go hand in hand.
Carol M. Browner,
R«cycl«d/R»cyel»M» • Printed with Vegetable Oil Based Inks on 100% Recycled Paper (40% Postconsumer)
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EPA/310-R-97-003
EPA Office of Compliance Sector Notebook Project
Profile of the Water Transportation Industry
September 1997
Office of Compliance
Office of Enforcement and Compliance Assurance
U.S. Environmental Protection Agency
401 M St., SW (MC 2221-A)
Washington, DC 20460
For sale by the U.S. Government Printing Office
Superintendent of Documents, Mail Stop: SSOP, Washington, DC 20402-9328
ISBN 0-16-049395-1
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Sector Notebook Proj ect
Water Transportation
This report is one in a series of volumes published by the U.S. Environmental Protection
Agency (EPA) to provide information of general interest regarding environmental issues
associated with specific industrial sectors. The documents were developed under contract by
Abt Associates (Cambridge, MA), Science Applications International Corporation (McLean,
VA), and Booz-Allen & Hamilton, Inc. (McLean, VA). This publication may be purchased
from the Superintendent of Documents, U.S. Government Printing Office. A listing of
available Sector Notebooks and document numbers is included at the end of this document.
All telephone orders should be directed to:
Superintendent of Documents
U.S. Government Printing Office
Washington, DC 20402
(202) 512-1800
FAX (202) 512-2250
8:00 a.m. to 4:30 p.m., EST, M-F
Using the form provided at the end of this document, all mail orders should be directed
to:
U.S. Government Printing Office
P.O. Box 371954
Pittsburgh, PA 15250-7954
Complimentary volumes are available to certain groups or subscribers, such as public and
academic libraries, Federal, State, and local governments, and the media from EPA's National
Center for Environmental Publications and Information at (800) 490-9198. For further
information, and for answers to questions pertaining to these documents, please refer to the
contact names and numbers provided within this volume.
Electronic versions of all Sector Notebooks are available via Internet on the Enviro$en$e
World Wide Web. Downloading procedures are described in Appendix A of this document.
Cover photograph by Steve Delaney, U.S. EPA. Barge photograph courtesy of Missouri
Division of Tourism, Jefferson City, Missouri.
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Sector Notebook Contacts
The Sector Notebooks were developed by the EPA's Office of Compliance. Questions relating
to the Sector Notebook Project can be directed to:
Seth Heminway, Coordinator, Sector Notebook Project
US EPA Office of Compliance
401 M St., SW (2223-A)
Washington, DC 20460
(202) 564-7017
Questions and comments regarding the individual documents can be directed to the appropriate
specialists listed below.
Document No. Industry
EPA/310-R-95-001
EPA/310-R-95-002
EPA/310-R-95-003
EPA/310-R-95-004
EPA/310-R-95-005
EPA/310-R-95-006
EPA/310-R-95-007
EPA/310-R-95-008
EPA/310-R-95-009
EPA/310-R-95-010
EPA/310-R-95-011
EPA/310-R-95-012
EPA/310-R-95-013
EPA/310-R-95-014
EPA/310-R-95-015
EPA/310-R-95-016
EPA/310-R-95-017
EPA/310-R-95-018
EPA/310-R-97-001
EPA/310-R-97-002
EPA/310-R-97-003
EPA/310-R-97-004
EPA/310-R-97-005
EPA/310-R-97-006
EPA/310-R-97-007
EPA/310-R-97-008
EPA/310-R-97-009
EPA/310-R-97-010
Dry Cleaning Industry
Electronics and Computer Industry
Wood Furniture and Fixtures Industry
Inorganic Chemical Industry
Iron and Steel Industry
Lumber and Wood Products Industry
Fabricated Metal Products Industry
Metal Mining Industry
Motor Vehicle Assembly Industry
Nonferrous Metals Industry
Non-Fuel, Non-Metal Mining Industry
Organic Chemical Industry
Petroleum Refining Industry
Printing Industry
Pulp and Paper Industry
Rubber and Plastic Industry
Stone, Clay, Glass, and Concrete Ind.
Transportation Equipment Cleaning Ind.
Air Transportation Industry
Ground Transportation Industry
Water Transportation Industry
Metal Casting Industry
Pharmaceuticals Industry
Plastic Resin and Manmade Fiber Ind.
Fossil Fuel Electric Power Generation Ind.
Shipbuilding and Repair Industry
Textile Industry
Sector Notebook Data Refresh, 1997
Contact
Joyce Chandler
Steve Hoover
Bob Marshall
Walter DeRieux
Maria Malave
Seth Heminway
Scott Throwe
Jane Engert
Anthony Raia
Jane Engert
Robert Lischinsky
Walter DeRieux
Tom Ripp
Ginger Gotliffe
Maria Eisemann
Maria Malave
Scott Throwe
Virginia Lathrop
Virginia Lathrop
Virginia Lathrop
Virginia Lathrop
Jane Engert
Emily Chow
Sally Sasnett
Rafael Sanchez
Anthony Raia
Belinda Breidenbach
Seth Heminway
Phone
(202) 564-7073
(202) 564-7007
(202) 564-7021
(202) 564-7067
(202) 564-7027
(202) 564-7017
(202) 564-7013
(202) 564-5021
(202) 564-6045
(202) 564-5021
(202) 564-2628
(202) 564-7067
(202) 564-7003
(202) 564-7072
(202) 564-7016
(202) 564-7027
(202) 564-7013
(202) 564-7057
(202) 564-7057
(202) 564-7057
(202) 564-7057
(202) 564-5021
(202) 564-7071
(202) 564-7074
(202) 564-7028
(202) 564-6045
(202) 564-7022
(202) 564-7017
September 1997
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TABLE OF CONTENTS
Page
LIST OF EXHIBITS
LIST OF ACRONYMS ix
I. INTRODUCTION TO THE SECTOR NOTEBOOK PROJECT 1
LA. Summary of the Sector Notebook Project 1
I.E. Additional Information 2
I.B.I. Providing Comments 2
I.E.2. Adapting Notebooks to Particular Needs 2
II. INTRODUCTION TO THE WATER TRANSPORTATION INDUSTRY 4
II.A. Introduction, Background, and Scope of the Notebook 4
II.B. Characterization of the Water Transportation Industry 6
II.B.l. IndustrjLCharacterization 6
II.B.2. IndustryJSize^nd Geographic Distribution 9
II.B.3 Economic Trends H
HI. WATER TRANSPORTATION OPERATIONS AND MAINTENANCE 15
III.A. Vessel Operations 15
III.A. 1. On-hoard Life 15
III.A.2. BilgeJ&imping 15
III.A.3. Tank Cleaning 16
III.A.4. Ballasting 16
III.A.5. Power Generation 17
III.A.6. Fueling 18
III.B. Marine Facility Operations 18
III.B.l. Vessel Maintenance 18
III.B.2. QjQshojce_Tanks 19
III.B.3. Fueling 20
III.B.4. Cargo Handling 21
IV. POLLUTION PREVENTION OPPORTUNITIES 23
IV.A. Water Transportation 23
IV.A.I. Vessel Maintenance 24
IV.A.2. Fueling 29
IV.A.3. On-Board Tank Discharges 30
IV.B. Cargo Handling Operations 31
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V. SUMMARY OF APPLICABLE FEDERAL STATUTES AND REGULATIONS 32
V.A. General Description of Major Statutes 32
V.A.I. Resource Conservation and RecoverjLAct 32
V.A.2. Compj^hejisiye_EnYirQnmejilaLJBfisp^
andJLiaMlily_Act 35
V.A.3. Em^gpji^y Planning And Community Right-To-KnQW Act 35
V.A.4. CleanJ&ater Act 37
V.A.5. Safe Drinking Water Act 40
V.A.6. Tnxic Siihstances Control Act 41
V.A.7. Clean Air Act 42
V.B. Water Transportation Industry Specific Requirements 44
V.B.I. QceanJDiimping_Act 45
V.B.2. Clean Water Act 46
V.B.3. ResojirceJlnnservation and Recovery Act 48
V.B.4. Oil Pollution Act 49
V.B.5. FmPrgency Planning and Community Right-tn-Know Act ....... 49
V.B.6. Clean Air Act 50
V.B.7. Federal Insecticide, Fungicide^and Rodenticide-Afit 52
V.B.8. Hazardous Materials TransportatioriAct 52
V.B.9. CoastaLZone-Management Act 52
V.B.10. OSHA Safety Rules 53
V.C. Pending and Proposed Regulatory Requirements 53
V.C.I. Tntermndal Surface Transportation Efficiency Act of 1991 53
V.C.2. Clean Water Act 53
VI. COMPLIANCE AND ENFORCEMENT HISTORY 56
VLA. Background 56
VI.A.l. CojnpJUteiic£_andJMbjcc£m Description 56
VI.A.2. CiJinpliaiic^_aiidJEiifQJcc£n^ 57
VLB. Water Transportation Industry Compliance History 60
VI.B.l. Comparison of Enfnrc.Kme-.nt Activity Between Selected Industries . 62
VII. REVIEW OF MAJOR LEGAL ACTIONS 67
VILA. Review of Major Cases 67
VILB. Supplemental Environmental Projects 69
VIII. COMPLIANCE ASSURANCE ACTIVITIES AND INITIATIVES 71
VIII.A. Sector-related Environmental Programs and Activities 71
VIII.B. EPA Voluntary Programs 72
VIII.B.l. Environmental Leadership Program 72
VIH.B.2. ErojedJCL 73
VIII.B.3. Climate Wise Program 73
VIILB.4. Green Lights Program 74
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VIII.B.5. WasteWiSe Program 74
VIII.B.6. NICE3 '.'.'. 74
VIII.B.7. Design for the Environment (DfR) 75
VIII.C. Trade Association/Industry Sponsored Activity 75
VIII.C.l. Global EnvironmentalJM^agejnejilJLaitiatiyfi 75
VIII.C.2. National Pollution Prevention Roundtahle 75
VIII.C.3. ISO 14000 76
VIII.D. Summary of Trade Associations 76
IX. RESOURCE MATERIALS/BIBLIOGRAPHY • 82
APPENDIX A - INSTRUCTIONS FOR DOWNLOADING THIS NOTEBOOK
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LIST OF EXHIBITS
1. PERCENTAGE OF ESTABLISHMENTS BY SIC CODE 7
2. SIC CODE MAJOR GROUP 44 MARKET ANALYSIS 8
3. U.S.-FLAG VESSELS AS OF DECEMBER 31,1995 9
4. GEOGRAPHIC DISTRIBUTION OF U.S. WATERBORNE ACTIVITIES, 1995 10
5. U.S. WATERBORNE TRAFFIC BY STATE - TOP 15 STATES, 1995 (MILLIONS OF TONS
AND PERCENT CHANGE FROM 1994) 11
6. GEOGRAPHIC DISTRIBUTION OF U.S. MARINE FACILITIES 12
7. TOTAL WATERBORNE COMMERCE, 1976-1995 (IN MILLIONS OF TONS) 12
8. TOTAL WATERBORNE COMMERCE BOTH FOREIGN AND DOMESTIC, 1986-1995 .... 13
9. VESSEL MAINTENANCE OPERATIONS, RAW MATERIALS INPUTS, AND POLLUTION
OUTPUTS I9
10. FIVE-YEAR ENFORCEMENT AND COMPLIANCE SUMMARY FOR THE WATER
TRANSPORTATION INDUSTRY 61
11. FIVE-YEAR ENFORCEMENT AND COMPLIANCE SUMMARY FOR SELECTED INDUSTRIES 63
12. ONE-YEAR ENFORCEMENT AND COMPLIANCE SUMMARY FOR SELECTED INDUSTRIES 64
13. FIVE-YEAR INSPECTION AND ENFORCEMENT SUMMARY FOR STATUTE FOR SELECTED
INDUSTRIES 65
14. ONE-YEAR INSPECTION AND ENFORCEMENT SUMMARY FOR STATUTE FOR SELECTED
INDUSTRIES 66
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LIST OF ACRONYMS
AFS AIRS Facility Subsystem (CAA database)
AIRS Aerometric Information Retrieval System (CAA database)
BIFs Boilers and Industrial Furnaces (RCRA)
BOD Biochemical Oxygen Demand
CAA Clean Air Act
CAAA Clean Air Act Amendments of 1990
CERCLA Comprehensive Environmental Response, Compensation and Liability Act
CERCLIS CERCLA Information System
CFCs Chlorofluorocarbons
CO Carbon Monoxide
COD Chemical Oxygen Demand
CSI Common Sense Initiative
CWA Clean Water Act
D&B Dun and Bradstreet Marketing Index
ELP Environmental Leadership Program
EPA United States Environmental Protection Agency
EPCRA Emergency Planning and Community Right-to-Know Act
FIFRA Federal Insecticide, Fungicide, and Rodenticide Act
FINDS Facility Indexing System
HAPs Hazardous Air Pollutants (CAA)
HSDB Hazardous Substances Data Bank
IDEA Integrated Data for Enforcement Analysis
LDR Land Disposal Restrictions (RCRA)
LEPCs Local Emergency Planning Committees
MACT Maximum Achievable Control Technology (CAA)
MCLGs Maximum Contaminant Level Goals
MCLs Maximum Contaminant Levels
MEK Methyl Ethyl Ketone
MSDSs Material Safety Data Sheets
NAAQS National Ambient Air Quality Standards (CAA)
NAFTA North American Free Trade Agreement
NCDB National Compliance Database (for TSCA, FIFRA, EPCRA)
NCP National Oil and Hazardous Substances Pollution Contingency Plan
NEIC National Enforcement Investigation Center
NESHAP National Emission Standards for Hazardous Air Pollutants
NO2 Nitrogen Dioxide
NOV Notice of Violation
NOX Nitrogen Oxide
NPDES National Pollution Discharge Elimination System (CWA)
NPL National Priorities List
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LIST OF ACRONYMS (CONTINUED)
NRC National Response Center
NSPS New Source Performance Standards (CAA)
OAR Office of Air and Radiation
OECA Office of Enforcement and Compliance Assurance
OPA Oil Pollution Act
OPPTS Office of Prevention, Pesticides, and Toxic Substances
OSHA Occupational Safety and Health Administration
OSW Office of Solid Waste
OSWER Office of Solid Waste and Emergency Response
OW Office of Water
P2 Pollution Prevention
PCS Permit Compliance System (CWA Database)
POTW Publicly Owned Treatments Works
RCRA Resource Conservation and Recovery Act
RCRIS RCRA Information System
SARA Superfund Amendments and Reauthorization Act
SDWA Safe Drinking Water Act
SEPs Supplementary Environmental Projects
SERCs State Emergency Response Commissions
SIC Standard Industrial Classification
SO2 Sulfur Dioxide
SOX Sulfur Oxides
TOC Total Organic Carbon
TRI Toxic Release Inventory
TRIS Toxic Release Inventory System
TCRIS Toxic Chemical Release Inventory System
TSCA Toxic Substances Control Act
TSS Total Suspended Solids
UIC Underground Injection Control (SDWA)
UST Underground Storage Tanks (RCRA)
VOCs Volatile Organic Compounds
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WATER TRANSPORTATION INDUSTRY
(SIC 44)
I. INTRODUCTION TO THE SECTOR NOTEBOOK PROJECT
I.A. Summary of the Sector Notebook Project
Integrated environmental policies based upon comprehensive analysis of
air, water and land pollution are a logical supplement to traditional single-
media approaches to environmental protection. Environmental regulatory
agencies are beginning to embrace comprehensive, multi-statute solutions
to facility permitting, enforcement and compliance assurance, education/
outreach, research, and regulatory development issues. The central
concepts driving the new policy direction are that pollutant releases to each
environmental medium (air, water and land) affect each other, and that
environmental strategies must actively identify and address these inter-
relationships by designing policies for the "whole" facility. One way to
achieve a whole facility focus is to design environmental policies for
similar industrial facilities. By doing so, environmental concerns that are
common to the manufacturing of similar products can be addressed in a
comprehensive manner. Recognition of the need to develop the industrial
"sector-based" approach within the EPA Office of Compliance led to the
creation of this document.
The Sector Notebook Project was originally initiated by the Office of
Compliance within the Office of Enforcement and Compliance Assurance
(OECA) to provide its staff and managers with summary information for
eighteen specific industrial sectors. As other EPA offices, states, the
regulated community, environmental groups, and the public became
interested in this project, the scope of the original project was expanded to
its current form. The ability to design comprehensive, common sense
environmental protection measures for specific industries is dependent on
knowledge of several inter-related topics. For the purposes of this project,
the key elements chosen for inclusion are: general industry information
(economic and geographic); a description of industrial processes; pollution
outputs; pollution prevention opportunities; Federal statutory and
regulatory framework; compliance history; and a description of
partnerships that have been formed between regulatory agencies, the
regulated community and the public.
For any given industry, each topic listed above could alone be the subject
of a lengthy volume. However, in order to produce a manageable
document, this project focuses on providing summary information for each
topic. This format provides the reader with a synopsis of each issue, and
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references where more in-depth information is available. Text within each
profile was researched from a variety of sources, and was usually
condensed from more detailed sources pertaining to specific topics. This
approach allows for a wide coverage of activities that can be further
explored based upon the citations and references listed at the end of this
profile. As a check on the information included, each notebook went
through an external review process. The Office of Compliance appreciates
the efforts of all those that participated in this process who enabled us to
develop more complete, accurate and up-to-date summaries. Many of those
who reviewed this notebook are listed as contacts in Section IX and may be
sources of additional information. The individuals and groups on this list
do not necessarily concur with all statements within this notebook.
I.B. Additional Information
I.B.I.
OECA's Office of Compliance plans to periodically review and update the
notebooks and will make these updates available both in hard copy and
electronically. If you have any comments on the existing notebook, or if
you would like to provide additional information, please send a hard copy
and computer disk to the EPA Office of Compliance, Sector Notebook
Project, 401 M St., SW, (2223-A), Washington, DC 20460. Comments
can also be uploaded to the Enviro$en$e World Wide Web for general
access to all users of the system. Follow instructions in Appendix A for
accessing this system. Once you have logged in, procedures for uploading
text are available from the on-line Enviro$en$e Help System.
The scope of the industry sector described in this notebook approximates
the national occurrence of facility types within the sector. In many
instances, industries within specific geographic regions or states may have
unique characteristics that are not fully captured in these profiles. The
Office of Compliance encourages state and local environmental agencies
and other groups to supplement or re-package the information included in
this notebook to include more specific industrial and regulatory information
that may be available. Additionally, interested states may want to
supplement the "Summary of Applicable Federal Statutes and Regulations"
section with state and local requirements. Compliance or technical
assistance providers may also want to develop the "Pollution Prevention"
section in more detail. Please contact the appropriate specialist listed on
the opening page of this notebook if your office is interested in assisting us
in the further development of the information or policies addressed within
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this volume. If you are interested in assisting in the development of new
notebooks for sectors not covered in the original eighteen, please contact
the Office of Compliance at 202-564-2395.
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II. INTRODUCTION TO THE WATER TRANSPORTATION INDUSTRY
This section presents the water transportation operations covered in this
document and defines those operations hi terms of their Standard Industrial
Classification (SIC) code. It also provides background information on the
size, geographic distribution, and economic condition of the water
transportation industry.
II.A. Introduction, Background, and Scope of the Notebook
This notebook pertains to the water transportation industry as classified
within Standard Industrial Classification (SIC) code 44 (Water
Transportation). (Please note that this section provides both the SIC code
and the new North American Industrial Classification System [NAICS]
code [in parenthesis], which went into effect January 1, 1997. While the
NAICS code is identified in this section, the remainder of the document
still refers to the SIC codes for specific water transportation activities.)
The transportation industry includes other modes of transport such as
trucking, railroad, pipeline, and airplane. Although these are not addressed
in this document, they make up an important portion of overall
transportation activity hi the United States.
The transportation industry affects nearly every American. Either through
the necessity of traveling from one place to another, shipping goods and
services around the country, or working in a transportation-related job,
transportation's share of the national economy is significant. According to
the Eno Transportation Foundation, for all transportation-related industries,
total transportation expenditures in the U.S. accounted for 16.1 percent of
the gross national product in 1993.
The water transportation industry (SIC 44, NAICS 44) includes
establishments engaged hi freight and passenger transportation on the open
seas or inland waters and establishments furnishing such incidental services
as lighterage, towing, and canal operations. This group also includes
excursion and sightseeing boats, water taxis, and cargo handling
operations. Specifically, this notebook includes the following groups:
SIC 4412 (NAICS 483111) - Deep Sea Foreign Transportation of Freight.
Establishments primarily engaged in operating vessels for the transportation
of freight on the deep seas between the United States and foreign ports.
Establishments operating vessels for the transportation of freight that travel
to foreign ports and also to noncontiguous territories are classified in this
industry.
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SIC 4424 (NAICS 483113)- Deep Sea Domestic Transportation of Freight.
Establishments primarily engaged in operating vessels for the transportation
of freight on the deep seas between ports of the United States, the Panama
Canal Zone, Puerto Rico, and United States island possessions or
protectorates. Also included are operations limited to the coasts of Alaska,
Hawaii, or Puerto Rico.
SIC 4432 (NAICS 483113) - Freight Transportation on the Great
Lakes—St. Lawrence Seaway. Establishments primarily engaged in the
transportation of freight on the Great Lakes and the St. Lawrence Seaway,
either between United States ports or between United States and Canadian
ports.
SIC 4449 (NAICS 483211) - Water Transportation of Freight, N.E.C.
Establishments primarily engaged in the transportation of freight on all
inland waterways, including the intracoastal waterways on the Atlantic and
Gulf coasts.
SIC 4481 (NAICS 483112 and 483114) - Deep Sea Transportation of
Passengers, Except by Ferry. Establishments primarily engaged in
operating vessels for the transportation of passengers on the deep seas.
SIC 4482 (NAICS 483114 and 483212) - Ferries. Establishments
primarily engaged in operating ferries for the transportation of passengers
or vehicles.
SIC 4489 (NAICS 483212 and 48721) - Water Transportation of
Passengers, N.E.C. Establishments primarily engaged in furnishing water
transportation of passengers, not elsewhere classified, such as airboats
(e.g., swamp buggy rides), excursion boat operations, and sightseeing
boats.
SIC 4491 (NAICS 48831 and 48832) - Marine Cargo Handling.
Establishments primarily engaged in activities directly related to marine
cargo handling, from the time cargo for or from a vessel arrives at
shipside, dock, pier, terminal, staging area, or in-transit area until cargo
loading or unloading operations are completed. Included in this industry
are establishments primarily engaged in the transfer of cargo between ships
and barges, trucks, trains, pipelines, and wharfs. Cargo handling
operations carried on by transportation companies and separately reported
are classified here. This industry includes the operation and maintenance
of piers, docks, and associated buildings and facilities.
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SIC 4492 (NAICS 483113, 483211, and 48833) - Towing and Tugboat
Services. Establishments primarily engaged in furnishing marine towing
and tugboat services in the performance of auxiliary or terminal services in
harbor areas. The vessels used in performing these services do not carry
cargo or passengers.
SIC 4493 (NAICS 71393) - Marinas. Establishments primarily engaged
in operating marinas. These establishments rent boat slips and store boats,
and generally perform a range of other services, including cleaning and
incidental boat repair. They frequently sell food, fuel, and fishing supplies,
and may sell boats.
SIC 4499 (532411, 48831, 48833, and 48839) - Water Transportation
Services, N.E.C. Establishments primarily engaged in furnishing
miscellaneous services incidental to water transportation, not elsewhere
classified, such as lighterage; boat hiring, except for pleasure; chartering
of vessels; canal operation; ship cleaning, except hold cleaning; and
steamship leasing.
II.B. Characterization of the Water Transportation Industry
II.B.l. Industry_OiaracterizatiQn
Ever since people learned that certain materials float on the water, they
have used those materials as a means of moving goods and themselves from
one place to another. What probably started as simple pieces of wood have
now, through technology and science, grown into multi-million pound
tankers and barges that transport literally millions of tons of goods and
people across the United States and the world. With the creation of these
huge, high-powered vessels came the need to service them and provide a
place for loading and unloading their cargo. To support these huge vessels,
marine facilities have sprung up in strategic locations across the country,
such as at the mouths of bays and rivers. It is these two primary topics -
vessels and marine facilities - and the activities and operations that occur
within each of these areas that are the primary focus of this notebook.
Vessels
Generally, this sector can be divided into two distinct groups - self
propelled vessels and barges. Self-propelled vessels have on-board
propulsion systems that are either steam or diesel powered. Barges must
rely on other means for movement (e.g., tugboats, pushboats). Within
these two categories, the vessels can be defined by three general types:
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Marine Facilities
Exhibit 1. Percentage of Establishments by SIC Code
[D Deep Sea Foreign Transportation of Freight
ED D»p Sea Domestic Transportation of Freight
I Freight Transportation on the Great Lakes-St Lawrence Seaway
IS Water Transportation of Freight Not Elsewhere Classified
ffi Water Transportation of Paeeenger*
Q Services Incidental to Water Transportation
General cargo vessels are traditional multipurpose freighters that
carry nonuniform items that are packaged as single parcels or
assembled together on pallet boards. Cargo is typically lifted on
and off the vessels using a crane and wire or rope slings.
Bulk carriers are vessels that carry homogenous unpacked cargo,
usually in shipload lots. There are two types of bulk carriers: 1)
dry bulk carriers - designed to carry dry bulk commodities such as
grain or ore, and 2) tankers - designed to carry liquid commodities
such as oil or petroleum products.
Intermodal vessels include container vessels and roll-on/roll-off
(RO/RO) vessels. Container vessels are designed to carry cargo in
standard size preloaded containers that permit rapid loading and
unloading and efficient transportation of the cargo to and from the
port. In many cases, these containers may be railroad cars or
similar sized containers that are loaded or unloaded directly from
railroad cars or trucks. RO/ROs allow cars or other vehicles to be
driven directly on or off the vessel.
Marine facilities are much different than the wooden docks that once served
the loading and unloading function for early America. Today, the shoreline
contains sophisticated marine facilities that contain state-of-the-art
technology and the latest in cargo-handling equipment. Computerized
cargo equipment, such as cranes, load and unload vessels at a rapid pace;
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computerized gates tell drivers which lanes and piers to go to; and remote
intercoms send and receive messages from drivers to clerks to gatehouse
guards. These marine facilities also include thousands of square feet of
warehouse space, equipment storage yards, and grain elevators. In some
cases, these facilities include maintenance and repair shops, including
stripping/painting operations, engine repair shops, and machine shops.
Exhibit 1 provides information on the percentage of establishments in each
of the SIC codes examined hi this notebook; Exhibit 2 presents further
information by SIC codes, including the number of establishments, total
number of employees, and total annual sales.
Exhibit 2. SIC Code Major Group 44 Market Analysis
SIC Code
4412
4424
4432
4449
4481
4482
4489
4491
4492
4493
4499
Totals
Number of
Establishments
618
367
46
531
107
130
639
1,198
1,056
6,334
2,303
13,329
Total Numbers of
Employees
17,641
7,429
878
17,548
11,485
2,855
9,720
23,767
16,137
29,931
18,850
156,241
Total Annual Sales
(in millions)
19,106
4,917
416
3,598
5,679
149
1,154
3,627
2,470
1,858
1,293
44,267
Source: D&B Marketplace (www.dnb.imarketinc.com), 1997
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Vessels
As of December 31, 1995, there were nearly 40,000 U.S.-flag vessels.
Being a U.S.-flag vessel means the vessel is registered in the United States;
it does not mean the vessel was built in the U.S., nor does it mean the
vessel is owned or operated by a U.S. citizen. By being registered in the
U.S., the vessel is subject to additional U.S. laws and regulations,
including environmental laws and regulations, to which foreign-flag vessels
are not subject. Of these nearly 40,000 vessels, 31,360 are barges (i.e.,
not self-propelled). Exhibit 3 provides a detailed breakdown of the vessels
by type.
Exhibit 3. U.S.-flag Vessels as of December 31, 1995
Vessel Type
Self-propelled (total)
Dry cargo
Tanker
Pushboat
Tugboat
Passenger
Offshore supply
Unknown
Barge (total)
Dry cargo
Tanker
Railroad car floats
Total self-propelled and barge
Number
8,281
726
178
1,328
3,799
954
1,288
8
31,360
27,342
3,985
33
39,641
Source: U.S. Army Corps of Engineers, December 1995
Water transportation occurs in, and is defined by, three basic geographic
areas: 1) coastal, which is from one coastal port to another and can be
either domestic or foreign (e.g., New York to Miami, or New York to
Hong Kong), 2) Great Lakes, which also can be either domestic or foreign,
and 3) inland, which is riverways and lakes of the U.S. only. Exhibit 4
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Marine Facilities
presents data on the activities that occur within each of these three
geographic areas. Exhibit 5 identifies the top 15 states based on
waterborne traffic, combined domestic and foreign, and provides
quantitative data on the tons transported and the percent difference from the
previous year.
Exhibit 4. Geographic Distribution of U.S. Waterborne
Activities, 1995 l
Activity
Number of ports handling more
than 250,000 tons
Coastal2
120
Great Lakes
51
Inland
23
Domestic traffic
Tons (millions)
Ton-miles (billions)
Average haul (miles)
267
440
1,651
116
59
514
620
306
493
Foreign traffic 3
Tons (millions)
Ton-miles (billions)
Average haul (miles)
1,095
75
68
52
32
610
N/A
N/A
N/A
1. Source: U.S. Army Corps of Engineers, December 1996.
2. All deep draft (more than 12 feet), except Great Lakes and Columbia River
3. Ton-miles and average haul for coastal ports are based on the distance
transported on U.S. waterways from entrance channels to ports and waterways.
For Great Lakes ports, numbers are based on the distance transported on the
Great Lakes and St. Lawrence River to the international boundary at St. Regis,
Quebec, Canada.
According to the U.S. Army Corps of Engineers, there are more than
9,000 marine facilities in the United States (see Exhibit 6). Of these, the
Corps has identified approximately 177 commercial cargo ports, which
each handle more than 250,000 tons of cargo annually. (See Exhibit 6 for
the geographic distribution of these ports.) Such ports are usually under the
auspices of a city, county, or state taxing authority. The Maritime
Administration reports there are 1,941 public and private ports in the U.S.
with the capacity to berth 3,214 ships, and transport 95 percent of
America's international trade. The remainder of the facilities includes
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marinas and other water transportation services. Exhibit 6 presents
information on the location and type of the more than 9,000 marine
facilities.
Exhibit 5. U.S. Waterborne Traffic by State - Top 15 States, 1995
(Millions of Tons and Percent Change from 1994)
State
Louisiana
Texas
California
Ohio
Pennsylvania
Washington
Florida
Illinois
Alaska
New Jersey
New York
Indiana
Virginia
Kentucky
West Virginia
Domestic
Million
Tons
277
125
86
103
76
57
72
112
90
58
53
77
23
79
79
Percent
Change
5.0
1.0
(6.8)
(4.6)
(0.9)
5.0
(4-5)
3.7
(3.5)
(2.5)
(6.5)
(0.5)
4.8
(9.5)
6.3
Foreign
Million
Tons
230
225
93
20
46
65
45
3
9
40
29
4
57
0
0
Percent
Change
7.9
(2.4)
2.5
13.3
4.0
28.6
(0.4)
(17.3)
5.7
4.3
(13.0)
42.7
16.0
0
0
Source: U.S. Army Corps of Engineers, December 1996
II.B.3 Economic Trends
Over the past 20 years, the amount of waterborne commerce conducted
domestically has remained relatively constant. Since 1976, the total tons
transported domestically has risen from 976 million tons to 1,086 million
tons, or approximately 10 percent. Over that time, there have been no
significant rises or falls. On the foreign side, total commerce has increased
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Exhibit 6. Geographic Distribution of U.S. Marine Facilities
Type of
Commercial
Facility
Cargo
Service
Unused
Total
Atlantic
1219
820
241
2280
Gulf
1242
893
154
2289
Pacific
886
775
106
1767
Great
Lakes
455
214
74
743
Inland
1706
467
195
2368
Total
5508
3169
770
9447
Source: U.S. Army Corps of Engineers, December 1996
more than 25 percent from 856 million tons in 1976 to 1,147 million tons
in 1995. This increase occurs over the same period in which the total
number of U.S.-flag ocean-going vessels decreased by more than half.
This can be attributed to several things, including the increased size of
ships. In total, waterborne commerce, domestic and foreign combined, has
increased more than 20 percent since 1976. Exhibit 7 presents more data
on waterborne commerce; Exhibit 8 presents this data graphically from
1986 to 1995.
Exhibit 7. Total Waterborne Commerce, 1976 - 1995
(in million tons)
Year
1976
1977
1978
1979
1980
1981
1982
1983
1984
1985
1986
Domestic
976.1
969.3
1072.0
1076.3
1073.9
1051.3
954.2
953.4
1029.3
1010.7
1033.2
Foreign
856.0
935.3
946.1
993.4
921.4
887.1
819.7
751.1
803.3
774.3
837.2
Total
1832.1
1904.6
2018.1
2069.7
1995.3
1938.4
1773.9
1704.5
1832.6
1785
1870.4
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Exhibit 7. Total Waterborne Commerce, 1976 - 1995
(in million tons)
Year
1987
1988
1989
1990
1991
1992
1993
1994
1995
Domestic
1071.8
1106.6
1097.3
1117.8
1074.0
1090.4
1063.2
1093.1
1086.2
Foreign
891.0
976.2
1037.9
1041.6
1013.6
1037.5
1060.0
1115.7
1147.4
Total
1962.8
2082.8
2135.2
2159.4
2087.6
2127.9
2123.2
2208.8
2233.6
Source: U.S. Army Corps of Engineers, 1996
Exhibit 8. Total Waterborne Commerce
Both Foreign and Domestic, 1986 - 1995
1200
1000
800
200
1986 1987 1988 1989 199O 1991 1992 1993 1994 1995
Domestic | | Foreign
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As shown previously in Exhibit 2, the water transportation industry sector
accounts for nearly $45 billion in annual sales. Of that $45 billion, nearly
43 percent of those annual sales are earned by the 618 establishments
classified as SIC code 4412 (Deep Sea Foreign Transport). As a part of
that SIC code, the Maritime Administration reports that the privately owned
U.S. deep sea foreign transport fleet (371 vessels) is the ninth largest in the
world by deadweight tonnage. This constitutes about 3 percent of the
world fleet. Overall, U.S.-flag vessels carry only about 4 percent of all
international cargo.
The U.S. is the world's largest trading nation, with more than $1 trillion
hi trade in 1993. Nearly 50 percent of this trade, by value, was transported
by sea. Throughout much of this century, the U.S. merchant marine
industry has struggled to compete effectively in the international market.
This may be due to the fact that U.S.-flag ships are more expensive to use.
The Maritime Administration reports that U.S. flag vessels generally have
higher operating and capital costs than foreign-flag vessels and that crew
costs are the primary reason for this. U.S. crews receive higher wages and
other benefits, and U.S.-flag vessels have higher manning levels. In
addition, U.S. shipyards charge more to build and maintain ships. To help
the U.S. merchant marine industry compete, the U.S. Congress passed
preference cargo laws, which state that most government-owned or
financed cargo that is shipped internationally must be carried aboard U.S.-
flag vessels. This is known as preference cargo. This promotes the U.S.
industry because U.S.-flag vessels are required to be staffed by U.S.
mariners, are generally required to be built in the U.S., and are encouraged
to be maintained and repaired in the U.S.
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III. WATER TRANSPORTATION OPERATIONS AND MAINTENANCE
This section provides an overview of commonly-employed operations and
maintenance activities within the water transportation industry. This
discussion is not exhaustive; it is intended to represent the major sources
of environmental hazards from vessel and marine terminal operations. The
following sections discuss both vessel operations, including on-board life,
bilge pumping, tank cleaning, ballasting, power generation, fueling, and
marine facility operations, including vessel maintenance, on-shore tanks,
fueling, and cargo handling.
III.A. Vessel Operations
III.A.l. QithflaoLLife
The routine, daily operation of any vessel results in the same types of
domestic wastes that exist in any household. Sanitary wastes generated by
humans are collected in toilets and other such receptacles. Domestic wastes
consist of food remains, water from sinks and showers, and laundries.
Both types of waste are pumped into holding tank(s) usually located at the
bottom of the vessel.
Raw Material Input and Pollution Output
Sanitary and domestic wastes generated onboard a vessel are usually
discharged into the water when the holding tank becomes full. Sewage can
be very detrimental to the waterways because of its high content of
coliform bacteria, low pH levels, and high BOD. However, because it is
both economically beneficial and simple, the raw sewage is often
discharged directly into the sea. The MARPOL Convention established
limits (i.e., miles from shore) for such discharges. These requirements are
discussed in more detail in Section V.B - Water Transportation Industry
Specific Requirements.
III.A.2. BjlgeJBumping
The bilge, which is a collection area located at the bottom of any vessel,
collects fuel, oil, on-board spills, and wash waters generated during the
daily operation of any vessel. Bilge water also may contain solid wastes,
such as rags, metal shavings, paint, glass, and cleaning agents. Bilge waste
is pumped to a bilge waste holding tank on the vessel when the level in the
bilge gets too high for safe operation (usually one foot). Accumulation and
rate of discharges of bilge vary from vessel to vessel.
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Raw Material Input and Pollution Output
The pollutants in bilge contain high amounts of BOD, COD, dissolved
solids, oil, and other chemicals that accumulate as a result of routine
operation. Once hi port, a vessel must discharge all bilge and other vessel
tanks to onshore tanks usually supplied by the marine facility.
Unfortunately, vessels sometimes discharge the contents of the bilge tank
directly into the waterway.
III.A.3.
After a tanker has unloaded its cargo, all cargo tanks must be cleaned to
remove any residue left by the cargo. The degree to which the tanks are
cleaned usually depends on the nature of past and future cargos carried on
the vessel. Cargos that are compatible (e.g., grains, ores, or petroleum
products) may not require as strenuous a cleaning as those cargos that
should not be mixed. A high-pressure water spray is the primary method
for tank cleaning. Usually, the spray system uses a "Butterworth" nozzle,
which releases the pressurized multidirectional spray in both a vertical and
horizontal plane that allows the entire tank to be reached by the spray. The
pressurized water spray system is either operated by a person, or some
vessels are now equipped with automated systems. Upon completion of the
high-pressure cleaning, the washwater is pumped into a "slop" tank where
it is held until discharged on shore. On oil tankers, the slop tank is
pumped back to the cargo tank prior to receipt of a new shipment of oil.
This is called "load on top." In addition to cargo changes, other reasons for
tank cleaning may include routine maintenance and control of residue
buildup, preparation for repair or other maintenance, and preparation for
ballast.
Raw Material Input and Pollution Output
I1I.A.4. Ballasting
Tank cleaning results in significant amounts of wash water that must be
held in the "slop" tank until discharged on shore. In the case of oil tankers,
this wash water is combined with oily residue. These wastes could be either
directly discharged to the sea, or could spill during transfer or collection,
or spill on the vessel and be included as part of bilge waste.
Ballasting is the use of water as "cargo" to give the ship maneuverability
and stability at sea. In ballasting, seawater is used as a replacement to an
off-loaded cargo (e.g., oil) and supplies the weight to place the vessel at the
proper draft for its return trip (without cargo). In the case of oil tankers,
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after the original cargo is unloaded at its final destination, the tanks that
held the oil are filled with seawater to act as ballast. As the oil residue left
in the tanks rises to the top, the seawater below the oil is discharged back
to sea leaving only the oil residue in the tank. The new cargo is then
"loaded on top" of the remaining oil residue. (In addition to new cargo, the
vessel may discharge its slop tank into the cargo tank prior to receiving
new cargo.) Some vessels are equipped with segregated ballast and able to
bypass the entire process of disposing of dirty ballast water.
Raw Material Input and Pollution Output
During ballasting, the clean seawater mixes with the residue in the tanks to
form dirty ballast. After the pollutants separate from the water (either
rising to the top of the tanks in the case of oil, or settling to the bottom),
the separated ballast water is discharged. There is a potential for spills of
the dirty ballast if its release is not managed carefully and properly.
III.A.5. Eawer_Generatioji
The self-propelled vessels of today are primarily powered by diesel
engines. However, there are still numerous vessels that rely on steam to
power their propulsion system. Approximately half of the U.S. ocean-
going fleet is steam-powered. Steam-powered vessels are less efficient and
use more fuel than the newer diesel-powered vessels that comprise virtually
all of the foreign flag vessels.
Raw Material Input and Pollution Output
Vessel emissions consist primarily of suspended particulates, carbon
monoxide, sulfur dioxide, and some nitrogen oxides from propulsion and
auxiliary boilers and engines. Coal-fired boilers generate a significant
amount of particulates. Heavy paniculate emissions also are generated
when carbon deposits are blown from the air preheater and superheated
tubes in oil- and coal-fired boilers.
It is generally assumed that the pollution load from vessels in a
metropolitan air shed is substantially lower than that from other sources
such as stationary power-generating plants, automobiles, and industry
ashore. At present, it appears boat and ship air emissions are not
considered serious polluters because such emissions are minimal compared
to the emissions of other sources.
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III.A.6. Eueling
There are several ways vessels receive fuel. Many vessels are able to take
on fuel directly from a marine facility. Others, because of their size and
draft, are not able to pull into a port or other marine facility to refuel. This
creates the need for the fuel to be taken to the vessels by specially-designed
tanker vessels. This type of refueling occurs via a series of hoses that
transport fuel from one vessel to the other.
Raw Material Input and Pollution Output
There are several types of fuel that are used to power vessels. These fuels,
if spilled into the water or onto one of the decks of either vessel during a
fueling operation, may result in significant environmental impacts if not
properly contained. Air and water pollution resulting from fuel spillage are
the major environmental concerns associated with fueling operations. The
possibility of accidental spillage, however, is substantially reduced by
maintaining fuel tanks, lines, and fueling systems.
III.B. Marine Facility Operations
III.B.l. YesseLMaintenance
Painting a vessel to improve appearance and performance and to prevent
corrosion and marine organism growth is an important maintenance
practice. Prior to applying new paint, however, the surface must be
cleaned and the old paint removed. This usually occurs by using a
chemical paint stripper to remove the old paint. The most common
strippers are based on methylene chloride. Another option is abrasive
blasting. Blasting is used primarily because the blasting medium is not
hazardous; it may be garnet, flint grit, or steel shot.
The actual painting of a vessel is usually performed using a spray system,
although some parts may be hand painted. Oil-based antifouling paints
used on the hulls of vessels are toxic in nature to reduce marine organism
growth and require solvents as propellants (if sprayed on) and for cleanup
of painting equipment. For this reason, special handling of the paint and
equipment is necessary. Water-based paints are commonly used on the
parts of the vessel that do not come in contact with sea water.
Engine repairs and other types of vessel repairs also may be performed at
the marine facilities. Engine repairs may vary from small automotive-type
engines of smaller vessels to repairs on large boilers and turbines of tankers
or other cargo vessels. These repairs result in the same types of waste as
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those at any auto maintenance shop - spent lube and engine oils, solvents,
batteries, and coolants. Other repairs may include sheet metal work, metal
finishing, or other specialty operations.
Raw Material Input and Pollution Output
Many of the services provided through the marine facilities involve the use
of materials and operations that are used in other service industries,
including automobile repair, painting services, and body shops. Typical
materials used and the resulting wastes are identified in Exhibit 9.
Exhibit 9. Vessel Maintenance Operations, Raw Material Inputs,
and Pollution Outputs
Operation
Paint removal
Painting
Engine repair
Machine shop
Metal finishing
Raw Material Input
Chemical paint strippers,
blast media
Antifouling paints
Degreasing solvents,
carburetor cleaner
Solvents, cutting fluids,
degreasing acids and
alkalies,
Cyanide, heavy metal baths,
acids and alkalies.
Pollution Output
Wastewater containing blasting
media, organic paint sludges,
heavy metals, stripping
chemicals, VOCs
Waste paints, thinners,
degreasers, solvents, resins and
gelcoat, VOCs
Waste turbine oil, lubricants,
degreasers, mild acids, batteries,
carburetor cleaners, VOCs
Spent cutting and lube oils, scrap
metal, degreasers, VOCs
Cyanide solutions, heavy metal
sludges, corrosive acid, and
alkali solutions
III.B.2. QnshoreJCanks
Most marine terminals have holding tanks on site into which wastes from
vessels are pumped. For example, the contents of a slop tank may be
discharged to these onshore tanks once a vessel reaches shore. According
to the Shipbuilders Council of America, a typical shipyard processes more
than 1 million gallons of bilge slops a year. A large facility may generate
significantly more. For example, Norfolk Shipbuilding and Drydock
Corporation processed 6.6 million gallons of slops in 1990. In addition,
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these tanks act as repositories for any liquid wastes generated at the marine
terminal (e.g., wash water from painting and cleaning operations).
Raw Material Input and Pollution Output
IH.B.3. Eueling
Raw sewage, domestic waste, oily water waste, and contaminated water are
discharged from vessels into onshore tanks. Wastes from onshore
operations also may be disposed of in these tanks. Vacuum trucks are used
to extract the waste from these tanks and transport it to a place for proper
disposal so there are no pollution outputs. Or, in some cases, these tanks
may be connected to a sewer or on-site waste treatment plant.
An essential part of any marine facility operation is fueling the equipment
used for cargo handling. These functions are usually accomplished either
by tank trucks or a central underground fueling system and are similar to
those at an automobile gas station.
Raw Material Inputs and Pollution Outputs
Air and water pollution resulting from fuel spillage are the major
environmental concerns associated with fueling operations. The possibility
of accidental spillage, however, is substantially reduced by maintaining fuel
tanks, lines, and fueling systems. Fueling accomplished by large vehicular
carriers can discharge oil and petroleum wastes into water bodies through
spills. Fuel emissions from this type of fueling introduces pollutants into
the air.
Underground fueling systems that are not maintained properly can leak and
eventually contaminate groundwater. Large fuel spills present an extremely
hazardous fire potential and are usually remediated by blanketing with foam
and washing the material away with water. Any residue remaining is
allowed to evaporate before the area is again used for normal operations.
The substances in the wastewater are regulated water pollutants, so wash
waters must be processed in a way that is consistent with Clean Water Act
(CWA) requirements. In most cases, the State has authority for
enforcement of CWA provisions and permit administration. Treatment of
wash waters may be required before release to a local sewer system or an
outfall regulated by a National Pollutant Discharge Elimination System
(NPDES) permit.
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III.B.4. CargoJHandling
Marine facilities provide most of the port side services shipping lines
require including loading and unloading of general cargo, bulk cargo, and
intermodal cargo. General cargo is usually loaded and unloaded using
standard equipment such as cranes, forklifts, pallets, tractors, and rope and
wire slings. General cargo vessels usually have several large hatches that
provide access to the holds. There is separate equipment for each hatch-
usually masts and booms or a rotating crane. At dock side, slings are
attached to the cargo, which is then lifted aboard ship and transferred into
the hold.
Bulk cargo operation terminals handle materials with advanced equipment,
such as pneumatic continuous ship loaders and unloaders, belt conveyors,
stockpiling and reclaiming machines, or use traditional methods of cranes
with grab buckets and front-end loaders. A standard operation consists of
conveyors running from the storage area to the shipping dock. The belt
conveyors discharge to a conveyor running parallel to the dock, which
discharges to a bucket conveyor that lifts the product up to the top of the
loading crane and then out over the water. The product is then dropped
from the crane conveyor into the loading chute extending down to the hold.
The chute extends only to the vessel's hatch, where the product falls to the
bottom of the hold. A slinger is located on the bottom of the hold and
throws the product to far reaches of the hold. Dry bulk cargo is loaded and
unloaded with little manpower, as longshoremen guide spouts and monitor
equipment.
The pneumatic conveyor is a pipeline with an air mover located at one end.
The air mover creates a current that moves the cargo through the pipeline
to the receiver. Air-solids fluidized mixture is passed through a cyclone
receiver that separates the solid particles from the air and then send the
solids into the receiving storage facility. The advantages of a pneumatic
conveyor include greater cleanliness; a very flexible suction and discharge
hose; ability to safely handle explosives and corrosive material; and low
labor costs and increased safety.
Containerized cargo is usually packed in large metal boxes and can weigh
up to 30 tons when fully loaded. Cell guides direct the container during the
loading and unloading process, and hold the container in place during
shipping. Containers stowed on deck are lashed in place. The terminal
operator moves incoming containers with straddle carriers, forklift trucks,
or top loaders. Yard tractors and chassis are used to move the containers
to the cranes. The containers are then lifted onto cell guides that are in
place on the ship.
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As the industry expands, the need to unload larger cargoes quicker and
faster is more prevalent. There has been full implementation of
intermodalism, which has led to more efficient use of storage areas; high-
speed, larger capacity loading equipment; and entry gates that have a
number of automated functions. New terminal designs have also been
implemented to reduce time and cost. The container terminal design
includes construction of new integrated intermodal container transfer
facilities adjacent to or directly on terminal sites.
Roll-on/Roll-off cargo is driven on and off the vessel using ramps on the
sides. These ships are able to handle any size cargo. Cargo unable to be
driven onto the ship is put on flats and then loaded.
Hazardous cargo requires certain specifications, including separation from
other cargo by cofferdam, void space, cargo pump room, or empty tanks.
The cargo should also have pumping and piping systems separated from the
other cargo, along with separate tank vent systems. The cargo should not
be stored in either the fore or aft peaks.
Raw Material Input and Pollution Output
The majority of the raw materials and wastes associated with a marine
facility are associated with the maintenance services that are provided to
vessels. However, there are those environmental problems that occur as
a result of cargo handling. A significant amount of diesel powered
equipment is used in a typical marine facility, such as forklifts, tractors,
and front-end loaders. Air emissions from these vehicles, when combined
with those from vessels, as well as from trucks and trains that deliver and
remove cargo, may contribute to nonattainment of certain air requirements.
As mentioned, there may be an abundance of tanks, both above and below
ground, at marine facilities. These tanks present the possibility of leaks
and spills, and may also release air emissions (e.g., VOCs) that are subject
to air regulations. Excessive generation of paniculate matter (e.g., dust or
other particles) may occur as a result of cargo handling. Specifically, dry
bulk cargo handling causes air, water, and solid waste pollution. The
loading and unloading techniques used with this cargo produce high
amounts of dust and solid waste accumulation.
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IV. POLLUTION PREVENTION OPPORTUNITIES
The best way to reduce pollution is to prevent it in the first place. Some
companies have creatively implemented pollution prevention techniques that
improve efficiency and increase profits while at the same time minimizing
environmental impacts. This can be done in many ways such as reducing
material inputs, re-engineering processes to reuse by-products, improving
management practices, and employing substitution of toxic chemicals.
Some smaller facilities are able to actually get below regulatory thresholds
just by reducing pollutant releases through aggressive pollution prevention
policies.
The Pollution Prevention Act of 1990 established a national policy of
managing waste through source reduction, which means preventing the
generation of waste. The Pollution Prevention Act also established as
national policy a hierarchy of waste management options for situations in
which source reduction cannot be implemented feasiblely. In the waste
management hierarchy, if source reduction is not feasible the next
alternative is recycling of wastes, followed by energy recovery, and waste
treatment as a last alternative.
To encourage these approaches, this section provides both general and
company-specific descriptions of some pollution prevention advances that
have been implemented within the water transportation industry. While the
list is not exhaustive, it does provide core information that can be used as
the starting point for facilities interested hi beginning their own pollution
prevention projects. This section provides summary information from
activities that may be, or are being implemented by this sector. When
possible, information is provided that gives the context in which the
technique can be used effectively. Please note that the activities described
in this section do not necessarily apply to all facilities that fall within this
sector. Facility-specific conditions must be carefully considered when
pollution prevention options are evaluated, and the full impacts of the
change must examine how each option affects air, land and water pollutant
releases.
IV.A. Water Transportation
Pollution prevention activities in the water transportation industry can be
focused on three major areas: vessel maintenance, fueling, and discharges
from on-board tanks. Fugitive dust emissions that occur as a result of
cargo loading activities can also be reduced through pollution prevention
techniques. These three areas are addressed in the following sections.
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IV.A.I. Yess.eLMaintenance
Vessel maintenance is one of the water transportation sector's greatest
environmental concerns. The major waste streams are chemical paint
stripping wastes, abrasive blast and surface preparation wastes, painting
and painting equipment cleaning wastes, solvent wastes, and engine
overhauling and repair wastes. The wastes produced from these operations
may take a liquid, gaseous, or solid form. Source reduction is the best
pollution prevention approach for reducing the amount of wastes produced.
Source reduction can be achieved through material substitution, process or
equipment modification, recycling, or better operating practices.
Chemical Stripping Wastes
Chemical stripping wastes consist primarily of the stripping agent and paint
sludges. Methylene chloride is the most commonly used paint stripping
agent, although the industry increasingly is using less toxic agents such as
dibasic esters, semi-aqueous terpene-based products, aqueous solutions of
caustic soda, and detergent-based strippers that are currently available on
the market. Although waste strippers other than methylene chloride are
still hazardous, they are relatively less toxic and easier to treat on site.
Storing and reusing or recycling used strippers also are effective waste
minimization techniques. Solvent strippers, particularly stripping baths can
generally be reused several times before their effectiveness is diminished.
Both spent caustic and organic stripping solutions can be treated to remove
contaminants. Segregating the spent stripping wastes from other waste
streams will help facilitate cost-efficient reuse and recycling of
contaminated strippers.
Abrasive Blasting and Surface Preparation Wastes
Abrasive blasting is being used as an alternative for chemical paint
stripping. Although blasting does not require disposal of chemical
strippers, it does create a large amount of water runoff and air pollution,
and the presence of paint chips containing hazardous metals and
organometallic biocides can make abrasive blasting wastes potentially
hazardous. Research and testing are underway on a number of innovative
alternative paint removal and surface preparation techniques including:
plastic media blasting, steel shot slingers, water jet stripping, thermal
stripping, dry ice pellets, laser paint stripping, and cryogenic stripping.
However, an alternative as economically viable and easy as chemical paint
stripping has not been found.
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Plastic media blasting has had mixed results. The same types and
quantities of solid wastes are generated as with grit blasting, but the
plastic media tend to be more easily recyclable through the use of
pneumatic media classifiers that are part of the stripping equipment.
The abrasion eventually turns the plastic media to dust, making the
waste paint the main waste to be disposed of. However, it will not
work on epoxy or urethane paints, and the blasting equipment is
more expensive and requires more highly trained operators.
Cavitating water jet stripping systems remove most paints, separates
the paint chips from the water, and treats the water to eliminate
dissolved toxic materials. Although relatively little hazardous waste
is generated by this process, it is not as efficient as conventional
grit blasting, and the equipment has higher capital and operating
costs.
The thermal stripping process softens the paint so it can be peeled
relatively easily. Although it generates only one waste stream
(waste paint), it is more labor-intensive than other stripping
methods, and can only be used on non heat-sensitive surfaces.
Carbon dioxide pellets can be used as a blast medium leaving only
paint chips that can be swept up and placed in containers for
disposal (the dry ice evaporates). However, the cost of the dry ice,
storage, and handling equipment can be substantial.
A pulsed carbon dioxide laser controlled by an industrial robot to
remove paint produces no residue. However, the method is
complex, capital intensive, and requires highly skilled operators.
Cryogenic stripping using liquid nitrogen baths followed by gentle
abrasion or plastic shot blasting is useful for small parts or objects,
but requires special equipment for handling the liquid nitrogen.
The most promising technique to prepare the ship for painting is the
use of steel shot slingers. The steel shot slingers produce fewer air
emissions because the process lowers the amount of blasting
required for a finished hull.
Painting and Painting Equipment Cleanup Wastes
Methods for minimizing paint and painting equipment cleanup wastes
include tight inventory control, material substitution, and minimizing
fugitive oversprays. Tight inventory control techniques such as monitoring
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Solvent Wastes
employee operations or limiting access to raw materials storage areas force
employees to stretch the use of the raw materials. Use of less toxic
cuprous oxide or copper flake types of antifouling paints, and non-toxic
water-based paints for parts of the vessel not immersed in water can reduce
the amount of hazardous paint waste as well as painting equipment cleanup
waste (i.e., solvent wastes). Also, use of powder coatings based on finely
pulverized plastics that are baked on at 400° F has been tried as a substitute
for paint for some industrial applications.
Minimizing overspray has benefits in terms of both inventory control and
elimination of surface water runoff. For inventory control, overspray in
non-marine industries can be minimized by using air-assisted, airless, high
volume, low pressure turbine, air atomized electrostatic, and airless
electrostatic application techniques. In the marine industry, such
techniques for overspray control may not be compatible, and their
applications need to be evaluated. However, overspray in the marine
industry can be minimized by maintaining a fixed distance from the surface
while triggering the paint gun, and releasing the trigger when the gun is not
aimed at the target. Overspray control for minimizing runoff can be
achieved by using plastic sheeting under and around the vessel being
painted, or using a paint booth for smaller parts.
To minimize solvent waste generation, the best techniques are good
housekeeping, reuse and recycling. Good housekeeping practices,
including storage area leak control and containment, improvements in drum
location, and product transfer leak collection, can provide very effective
source reduction. Solvents can be reused until their effectiveness is
compromised, and then they can be recovered and recycled. Processes for
recycling thinners and solvents are well established and widely used in
many industrial sectors. Waste segregation (i.e., placing different wastes
into different containers) is critical to the success of both reuse and
recycling programs. In addition, minimizing the use of raw or recycled
solvents by materials substitution (such as using water-based paints
whenever possible) will greatly reduce the volume of waste generated.
Machine Shop Wastes
The major hazardous wastes from metal machining are waste cutting oils,
spent machine coolant, and degreasing solvents. However, scrap metal also
can be a component of hazardous waste produced at a machine shop.
Material substitution and recycling are the two best means to reduce the
volume of these wastes.
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The preferred method of reducing the amount of waste cutting oils and
degreasing solvents is to substitute water-soluble cutting oils. Recycling of
waste cutting oils also is possible, if non-water-soluble oils must be used.
Machine coolant can be recycled, and a number of proprietary systems are
available to recycle the coolant. Coolant recycling is most easily
implemented when a standardized type of coolant is used throughout the
shop. Reuse and recycling of solvents also is easily achieved, as
mentioned above. Most shops collect scrap metals from machining
operations and sell these to metal recyclers. Metal chips which have been
removed from the coolant by filtration should be drained and included in
the scrap metal collection. Wastes should be carefully segregated to
facilitate reuse and recycling.
Engine Repair and Specialty Shop Wastes
Typical wastes from engine repair shops include solvents, waste turbine
oils, and batteries. Of these, solvents are generally the only wastes suitable
for recovery and recycling on site. However, lightly used waste turbine oil
can be reused in some instances, or recycled. Some states operate portions
of their motor fleet on this oil, and there are a number of recycling
operations equipped to re-refine contaminated oil. In addition, there are
several waste exchanges that use the oil as feedstock for other processes.
Careful waste handling must be employed to facilitate this type of reuse or
recycling.
Used Oil. Most water transportation maintenance facilities recycle or
reclaim used oil. Recycling used oil requires equipment like a drip table
with a used oil collection bucket to collect oil dripping off parts. Some
facilities use absorbent materials (e.g., pigmat) to catch drips or spills
during activities where oil drips may occur. Recycling used oil by sending
it to a commercial recycling facility saves money and protects the
environment. To encourage recycling, the publication "How To Set Up A
Local Program To Recycle Used Oil" is available at no cost from the
RCRA/Superfund Hotline at 1-800-424-9346 or 1-703-412-9810.
Spent petroleum-based fluids and solids should be sent to a recycling center
whenever possible. Solvents that are hazardous waste must not be mixed
with used oil, or, under RCRA regulations, the entire mixture may be
considered hazardous waste. Non-listed hazardous wastes can be mixed
with waste oil, and as long as the resulting mixture is not hazardous, can
be handled as waste oil. All used drip pans and containers should be
properly labeled.
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Batteries. Facilities have many battery disposal options: recycling onsite,
recycling through a supplier, or direct disposal. Facilities should explore
all options to find one that is right for the facility. Many waste batteries
must be handled as hazardous waste.' Lead acid batteries are not considered
hazardous waste as long as they are recycled. In general, recycling
batteries may reduce the amount of hazardous waste stored at a facility, and
thus the facility's responsibilities under RCRA. The following best
management practices are recommended when sorting used batteries:
• Palletize and label them by battery type (e.g., lead, acid, nickel,
and cadmium)
• Protect them from the weather with an acid-proof tarp, roof, or
other means
• Store them on an open rack or in a water tight secondary
containment unit to prevent leaks
• Inspect them for cracks and leaks as they come into the facility. If
a battery is dropped, treat it as if it is cracked. Acid residue from
cracked or leaking batteries is likely to be hazardous waste under
RCRA because it is likely to demonstrate the characteristic of
corrosivity, and may contain lead and other metals.
• Avoid skin contact with leaking or damaged batteries
• Neutralize acid spills, such as with baking soda, and dispose of the
resulting waste as hazardous if it still exhibits a characteristic of a
hazardous waste.
Equipment Maintenance Fluids. Equipment and motors require regular
changing of fluid, including oil, coolant, and others. To minimize releases
to the environment, these fluids should be drained and replaced in areas
where there are no connections to storm drains or municipal sewers.
Minor spills should be cleaned prior to reaching drains. Used fluid should
be collected and stored in separate containers. Fluids can often be
recycled. For example, brake fluid, transmission gear, and gear oil are
recyclable. Some liquids are able to be legally mixed with used motor oil
which, in turn, can be reclaimed.
During the process of engine and parts cleaning, spills of fluids are likely
to occur. The "dry shop" principle encourages spills to be cleaned
immediately, without waiting for the spilled fluids to evaporate into the air,
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IV.A.2. Fueling
be transmitted to land, or to contaminate other surfaces. The following
techniques help prevent spills from happening:
• Collect leaking or dripping fluids in designated drip pans or
containers. Keep all fluids separated so they may be properly
recycled.
• Keep a designated drip pan under the vehicle while unclipping
hoses, unscrewing filters, or removing other parts. The drip pan
prevents splattering of fluids and keeps chemicals from penetrating
the shop floor or outside area where the maintenance is occurring.
• Immediately transfer used fluids to proper containers. Never leave
drip pans or other open containers unattended.
Radiator fluids are often acceptable to antifreeze recyclers. This include
fluids used to flush out radiators during cleaning. Reusing the flushing
fluid minimizes waste discharges. Check ahead of time with a licensed
recycler to see what types of coolants can be accepted for recycling. If a
licensed recycler does not accept some spent flushing fluids, consider
changing to another brand of fluid that can be recycled.
If the maintenance facility services air conditioners, special equipment must
be used to collect the freon or other refrigerant because it is not permissible
to vent the refrigerant to the atmosphere. Reusing the refrigerant on site
is less costly than the only other legal alternative, sending the refrigerant
to an off site recycler.
Pollution prevention opportunities for marine facility refueling operations
primarily focus on the prevention of fuel spillage and the associated air,
water, and hazardous waste pollution. Using color-coded dyes to identify
fuel grades is a common used technique to prevent the mixtures of fuel and
to find fuel leaks easily. One technique to prevent fuel spills is to install
spill and overflow protection. All leaking pipe joints, nozzle connections,
and any damage to the fueling hose (e.g., kinks, crushing, breaks in the
carcass, bulges, blistering, soft spots at the coupling, deep cracks or cuts,
spots wet with fuel, or excessive wear) should be reported immediately to
reduce the amount of pollution to the environment. Using dry cleanup
methods for the fuel area will prevent increased water-related pollution.
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Pollution prevention techniques for refueling include the following:
/ Inspect fueling equipment daily to ensure that all components are in
satisfactory condition.
/ Employ proper grounding and bonding techniques for a safe fueling
operation.
v^ If refueling occurs at night, make sure it is carried out it in well
lighted area.
/ Do not refuel a vehicle during maintenance as it might provide a
source of ignition to fuel vapors.
/ While refueling, check for leaks and make certain that the fueling
operator has a clear view of control panel.
/ Never leave nozzle unattended during fueling or wedge or tie nozzle
trigger in the open position.
/
Discourage topping off of fuel tanks.
Self-locking fueling nozzles minunize the risk of both fuel spillage and air
pollution by ensuring a secure seal between the fuel source and tank.
There are two ways to reduce emissions from vehicles; use battery-operated
vehicles or switch to alternative fuels. Natural gas vehicles, for example,
are a viable alternative to gasoline- and diesel-powered transportation.
Almost any gasoline-powered vehicle can be converted to run on natural
gas by installing a natural gas fuel system and storage tanks without
removing any existing equipment. Diesel conversions are somewhat more
complicated because they also involve reducing compression and adding a
sparked-ignition system. Other fuels suitable for vehicles include
methanol, ethanol, and propane. Some of the momentum to switch to
alternative fuels such as natural gas is coming from legislation. Over the
past few years, Congress has passed even stricter clean air laws, as well as
incentives to encourage the use of alternative fuels. Federal (and in some
areas State) tax deductions for Alternative Fuel Vehicles (AFVs) and
related refueling equipment are available. The maximum tax deductions
range from $2,000 to $50,000 for each AFV and up to $100,000 on
refueling stations.
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IV.A.3. On-Board Tank Discharges
Sewage, domestic wastewater, bilge, oil tanker ballast and vessel cleaning
wastes may be retained, in various concentrations, in on-board tanks until
the vessel returns to port, or they may be discharged to the water body the
vessel is operating in. If the wastes are discharged at the port or
maintenance yard, the yard or port is the generator of record, and there is
little the yard can do to reduce their generation.
With respect to sewage, progress is being made toward increasing
discharge and treatment onshore and reducing the volume of sewage wastes
carried by vessels. The common solution is to equip the vessels with larger
holding tanks and limit the amount of flushing water required. Flushing
water adds significantly to the amount of sewage; therefore, limiting its
need will lower the quantity of sewage on board vessels. Increasing the
size of tanks will help increase the number of onshore discharges.
The deliberate discharge of oily wastes from vessels via bilge pumping,
deballasting, and tank washing operations is believed to add more oil to the
seas than does the more spectacular, but less frequent, accident-related
discharge. Most pollution control techniques for these types of discharges
have been aimed at minimization of oily waste discharge. Segregated
ballast tanks also will prevent release of oil and associated contaminants
into the water.
IV.B. Cargo Handling Operations
Cargo handling operations do generate wastes and hazardous air emissions.
Dry bulk-transfer operations generally have dust control problems because
dust is generated each time the cargo is transferred. Liquid bulk-transfer
operations can be a source of hydrocarbon emissions that are readily
converted into photochemical smog by ultraviolet radiation from the sun.
Pneumatic conveyors and slurry pipelines have been used to reduce the
amount of dust emissions. Additional steps to control air emissions include
enclosing the conveyor transfer points in buildings, using steam or spray
as a sealant over the open end of the hopper, placing the loading chute as
close as possible to the cargo pile in the hold, and installing telescoping
chutes which eliminate the need for slingers.
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V. SUMMARY OF APPLICABLE FEDERAL STATUTES AND REGULATIONS
This section discusses the Federal regulations that may apply to this sector.
The purpose of this section is to highlight and briefly describe the
applicable Federal requirements, and to provide citations for more detailed
information. The three following sections are included:
• Section V.A. contains a general overview of major statutes
• Section V.B. contains a list of regulations specific to this industry
• Section V.C. contains a list of pending and proposed regulations
The descriptions within Section VI are intended solely for general
information. Depending upon the nature or scope of the activities at a
particular facility, these summaries may or may not necessarily describe all
applicable environmental requirements. Moreover, they do not constitute
formal interpretations or clarifications of the statutes and regulations. For
further information, readers should consult the Code of Federal Regulations
and other state or local regulatory agencies. EPA Hotline contacts are also
provided for each major statute.
V.A. General Description of Major Statutes
V.A.I.
Act
The Resource Conservation And Recovery Act (RCRA) of 1976 which
amended the Solid Waste Disposal Act, addresses solid (Subtitle D) and
hazardous (Subtitle C) waste management activities. The Hazardous and
Solid Waste Amendments (HSWA) of 1984 strengthened RCRA's waste
management provisions and added Subtitle I, which governs underground
storage tanks (USTs).
Regulations promulgated pursuant to Subtitle C of RCRA (40 CFR Parts
260-299) establish a "cradle-to-grave" system governing hazardous waste
from the point of generation to disposal. RCRA hazardous wastes include
the specific materials listed in the regulations (commercial chemical
products, designated with the code "P" or "U"; hazardous wastes from
specific industries/sources, designated with the code "K"; or hazardous
wastes from non-specific sources, designated with the code "F") or
materials which exhibit a hazardous waste characteristic (ignitability,
corrosivity, reactivity, or toxicity and designated with the code "D").
Regulated entities that generate hazardous waste are subject to waste
accumulation, manifesting, and record keeping standards. Facilities
generally must obtain a permit either from EPA or from a State agency
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which EPA has authorized to implement the permitting program if they
store hazardous wastes for more than 90 days before treatment or disposal.
Facilities may treat hazardous wastes stored in less-than-ninety-day tanks
or containers without a permit. Subtitle C permits contain general facility
standards such as contingency plans, emergency procedures, record keeping
and reporting requirements, financial assurance mechanisms, and
unit-specific standards. RCRA also contains provisions (40 CFR Part 264
Subpart S and §264.101) for conducting corrective actions which govern
the cleanup of releases of hazardous waste or constituents from solid waste
management units at RCRA treatment, storage, and disposal facilities.
Although RCRA is a Federal statute, many States implement the RCRA
program. Currently, EPA has delegated its authority to implement various
provisions of RCRA to 47 of the 50 States and two U.S. territories.
Delegation has not been given to Alaska, Hawaii, or Iowa.
Most RCRA requirements are not industry specific but apply to any
company that generates, transports, treats, stores, or disposes of hazardous
waste. Here are some important RCRA regulatory requirements:
• Identification of Solid and Hazardous Wastes (40 CFR Part 261)
lays out the procedure every generator must follow to determine
whether the material hi question is considered a hazardous waste,
solid waste, or is exempted from regulation.
Standards for Generators of Hazardous Waste (40 CFR Part 262)
establishes the responsibilities of hazardous waste generators
including obtaining an EPA ID number, preparing a manifest,
ensuring proper packaging and labeling, meeting standards for
waste accumulation units, and recordkeeping and reporting
requirements. Providing they meet additional requirements
described in 40 CFR 262.34, generators may accumulate hazardous
waste for up to 90 days (or 180 or 270 days depending on the
amount of waste generated and the distance the waste will be
transported.
Land Disposal Restrictions (LDRs) (40 CFR Part 268) are
regulations prohibiting the disposal of hazardous waste on land
without prior treatment. Under the LDRs program, materials must
meet LDR treatment standards prior to placement in a RCRA land
disposal unit (landfill, land treatment unit, waste pile, or surface
impoundment). Generators of waste subject to the LDRs must
provide notification of such to the designated TSD facility to ensure
proper treatment prior to disposal.
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Used Oil Management Standards (40 CFR Part 279) impose
management requirements affecting the storage, transportation,
burning, processing, and re-refining of the used oil. For parties
that merely generate used oil, regulations establish storage
standards. For a party considered a used oil processor, re-refiner,
burner, or marketer (one who generates and sells off-specification
used oil directly to a used oil burner), additional tracking and
paperwork requirements must be satisfied.
• RCRA contains unit-specific standards for all units used to store,
treat, or dispose of hazardous waste, including Tanks and
Containers. Tanks and containers used to store hazardous waste
with a high volatile organic concentration must meet emission
standards under RCRA. Regulations (40 CFR Part 264-265,
Subpart CC) require generators to test the waste to determine the
concentration of the waste, to satisfy tank and container emissions
standards, and to inspect and monitor regulated units. These
regulations apply to all facilities that store such waste, including
large quantity generators accumulating waste prior to shipment off-
site.
• Underground Storage Tanks (USTs) containing petroleum and
hazardous substances are regulated under Subtitle I of RCRA.
Subtitle I regulations (40 CFR Part 280) contain tank design and
release detection requirements, as well as financial responsibility
and corrective action standards for USTs. The UST program also
includes upgrade requirements for existing tanks that must be met
by December 22, 1998.
• Boilers and Industrial Furnaces (BIFs) that use or burn fuel
containing hazardous waste must comply with design and operating
standards. BIF regulations (40 CFR Part 266, Subpart H) address
unit design, provide performance standards, require emissions
monitoring, and restrict the type of waste that may be burned.
EPA's RCRA, Superfund and EPCRA Hotline, at (800) 424-9346,
responds to questions and distributes guidance regarding all RCRA
regulations. The RCRA Hotline operates weekdays from 9:00 a.m. to 6:00
p.m., ET, excluding Federal holidays.
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V.A.2. CjHnpreJtensimEmdHH^
The Comprehensive Environmental Response, Compensation, and Liability
Act (CERCLA), a 1980 law known commonly as Superfimd, authorizes
EPA to respond to releases, or threatened releases, of hazardous substances
that may endanger public health, welfare, or the environment. CERCLA
also enables EPA to force parties responsible for environmental
contamination to clean it up or to reimburse the Superfund for response
costs (including remediation costs) incurred by EPA. The Superfund
Amendments and Reauthorization Act (SARA) of 1986 revised various
sections of CERCLA, extended the taxing authority for the Superfund, and
created a free-standing law, SARA Title HI, also known as the Emergency
Planning and Community Right-to-Know Act (EPCRA).
The CERCLA hazardous substance release reporting regulations (40 CFR
Part 302) direct the person in charge of a facility to report to the National
Response Center (NRC) any environmental release of a hazardous
substance which equals or exceeds a reportable quantity. Reportable
quantities are listed in 40 CFR §302.4. A release report may trigger a
response by EPA, or by one'Or more Federal or State emergency response
authorities.
EPA implements hazardous substance responses according to procedures
outlined in the National Oil and Hazardous Substances Pollution
Contingency Plan (NCP) (40 CFR Part 300). The NCP includes provisions
for permanent cleanups, known as remedial actions, and other cleanups
referred to as removals. EPA generally takes remedial actions only at sites
on the National Priorities List (NPL), which currently includes
approximately 1300 sites. Both EPA and states can act at sites; however,
EPA provides responsible parties the opportunity to conduct removal and
remedial actions and encourages community involvement throughout the
Superfund response process.
EPA's RCRA, Superfund and EPCRA Hotline, at (800) 424-9346, answers
questions and references guidance pertaining to the Superfund program.
The CERCLA Hotline operates weekdays from 9:00 a.m. to 6:00 p.m., ET,
excluding Federal holidays.
V.A.3. EmergencyJBlanning And Community Right-To-Knnw Art
The Superfund Amendments and Reauthorization Act (SARA) of 1986
created the Emergency Planning and Community Right-to-Know Act
(EPCRA, also known as SARA Title III), a statute designed to improve
community access to information about chemical hazards and to facilitate
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the development of chemical emergency response plans by State and local
governments. EPCRA required the establishment of State emergency
response commissions (SERCs), responsible for coordinating certain
emergency response activities and for appointing local emergency planning
committees (LEPCs).
EPCRA and the EPCRA regulations (40 CFR Parts 350-372) establish four
types of reporting obligations for facilities which store or manage specified
chemicals:
EPCRA §302 requires facilities to notify the SERC and LEPC of
the presence of any extremely hazardous substance (the list of such
substances is in 40 CFR Part 355, Appendices A and B) if it has
such substance in excess of the substance's threshold planning
quantity, and directs the facility to appoint an emergency response
coordinator.
EPCRA §304 requires the facility to notify the SERC and the
LEPC in the event of a release equaling or exceeding the reportable
quantity of a CERCLA hazardous substance or an EPCRA
extremely hazardous substance.
EPCRA §311 and §312 require a facility at which a hazardous
chemical, as defined by the Occupational Safety and Health Act, is
present in an amount exceeding a specified threshold to submit to
the SERC, LEPC and local fire department material safety data
sheets (MSDSs) or lists of MSDS's and hazardous chemical
inventory forms (also known as Tier I and II forms). This
information helps the local government respond in the event of a
spill or release of the chemical.
• EPCRA §313 requires manufacturing facilities included in SIC
codes 20 through 39, which have ten or more employees, and which
manufacture, process, or use specified chemicals in amounts greater
than threshold quantities, to submit an annual toxic chemical release
report. This report, known commonly as the Form R, covers
releases and transfers of toxic chemicals to various facilities and
environmental media, and allows EPA to compile the national Toxic
Release Inventory (TRI) database.
All information submitted pursuant to EPCRA regulations is publicly
accessible, unless protected by a trade secret claim.
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EPA'sRCRA, Superfund and EPCRA Hotline, at (800) 424-9346, answers
questions and distributes guidance regarding the emergency planning and
community right-to-know regulations. The EPCRA Hotline operates
weekdays from 9:00 a.m. to 6:00 p.m., ET, excluding Federal holidays.
V.A.4. OLean_ffiater_Acl
The primary objective of the Federal Water Pollution Control Act,
commonly referred to as the Clean Water Act (CWA), is to restore and
maintain the chemical, physical, and biological integrity of the nation's
surface waters. Pollutants regulated under the CWA include "priority"
pollutants, including various toxic pollutants; "conventional" pollutants,
such as biochemical oxygen demand (BOD), total suspended solids (TSS),
fecal coliform, oil and grease, and pH; and "non-conventional" pollutants,
including any pollutant not identified as either conventional or priority.
The CWA regulates both direct and indirect discharges. The National
Pollutant Discharge Elimination System (NPDES) program (CWA §502)
controls direct discharges into navigable waters. Direct discharges or
"point source" discharges are from sources such as pipes and sewers.
NPDES permits, issued by either EPA or an authorized State (EPA has
authorized 42 States to administer the NPDES program), contain industry-
specific, technology-based and/or water quality-based limits, and establish
pollutant monitoring requirements. A facility that intends to discharge into
the nation's waters must obtain a permit prior to initiating its discharge.
A permit applicant must provide quantitative analytical data identifying the
types of pollutants present in the facility's effluent. The permit will then
set the conditions and effluent limitations on the facility discharges.
A NPDES permit may also include discharge limits based on Federal or
State water quality criteria or standards, that were designed to protect
designated uses of surface waters, such as supporting aquatic life or
recreation. These standards, unlike the technological standards, generally
do not take into account technological feasibility or costs. Water quality
criteria and standards vary from State to State, and site to site, depending
on the use classification of the receiving body of water. Most States follow
EPA guidelines which propose aquatic life and human health criteria for
many of the 126 priority pollutants.
Storm Water Discharges
In 1987 the CWA was amended to require EPA to establish a program to
address storm water discharges. In response, EPA promulgated the
NPDES storm water permit application regulations. These regulations
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require that facilities with the following storm water discharges apply for
an NPDES permit: (1) a discharge associated with industrial activity; (2)
a discharge from a large or medium municipal storm sewer system; or (3)
a discharge which EPA or the State determines to contribute to a violation
of a water quality standard or is a significant contributor of pollutants to
waters of the United States.
The term "storm water discharge associated with industrial activity" means
a storm water discharge from one of 11 categories of industrial activity
defined at 40 CFR 122.26. Six of the categories are defined by SIC codes
while the other five are identified through narrative descriptions of the
regulated industrial activity. If the primary SIC code of the facility is one
of those identified in the regulations, the facility is subject to the storm
water permit application requirements. If any activity at a facility is
covered by one of the five narrative categories, storm water discharges
from those areas where the activities occur are subject to storm water
discharge permit application requirements.
Those facilities/activities that are subject to storm water discharge permit
application requirements are identified below. To determine whether a
particular facility falls within one of these categories, consult the
regulation.
Category I: Facilities subject to storm water effluent guidelines, new
source performance standards, or toxic pollutant effluent standards.
Category ii: Facilities classified as SIC 24-lumber and wood products
(except wood kitchen cabinets); SIC 26-paper and allied products (except
paperboard containers and products); SIC 28-chemicals and allied products
(except drugs and paints); SIC 291-petroleum refining; and SIC 311-leather
tanning and finishing; SIC 32 (except 323) - stone, clay, glass, and
concrete; SIC 33 - primary metals; SIC 3441 - fabricated structural metal;
and SIC 373 - ship and boat building and repairing.
Category iii: Facilities classified as SIC 10-metal mining; SIC 12-coal
mining; SIC 13-oil and gas extraction; and SIC 14-nonmetallic mineral
mining.
Category iv: Hazardous waste treatment, storage, or disposal facilities.
Category v: Landfills, land application sites, and open dumps that receive
or have received industrial wastes.
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Category vi: Facilities classified as SIC 5015-used motor vehicle parts;
and SIC 5093-automotive scrap and waste material recycling facilities.
Category vii: Steam electric power generating facilities.
Category viii: Facilities classified as SIC 40-railroad transportation; SIC
41-local passenger transportation; SIC 42-trucking and warehousing (except
public warehousing and storage); SIC 43-U.S. Postal Service; SIC 44-water
transportation; SIC 45-transportation by air; and SIC 5171-petroleum bulk
storage stations and terminals.
Category ix: Sewage treatment works.
Category x: Construction activities except operations that result in the
disturbance of less than five acres of total land area.
Category xi: Facilities classified as SIC 20-food and kindred products;
SIC 21-tobacco products; SIC 22-textile mill products; SIC 23-apparel
related products; SIC 2434-wood kitchen cabinets manufacturing; SIC 25-
furniture and fixtures; SIC 265-paperboard containers and boxes; SIC 267-
converted paper and paperboard products; SIC 27-printing, publishing, and
allied industries; SIC 283-drugs; SIC 285-paints, varnishes, lacquer,
enamels, and allied products; SIC 30-rubber and plastics; SIC 31-leather
and leather products (except leather and tanning and finishing); SIC 323-
glass products; SIC 34-fabricated metal products (except fabricated
structural metal); SIC 35-industrial and commercial machinery and
computer equipment; SIC 36-electronic and other electrical equipment and
components; SIC 37-transportation equipment (except ship and boat
building and repairing); SIC 38-measuring, analyzing, and controlling
instruments; SIC 39-miscellaneous manufacturing industries; and SIC 4221-
4225-public warehousing and storage.
Pretreatment Program
Another type of discharge that is regulated by the CWA is one that goes to
a publicly-owned treatment works (POTWs). The national pretreatment
program (CWA §307(b)) controls the indirect discharge of pollutants to
POTWs by "industrial users." Facilities regulated under §307(b) must
meet certain pretreatment standards. The goal of the pretreatment program
is to protect municipal wastewater treatment plants from damage that may
occur when hazardous, toxic, or other wastes are discharged into a sewer
system and to protect the quality of sludge generated by these plants.
Discharges to a POTW are regulated primarily by the POTW itself, rather
than the State or EPA.
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EPA has developed technology-based standards for industrial users of
POTWs. Different standards apply to existing and new sources within each
category. "Categorical" pretreatment standards applicable to an industry
on a nationwide basis are developed by EPA. In addition, another kind of
pretreatment standard, "local limits," are developed by the POTW in order
to assist the POTW in achieving the effluent limitations in its NPDES
permit.
Regardless of whether a State is authorized to implement either the NPDES
or the pretreatment program, if it develops its own program, it may enforce
requirements more stringent than Federal standards.
Spill Prevention, Control and Countermeasure Plans
The 1990 Oil Pollution Act requires that facilities that could reasonably be
expected to discharge oil in harmful quantities prepare and implement more
rigorous Spill Prevention Control and Countermeasure (SPCC) Plan
required under the CWA (40 CFR §112.7). There are also criminal and
civil penalties for deliberate or negligent spills of oil. Regulations covering
response to oil discharges and contingency plans (40 CFR Part 300), and
Facility Response Plans to oil discharges (40 CFR §112.20) and for PCB
transformers and PCB-containing items were revised and finalized in 1995.
EPA's Office of Water, at (202) 260-5700, will direct callers with questions
about the CWA to the appropriate EPA office. EPA also maintains a
bibliographic database of Office of Water publications which can be
accessed through the Ground Water and Drinking Water resource center,
at (202) 260-7786.
V.A.5. Sa£eJQrinkingJ£ater_AcL
The Safe Drinking Water Act (SDWA) mandates that EPA establish
regulations to protect human health from contaminants in drinking water.
The law authorizes EPA to develop national drinking water standards and
to create a joint Federal-State system to ensure compliance with these
standards. The SDWA also directs EPA to protect underground sources
of drinking water through the control of underground injection of liquid
wastes.
EPA has developed primary and secondary drinking water standards under
its SDWA authority. EPA and authorized States enforce the primary
drinking water standards, which are, contaminant-specific concentration
limits that apply to certain public drinking water supplies. Primary
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V.A.6.
drinking water standards consist of maximum contaminant level goals
(MCLGs), which are non-enforceable health-based goals, and maximum
contaminant levels (MCLs), which are enforceable limits set as close to
MCLGs as possible, considering cost and feasibility of attainment.
The SDWA Underground Injection Control (UIC) program (40 CFR Parts
144-148) is a permit program which protects underground sources of
drinking water by regulating five classes of injection wells. UIC permits
include design, operating, inspection, and monitoring requirements. Wells
used to inject hazardous wastes must also comply with RCRA corrective
action standards in order to be granted a RCRA permit, and must meet
applicable RCRA land disposal restrictions standards. The UIC permit
program is primarily State-enforced, since EPA has authorized all but a
few States to administer the program.
The SDWA also provides for a Federally-implemented Sole Source Aquifer
program, which prohibits Federal funds from being expended on projects
that may contaminate the sole or principal source of drinking water for a
given area, and for a State-implemented Wellhead Protection program,
designed to protect drinking water wells and drinking water recharge areas.
EPA's Safe Drinking Water Hotline, at (800) 426-4791, answers questions
and distributes guidance pertaining to SDWA standards. The Hotline
operates from 9:00 a.m. through 5:30 p.m., ET, excluding Federal
holidays.
The Toxic Substances Control Act (TSCA) granted EPA authority to create
a regulatory framework to collect data on chemicals in order to evaluate,
assess, mitigate, and control risks which may be posed by their
manufacture, processing, and use. TSCA provides a variety of control
methods to prevent chemicals from posing unreasonable risk.
TSCA standards may apply at any point during a chemical's life cycle.
Under TSCA §5, EPA has established an inventory of chemical substances.
If a chemical is not already on the inventory, and has not been excluded by
TSCA, a premanufacture notice (PMN) must be submitted to EPA prior to
manufacture or import. The PMN must identify the chemical and provide
available information on health and environmental effects. If available data
are not sufficient to evaluate the chemicals effects, EPA can impose
restrictions pending the development of information on its health and
environmental effects. EPA can also restrict significant new uses of
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chemicals based upon factors such as the projected volume and use of the
chemical.
Under TSCA §6, EPA can ban the manufacture or distribution in
commerce, limit the use, require labeling, or place other restrictions on
chemicals that pose unreasonable risks. Among the chemicals EPA
regulates under §6 authority are asbestos, chlorofluorocarbons (CFCs), and
polychlorinated biphenyls (PCBs).
EPA's TSCA Assistance Information Service, at (202) 554-1404, answers
questions and distributes guidance pertaining to Toxic Substances Control
Act standards. The Service operates from 8:30 a.m. through 4:30 p.m.,
ET, excluding Federal holidays.
V.A.7. Clean.Air_Act
The Clean Air Act (CAA) and its amendments, including the Clean Air Act
Amendments (CAAA) of 1990, are designed to "protect and enhance the
nation's air resources so as to promote the public health and welfare and
the productive capacity of the population." The CAA consists of six
sections, known as Titles, which direct EPA to establish national standards
for ambient air quality and for EPA and the States to implement, maintain,
and enforce these standards through a variety of mechanisms. Under the
CAAA, many facilities will be required to obtain permits for the first time.
State and local governments oversee, manage, and enforce many of the
requirements of the CAAA. CAA regulations appear at 40 CFR Parts
50-99.
Pursuant to Title I of the CAA, EPA has established national ambient air
quality standards (NAAQSs) to limit levels of "criteria pollutants,"
including carbon monoxide, lead, nitrogen dioxide, paniculate matter,
ozone, volatile organic compounds (VOCs), and sulfur dioxide.
Geographic areas that meet NAAQSs for a given pollutant are classified as
attainment areas; those that do not meet NAAQSs are classified as
non-attainment areas. Under section 110 of the CAA, each State must
develop a State Implementation Plan (SIP) to identify sources of air
pollution and to determine what reductions are required to meet Federal air
quality standards. Revised NAAQSs for particulates and ozone were
proposed in 1996 and may go into effect as early as late 1997.
Title I also authorizes EPA to establish New Source Performance Standards
(NSPSs), which are nationally uniform emission standards for new
stationary sources falling within particular industrial categories. NSPSs are
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based on the pollution control technology available to that category of
industrial source.
Under Title I, EPA establishes and enforces National Emission Standards
for Hazardous Air Pollutants (NESHAPs), nationally uniform standards
oriented towards controlling particular hazardous air pollutants (HAPs).
Title I, section 112(c) of the CAA further directed EPA to develop a list
of sources that emit any of 189 HAPs, and to develop regulations for these
categories of sources. To date EPA has listed 174 categories and
developed a schedule for the establishment of emission standards. The
emission standards will be developed for both new and existing sources
based on "maximum achievable control technology" (MACT). The MACT
is defined as the control technology achieving the maximum degree of
reduction in the emission of the HAPs, taking into account cost and other
factors.
Title II of the CAA pertains to mobile sources, such as cars, trucks, buses,
and planes. Reformulated gasoline, automobile pollution control devices,
and vapor recovery nozzles on gas pumps are a few of the mechanisms
EPA uses to regulate mobile air emission sources.
Title IV of the CAA establishes a sulfur dioxide nitrous oxide emissions
program designed to reduce the formation of acid rain. Reduction of sulfur
dioxide releases will be obtained by granting to certain sources limited
emissions allowances, which, beginning in 1995, will be set below
previous levels of sulfur dioxide releases.
Title V of the CAA of 1990 created a permit program for all "major
sources" (and certain other sources) regulated under the CAA. One
purpose of the operating permit is to include in a single document all air
emissions requirements that apply to a given facility. States are developing
the permit programs in accordance with guidance and regulations from
EPA. Once a State program is approved by EPA, permits will be issued
and monitored by that State.
Title VI of the CAA is intended to protect stratospheric ozone by phasing
out the manufacture of ozone-depleting chemicals and restrict their use and
distribution. Production of Class I substances, including 15 kinds of
chlorofluorocarbons (CFCs) and chloroform, were phased out (except for
essential uses) in 1996.
EPA's Control Technology Center, at (919) 541-0800, provides general
assistance and information on CAA standards. The Stratospheric Ozone
Information Hotline, at (800) 296-1996, provides general information
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about regulations promulgated under Title VI of the CAA, and EPA's
EPCRA Hotline, at (800) 535-0202, answers questions about accidental
release prevention under CAA §112(r). In addition, the Clean Air
Technology Center's website includes recent CAA rules, EPA guidance
documents, and updates of EPA activities (www.epa.gov/ttn then select
Directory and then CATC).
V.B. Water Transportation Industry Specific Requirements
The water transportation industry is regulated by several different Federal,
State, and local agencies. As noted earlier, several government entities
regulate specific transportation sectors. The water transportation industry
is primarily regulated by the U.S. Coast Guard and EPA. In addition,
there are several international treaties and conventions that also impose
regulations on the water transportation sector.
Currently, the Coast Guard regulates all sea-going vessels and ensures they
comply with U.S. law, as well as international treaties and conventions.
The primary regulatory framework for vessels is contained in the
MARPOL Convention. MARPOL is an international agreement designed
to address the problem of marine pollution from vessels. It consists of five
annexes, each of which addresses a different type of marine pollution:
• Annex I - This annex forbids the discharge at sea of oil in certain
"special areas" and limits other discharges to 1/30,000 of the cargo.
Discharge from machinery spaces (e.g., bilge water) must occur
more than 12 miles from land and the oil content must be less than
100 ppm. In addition, Annex I requires that all parties to the
convention ensure that adequate facilities are provided for the
reception of residues and oily mixtures at marine facilities.
• Annex II - This annex contains regulations for discharges of
noxious liquid substances (i.e., bulk liquid chemicals). To date,
more than 250 substances have been evaluated and regulated. Such
substances can only be discharged to reception facilities, unless
certain requirements are met.
• Annex HE - This annex requires the issuing of detailed standards on
packaging, marking, labeling, documentation, stowage, quantity
limitations, exceptions, and notifications for preventing or
minimizing pollution by harmful substances.
• Annex IV - Annex IV states that vessels are not permitted to
discharge sewage within 4 miles of the nearest land, unless they
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have an approved treatment plant. Between 4 and 12 miles from
land, sewage must be comminuted and disinfected before discharge.
• Annex V - This annex establishes specific minimum distances for
the disposal of garbage at sea. The most important component of
this annex is the complete prohibition on the disposal of plastics
into the sea.
These annexes are mandatory and all signatory nations, including the
United States, are subject to them. The Coast Guard has published
regulations imposing requirements implementing these annexes at 33 CFR
Part 151.
While the Coast Guard basically regulates vessels and sea-related activities,
EPA has responsibility for regulating the marine facilities. EPA has
traditionally relied on delegation to States to meet environmental standards,
in many cases without regard to the methods used to achieve certain
performance standards. This has resulted in States with more stringent air,
water, and hazardous waste requirements than the Federal minimum
requirements. This document does not attempt to discuss State standards,
but rather highlights relevant Federal laws and proposals that affect the
water transportation industry.
It is important to remember there is no one specific definition or design for
a marine facility. Each consists of various operations and will be subject
to regulation based on those operations. The following discussion focuses
on some of the regulatory programs that may be applicable to a marine
facility.
V.B.I. Qc.ean_D_umping^Act
The basic purpose of the Ocean Dumping Act is to regulate intentional
ocean disposal of materials. The act consists of the first two titles of the
Marine Protection, Research, and Sanctuaries Act of 1972 (MPRSA). The
act basically prohibits all ocean dumping, except that allowed by permits,
in any ocean waters under U.S. jurisdiction, by any U.S. vessel, or by any
vessel sailing from a U.S. port. The dumping of certain materials is
exclusively banned, including radiological, chemical, and biological
warfare agents, any high-level radioactive waste, medical wastes, sewage
sludge, and industrial waste. Permits for dumping other materials may be
obtained from EPA if EPA determines there is no unreasonable danger to
human health or the environment.
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Four federal agencies have authority under the Ocean Dumping Act: EPA,
Corps of Engineers, NOAA, and the Coast Guard. EPA has primary
authority for regulating ocean disposal of all substances except dredged
spoils, which are under the authority of the Corps of Engineers.
Currently, all ocean disposal of wastes must occur at a site at least 106
miles offshore. Recently, the act was amended giving the states authority
to adopt dumping standards that are more stringent than federal
requirements and to require that permits conform with long-term
management plans for designated dumpsites to ensure permitted activities
are consistent with expected uses of the site. Permits issued under the
Ocean Dumping Act specify:
• Type of material to be dumped
• Amount to be transported for dumping
• Location of the dumpsite
• Length of time the permit is valid
• Any special provisions for surveillance.
The act requires EPA to make binding the 1972 Convention on the
Prevention of Marine Pollution by Dumping of Wastes and Other Matters.
This convention, which is signed by 80 countries, prohibits the dumping
of mercury, cadmium, and other substances, such as DDT and PCBs, solid
wastes and persistent plastics, oil, high-level radioactive wastes, and
chemical and biological warfare agents. The convention also requires
special permits for other heavy metals, cyanides and fluorides, and
medium- and low-level radioactive wastes.
V.B.2. Clean_Water_Act
NPDES Requirements. Wastewater from marine facilities discharging to
surface waters is regulated under the Federal Water Pollution Control Act
(FWPCA). National Pollutant Discharge Elimination System (NPDES)
permits must be obtained to discharge wastewater into navigable waters.
In some cases, the individual facilities within a larger structure (e.g.,
within a port or under a port authority) may not have individual NPDES
permits, but may discharge to a larger, portwide system that has a permit.
As mandated by Section 304(m) of CWA, EPA develops effluent limitation
guidelines for certain industrial wastewater discharges from operations. At
this time, there are no specific effluent limitation guidelines established for
marine operations, although other wastewater discharge restrictions may
apply. For example, EPA is in the process of establishing effluent
limitation guidelines for the transportation equipment cleaning sector,
which will include operations such as ship painting or cleaning. The
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guidelines are scheduled to be proposed in 1996 and promulgated in 1998.
(Contact: Gina Matthews or Jan Goodwin, Office of Water, 202-260-6036
and 202-260-7152, respectively).
Storm Water Requirements. As discussed under the general description
of the Clean Water Act, EPA published storm water regulations on
November 16, 1990, which require certain dischargers of storm water to
waters of the U.S. to apply for NPDES permits. According to the final
rule, facilities with a "storm water discharge associated with industrial
activities" are required to apply for a storm water permit. The rule states
that transportation facilities classified in SIC 44 that have vehicle
maintenance shops or equipment cleaning operations are considered to have
a storm water discharge associated with industrial activity. However, only
those portions of the facility that are either involved in vehicle maintenance
(including vehicle rehabilitation, mechanical repairs, painting, fueling, and
lubrication) and equipment cleaning operations, or which are otherwise
identified under paragraphs (b)(14)(I)-(xi) of Section 122.26 are considered
to be associated with industrial activity.
Facilities covered by this rule must submit one of the following permit
applications:
• Individual permit application
• Group permit application. A group permit application can be filed
by facilities with like operations and discharges.
• Notice of Intent for general permit coverage.
Storm water discharges associated with industrial activity that reach waters
of the U.S. through municipal separate storm sewer systems are also
required to obtain NPDES storm water permit coverage. Discharges of
storm water to a combined sewer system or to a POTW are excluded.
SPCC. The CWA requires facilities to develop Spill Prevention, Control,
and Countermeasure (SPCC) plans for petroleum products, such as oil or
any substance that cause a sheen on water, if they are stored in large
quantities at a particular site. The SPCC program requires reporting spills
to navigable waters and the development of contingency plans that must be
kept onsite. SPCC plans document the location of storage vessels, types
of containment, dangers associated with a major release of material from
the tanks, types of emergency equipment available at each site, and
procedures for notifying the appropriate regulatory and emergency
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agencies. No SPCC plan is considered complete until it has been reviewed
and certified by a Registered Professional Engineer.
V.B.3.
Water transportation facilities generate a variety of RCRA-regulated wastes
in the course of normal operations and utilize underground storage tanks
for fuel storage. Vessel refurbishing and maintenance operations generate
hazardous wastes such as spent solvents and caustics, and paints and paint
sludges. Additional common materials from marine facilities that may be
hazardous include:
• Rechargeable nickel-cadmium batteries and lead-acid motor vehicle
batteries
• Vehicle maintenance fluids
• Used oil
• Fluorescent light bulbs
• Scraps of metals (cadmium, chromium, lead, mercury, selenium,
and silver) and materials containing these metals (e.g., high-grade
stainless steel or paint waste)
• Waste solvents
• Near-empty paint cans and spray cans
• Paint stripping residue.
Note that petroleum products and petroleum-containing wastes (e.g., waste
oil, contaminated fuel, or fuel spill clean-up wastes) are specifically
exempted from RCRA regulations, unless they exhibit any of the hazardous
waste characteristics. Many water transportation facilities qualify as
hazardous waste generators under RCRA law. Under RCRA, it is the
facility's responsibility to determine whether a waste is hazardous. A full
list of EPA hazardous wastes can be found at 40 CFR §162.31 - §162.33.
RCRA listed wastes are subject to the hazardous waste regulations of 40
CFR Parts 124, 261 through 266, 270, 271, and 302.
Whether or not RCRA regulations apply to on-board vessel wastes has been
a question debated among EPA, the Coast Guard, and industry for several
years. Currently, on-board oily wastes, such as bilge water, and used oil
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are exempt from RCRA Subtitle C regulation, and vessels are not
considered hazardous waste generators. The generators of this waste are
considered to be those facilities that remove the wastes from the ships and
manage it onshore.
V.B.4. QilJPjQllulion_Act
The 1990 Oil Pollution Act (OPA) establishes strict, joint and several
liability against facilities that discharge oil or which pose a substantial
threat of discharging oil to navigable waterways. OPA imposes
contingency planning and readiness requirements on certain facilities
defined to include motor vehicles. These requirements affect water
transportation establishments. Regulations covering response to oil
discharges and contingency plans (40 CFR Part 300), and facility response
plans to oil discharges (40 CFR Part 112) were revised and finalized in
1994.
V.B.5. EmergencyJ^anning^ndJCmnmu^^
CERCLA/EPCRA (SARA Title III) Reporting. CERCLA Section 103(a)
requires any person in charge of a vessel or facility to immediately notify
the National Response Center of a release of a hazardous substance if, in
a 24-hour period, the release is of a quantity equal to or greater than the
quantity specified in 30 CFR § 302.
Federally Permitted Release Exemption. CERCLA Section 103(a) exempts
those persons in charge of vessels or facilities from reporting releases that
are federally permitted.
Emergency Planning. Under EPCRA, marine facilities must notify
authorities if they have onsite at any time a listed hazardous substance in
an amount over the substance's threshold planning quantity.
Emergency Notification. Marine facilities must also notify authorities of
leaks, spills, or other releases to the environment of certain hazardous
substances above a designated "reportable quantity." These substances
include extremely hazardous substances, as well as CERCLA hazardous
substances. Many materials commonly used in the water transportation
industry fall into this category of CERCLA hazardous substances,
including solvents, ethylene glycol, methanol, methylene chloride, and
1,1,1-trichloroethane.
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V.B.6. CleanLAinAct
Air Quality Standards - Ozone Non-Attainment Areas. The most
important pollutant affected by air quality standards is ozone. Most States
regulate "major sources" of air emissions. A major source emits or has the
potential to emit more than 100 tons per year of any pollutant or 10 tons
per year of any hazardous pollutant. Large vessel maintenance facilities
performing painting or using large amounts of solvents may exceed these
limits. Emission rates are dependent on the types of chemicals and
methods used and the types of air emission control equipment used. Some
regulations apply to substances (e.g., solvent degreasers) regardless of the
size of the source. These regulations are designed to reduce emissions
from solvent evaporation.
Marine facilities located in ozone non-attainment areas may be subject to
restrictions applicable to motor vehicles. These restrictions may affect the
type and use of vehicles.
NESHAPs. National emission standards for hazardous air pollutants
(NESHAP) attempt to control several hundred compounds, the most
notable being asbestos. All marine facilities must comply with the
NESHAP requirements for asbestos when demolishing, or significantly
remodeling, a building or vessel containing asbestos. Asbestos is
commonly found in ceiling tile, floor tile, boiler room insulation, and
sprayed-on insulation installed more than 20 years ago.
Final Rule for Marine Tank Vessel Loading Operations (40 CFR 63,
Subpart Y). Under the authority of the Clean Air Act Amendments of
1990, EPA issued a final rule to reduce emissions of air toxics and volatile
organic compounds that result from marine tank vessel loading operations.
Under the rule, terminals with an annual marine bulk loading throughput
greater than or equal to 10 million barrels per year of gasoline or 200
million barrels of crude oil are required to control emissions of VOCs and
HAP resulting from the loading of gasoline or crude oil. These facilities
are required to apply reasonably available control technology (RACT).
Facilities that are not subject to RACT but have annual HAP emissions
exceeding 10 tons or more or 25 tons or more of aggregate HAP are
required to control emissions of HAP. These facilities are subject to the
national emission standard for hazardous air pollutants (NESHAP) and are
required to apply maximum achievable control technology (MACT) (i.e.,
95 percent emission limit).
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Facilities controlling loading emissions under RACT or MACT using a
combustion device are required to operate the device at 98 percent
efficiency. Facilities controlling loading emissions under RACT using a
recovery device are required to operate the device at 95 percent efficiency
or, for gasoline vapors, reduce the control device outlet concentration to
1,000 parts per million or less. Vessels loading at an affected facility must
pass one or two vapor tightness tests or be loaded at less than atmospheric
pressure.
Specific monitoring, recordkeeping, and reporting requirements are also
required under the regulations
New Source Performance Standards (NSPS). Some facilities subject to
NSPS may be found at marine facilities, including industrial and utility
boilers, vehicle maintenance facilities, and fuel storage and delivery
facilities.
State Implementation Plans (SIPs). SIPs regulate stationary sources, such
as buildings and other permanent installations, and mobile sources, such as
automobiles. Typical marine facilities and activities that may be subject to
stationary source regulations include heating and refrigeration plants;
fueling systems; fuel storage facilities; maintenance facilities; roadways,
garages, and parking lots; landside development; building demolition;
building construction; and capacity enhancing projects. SIPs may also
control mobile sources such as fleet vehicles and other vehicles using the
marine facility. Marine facilities handle significant traffic and are
oftentimes parking areas for other vehicles. SIPs may have to limit motor
vehicle emissions through "transportation control measures" (TCMs).
TCMs are designed to reduce congestion and the number of vehicle miles
traveled in a region. TCMs that affect marine facilities include improved
public transit, measures to encourage uses of buses and other high
occupancy vehicles, mandatory trip-reduction, and traffic flow
improvements.
Ozone-Depleting Substances. The amended CAA is phasing out the
production and restricting the use and distribution of ozone-depleting
chemicals. EPA has established requirements for servicing and disposal of
air conditioning and refrigeration equipment containing regulated ozone-
depleting refrigerants. Certified, self-contained recovery equipment must
be available during refrigeration equipment servicing. Additional
recordkeeping and reporting requirements apply for appliance
owners/operators and technicians. Facilities with refrigeration equipment
containing ozone-depleting chemicals must comply with the provisions in
40 CFR Part 82.
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V.B.7. EederaUnseclLcideJEungLcide,_aadJRadenticide_A£t
FIFRA regulations are applicable to water transportation facilities and
operations where herbicides are used to control weeds and brush,
insecticides are used to control insect populations, or when other pesticides
are used for pest control in buildings. If using such pesticides, marine
facility operators should ensure compliance with the label instructions.
Certification is required for application of restricted use herbicides.
V.B.8. HazandojusJ^atejaalsJCrampjcurtalioiLAct
V.B.9.
The transport of hazardous materials is regulated by the DOT under the
Hazardous Materials Transportation Act (HMTA). Materials covered by
the Act include all RCRA listed wastes and some additional materials
deemed by DOT to be dangerous to transport. The HMTA regulations (49
CFR Parts 174-177, and §§171.15 and 171.16) cover packaging, labeling,
shipping papers, emergency planning, incident notifications, and liability
insurance. Because there is some overlap between the DOT regulation
under HMTA and EPA regulations under RCRA, DOT personnel have
been active on the committee formed to look at manifesting of tank residues
under RCRA.
The Coastal Zone Management Act of 1972 (CZMA) established a program
for States and Territories to voluntarily develop comprehensive programs
to protect and manage coastal resources (including the Great Lakes). There
are 29 federally approved State and Territorial programs. Despite
institutional differences, each program must protect and manage important
coastal resources, including wetlands, estuaries, beaches, dunes, barrier
islands, coral reefs, and fish and wildlife and their habitats. Resource
management and protection are accomplished in a number of ways through
State laws, regulations, permits, and local plans and zoning ordinances.
While water quality protection is integral to the management of many of
these coastal resources, it was not specifically cited as a purpose or policy
of die original statute. The Coastal Zone Act Reauthorization Amendments
of 1990 specifically charged State coastal programs, as well as State
nonpoint source programs, with addressing nonpoint source pollution
affecting coastal water quality.
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V.B.10. QJSHA-SafeiyJRules
Worker safety is regulated by the Occupational Safety and Health
Administration (OSHA) (29 CFR §1910.1028) at truck, rail and marine
facilities. Safety rules specific to the management of hazardous materials
deal with occupational exposure limits, personal protective equipment,
materials handling procedures, safety training requirements, and confined
space entry procedures.
V.C. Pending and Proposed Regulatory Requirements
V.C.I. Inteimojdal^rfac^JDrampi^^ Act of 1991
The Clinton Administration recently submitted a proposal to reauthorize
this act. Under the proposal, state and metropolitan transportation planning
would consider the economic viability of the state or metropolitan area. It
also addresses how to enhance the integration and connectivity of
transportation across and between modes for people and freight. The
proposal also provides that state transportation plans be developed in
consultation with freight shippers as well as other interested parties.
V.C.2. CJeanJ3^ater_Act
Storm Water. EPA's five-year old baseline general permit for industrial
storm water dischargers is set to expire on September 30, 1997, and may
not be renewed. A case is being made to allow the baseline permit to expire
and cover existing permittees under a modified Multi-Sector General
Permit. EPA suggests that industries covered by the baseline permit
should explore their options. Most State five-year industrial permits will
expire along with the EPA Baseline General Permit on September 30,
1997. Most permits contain a provision stating that the expired permit
remains effective and enforceable until replaced. However, the permits
also contain a provision requiring permittees to submit a new Notice of
Intent (NOI) prior to permit expiration to remain covered. Once a marine
terminal is without a permit, it generally cannot reapply for coverage under
the expired permit. Contact the permitting authority for more information.
Storm Water Phase II. The Phase II storm water permitting program is
currently being developed by EPA and is intended to regulate many of the
discharges not covered under the Phase I program. Such discharges
include:
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• Construction activities between 1 and 5 acres (unless it is part of a
larger plan of development or sale
• Discharges composed entirely of storm water.
Although the Phase II regulations have not yet been finalized, there is a
requirement that dischargers covered under this phase must apply for
permits within 6 years of the date (October 1, 1994) the Phase II
regulations were intended to be finalized. The 6-year requirement still
remains in effect. EPA also prioritized the discharges to determine a tiered
approach to the Phase II permitting process. The following requirements
currently apply to the Phase II program:
• Discharges identified by the permitting authority as contributing to
a water quality impairment or are a significant contributor of
pollutants will be notified of their requirement to apply for an
NPDES storm water permit under Phase II
The notified dischargers have 180 days to apply, unless a later date
is approved
• Those dischargers not notified, but who fall under the requirements
of the finalized regulations, must apply before October 1, 2000.
Effluent Limitation Guidelines. Presently, there are no effluent limitation
guidelines specific to the water transportation industry. Effluent guidelines
are currently being developed for the industry (tank interior cleaning only)
by the Office of Water (Contact: Gina Matthews or Jan Goodwin, Office
of Water, 202-260-6036 and 202-260-7152, respectively). These
guidelines will apply to facilities that clean the interiors of tank trucks, rail
tank cars, intermodal tank containers, intermediate bulk containers,
ocean/sea tankers, and tank barges. EPA is under a court-ordered deadline
to propose and promulgate wastewater effluent guidelines for the industry
by the end of 1996 and 1998, respectively.
Regulating Discharges of Vessel Sewage. Section 312 of the Clean Water
Act entitled Marine Sanitation Devices was established in the Federal
Water Pollution Control Act of 1972 to regulate discharges of vessel
sewage. A technical amendment to clarify the regulations implementing
Section 312 is being developed by the Office of Water (Contact: Deb
Lebow, Office of Water, (202) 260-6419). This amendment is expected to
be promulgated in September 1997. This proposed regulatory amendment
to 40 CFR Part 140.4(b) would clarify the information required in a State
application requesting EPA to designate State-specified surface water as a
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drinking water intake zone, thereby making it unlawful for vessels to
discharge sewage within that zone. This amendment would provide
guidance to EPA Regions and States on the specific information necessary
for the designation of a drinking water intake zone.
Shore Protection Act, Section 4103(b) Regulations. This rule will
implement the Shore Protection Act (SPA) and is designed to prevent the
deposit of municipal and commercial waste into U.S. Coastal Waters. This
rule establishes minimum waste handling practices for vessels and waste
handling facilities involved in the transport of municipal or commercial
wastes in the coastal waters of the U.S. Certain vessels or facilities may
be required to develop an operation and maintenance manual that identifies
procedures to prevent, report, and clean up deposits of waste into coastal
waters. (Contact: Deb Lebow, Office of Water, (202) 260-6419).
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VI. COMPLIANCE AND ENFORCEMENT HISTORY
VI.A. Background
Until recently, EPA has focused much of its attention on measuring
compliance with specific environmental statutes. This approach allows the
Agency to track compliance with the Clean Air Act, the Resource
Conservation and Recovery Act, the Clean Water Act, and other
environmental statutes. Within the last several years, the Agency has
begun to supplement single-media compliance indicators with facility-
specific, multimedia indicators of compliance. In doing so, EPA is in a
better position to track compliance with all statutes at the facility level, and
within specific industrial sectors.
A major step in building the capacity to compile multimedia data for
industrial sectors was the creation of EPA's Integrated Data for
Enforcement Analysis (IDEA) system. IDEA has the capacity to "read
into" the Agency's single-media databases, extract compliance records, and
match the records to individual facilities. The IDEA system can match
Air, Water, Waste, Toxics/Pesticides/EPCRA, TRI, and Enforcement
Docket records for a given facility, and generate a list of historical permit,
inspection, and enforcement activity. IDEA also has the capability to
analyze data by geographic area and corporate holder. As the capacity to
generate multimedia compliance data improves, EPA will make available
more in-depth compliance and enforcement information. Additionally,
sector-specific measures of success for compliance assistance efforts are
under development.
Using inspection, violation and enforcement data from the IDEA system,
this section provides information regarding the historical compliance and
enforcement activity of this sector. In order to mirror the facility universe
reported in the Toxic Chemical Profile, the data reported within this
section consists of records only from the TRI reporting universe. With this
decision, the selection criteria are consistent across sectors with certain
exceptions. For the sectors that do not normally report to the TRI
program, data have been provided from EPA's Facility Indexing System
(FINDS) which tracks facilities in all media databases. Please note, in this
section, EPA does not attempt to define the actual number of facilities that
fall within each sector. Instead, the section portrays the records of a subset
of facilities within the sector that are well defined within EPA databases.
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As a check on the relative size of the full sector universe, most notebooks
contain an estimated number of facilities within the sector according to the
Bureau of Census (See Section II). With sectors dominated by small
businesses, such as metal finishers and printers, the reporting universe
within the EPA databases may be small in comparison to Census data.
However, the group selected for inclusion in this data analysis section
should be consistent with this sector's general make-up.
Following this introduction is a list defining each data column presented
within this section. These values represent a retrospective summary of
inspections and enforcement actions, and reflect solely EPA, State, and
local compliance assurance activities that have been entered into EPA
databases. To identify any changes in trends, the EPA ran two data
queries, one for the past five calendar years (April 1, 1992 to March 31,
1997) and the other for the most recent twelve-month period (April 1, 1996
to March 31, 1997). The five-year analysis gives an average level of
activity for that period for comparison to the more recent activity.
Because most inspections focus on single-media requirements, the data
queries presented in this section are taken from single media databases.
These databases do not provide data on whether inspections are state/local
or EPA-led. However, the table breaking down the universe of violations
does give the reader a crude measurement of the EPA's and states' efforts
within each media program. The presented data illustrate the variations
across EPA regions for certain sectors.1 This variation may be attributable
to state/local data entry variations, specific geographic concentrations,
proximity to population centers, sensitive ecosystems, highly toxic
chemicals used in production, or historical noncompliance. Hence, the
exhibited data do not rank regional performance or necessarily reflect
which regions may have the most compliance problems.
VI.A.2. Compliance and Enforcement Data Definitions
General Definitions
Facility Indexing System (FINDS) - this system assigns a common
facility number to EPA single-media permit records. The FINDS
identification number allows EPA to compile and review all permit,
1 EPA Regions include the following states: I (CT, MA, ME, RI, NH, VT); II (NJ, NY PR VI)- III
(DC, DE, MD, PA, VA, WV); IV (AL, FL, GA, KY, MS, NC, SC, TN); V (IL, IN, MI, MN, OH, WI)- VI
(AR, LA, NM, OK, TX); VII (IA, KS, MO, NE); VIII (CO, MT, ND, SD, UT, WY); IX (AZ, CA HI NV
Pacific Trust Territories); X (AK, ID, OR, WA).
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compliance, enforcement and pollutant release data for any given regulated
facility.
Integrated Data for Enforcement Analysis (IDEA) - is a data integration
system that can retrieve information from the major EPA program office
databases. IDEA uses the FINDS identification number to link separate
data records from EPA's databases. This allows retrieval of records from
across media or statutes for any given facility, thus creating a "master list"
of records for that facility. Some of the data systems accessible through
IDEA are: AIRS (Air Facility Indexing and Retrieval System, Office of
Air and Radiation), PCS (Permit Compliance System, Office of Water),
RCRIS (Resource Conservation and Recovery Information System, Office
of Solid Waste), NCDB (National Compliance Data Base, Office of
Prevention, Pesticides, and Toxic Substances), CERCLIS (Comprehensive
Environmental and Liability Information System, Superfund), and TRIS
(Toxic Release Inventory System). IDEA also contains information from
outside sources such as Dun and Bradstreet and the Occupational Safety
and Health Administration (OSHA). Most data queries displayed in
notebook sections IV and VII were conducted using IDEA.
Data Table Column Heading Definitions
Facilities in Search - are based on the universe of TRI reporters within
the listed SIC code range. For industries not covered under TRI reporting
requirements (metal mining, nonmetallic mineral mining, electric power
generation, ground transportation, water transportation, and dry cleaning),
or industries in which only a very small fraction of facilities report to TRI
(e.g., printing), the notebook uses the FINDS universe for executing data
queries. The SIC code range selected for each search is defined by each
notebook's selected SIC code coverage described in Section II.
Facilities Inspected -- indicates the level of EPA and state agency
inspections for the facilities in this data search. These values show what
percentage of the facility universe is inspected in a one-year or five-year
period.
Number of Inspections - measures the total number of inspections
conducted in this sector. An inspection event is counted each time it is
entered into a single media database.
Average Time Between Inspections - provides an average length of time,
expressed in months, between compliance inspections at a facility within
the defined universe.
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Facilities with One or More Enforcement Actions - expresses the
number of facilities that were the subject of at least one enforcement action
within the defined tune period. This category is broken down further into
federal and state actions. Data are obtained for administrative,
civil/judicial, and criminal enforcement actions. Administrative actions
include Notices of Violation (NOVs). A facility with multiple enforcement
actions is only counted once in this column, e.g., a facility with 3
enforcement actions counts as 1 facility.
Total Enforcement Actions - describes the total number of enforcement
actions identified for an industrial sector across all environmental statutes.
A facility with multiple enforcement actions is counted multiple times, e.g.,
a facility with 3 enforcement actions counts as 3.
State Lead Actions — shows what percentage of the total enforcement
actions are taken by state and local environmental agencies. Varying levels
of use by states of EPA data systems may limit the volume of actions
recorded as state enforcement activity. Some states extensively report
enforcement activities into EPA data systems, while other states may use
their own data systems.
Federal Lead Actions - shows what percentage of the total enforcement
actions are taken by the United States Environmental Protection Agency.
This value includes referrals from state agencies. Many of these actions
result from coordinated or joint state/federal efforts.
Enforcement to Inspection Rate - is a ratio of enforcement actions to
inspections, and is presented for comparative purposes only. This ratio is
a rough indicator of the relationship between inspections and enforcement.
It relates the number of enforcement actions and the number of inspections
that occurred within the one-year or five-year period. This ratio includes
the inspections and enforcement actions reported under the Clean Water
Act (CWA), the Clean Air Act (CAA) and the Resource Conservation and
Recovery Act (RCRA). Inspections and actions from the TSCA/FIFRA/
EPCRA database are not factored into this ratio because most of the actions
taken under these programs are not the result of facility inspections. Also,
this ratio does not account for enforcement actions arising from non-
inspection compliance monitoring activities (e.g., self-reported water
discharges) that can result in enforcement action within the CAA, CWA,
and RCRA.
Facilities with One or More Violations Identified - indicates the
percentage of inspected facilities having a violation identified in one of the
following data categories: In Violation or Significant Violation Status
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(CAA); Reportable Noncompliance, Current Year Noncompliance,
Significant Noncompliance (CWA); Noncompliance and Significant
Noncompliance (FIFRA, TSCA, and EPCRA); Unresolved Violation and
Unresolved High Priority Violation (RCRA). The values presented for this
column reflect the extent of noncompliance within the measured time
frame, but do not distinguish between the severity of the noncompliance.
Violation status may be a precursor to an enforcement action, but does not
necessarily indicate that an enforcement action will occur.
Media Breakdown of Enforcement Actions and Inspections - four
columns identify the proportion of total inspections and enforcement
actions within EPA Air, Water, Waste, and TSCA/FIFRA/EPCRA
databases. Each column is a percentage of either the "Total Inspections,"
or the "Total Actions" column.
VLB. Water Transportation Industry Compliance History
This section examines the historical enforcement and compliance data on
the water transportation sector. As noted earlier, these data were obtained
from EPA's IDEA system. The exhibits within this section provide both a
5-year and a 1-year review of the data from the sector and also provide
data from other sectors for comparison purposes. It should be noted that
the data are accessed in the IDEA database system through SIC codes.
Therefore, these numbers represent the combined total for all the SIC codes
presented in Section II of this notebook.
Exhibit 10 provides an overview of the reported compliance and
enforcement data for the water transportation sector over the past 5 years
(March 7, 1992 - March 6,1997) by EPA region. As shown, there were
514 facilities identified through IDEA with water transportation SIC codes.
Of these, 37 percent (192) were inspected in the last 5 years. Other points
of interest include:
• Over the 5 years, 816 inspections were conducted at those 192
facilities. On average, each facility was inspected about 4 times
over the course of the 5 years. Approximately 60 percent of these
inspections were led by the states.
• The 816 inspections resulted in 36 facilities having enforcement
actions taken against them. At those 36 facilities, there were a total
of 70 enforcement actions, meaning each facility averaged nearly
2 enforcement actions over the past 5 years.
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VLB.1.
The average enforcement-to-inspection rate is 0.09. This average
rate means that for every 10 inspections conducted, there is
approximately 1 resulting enforcement action taken. Across the
regions, this rate ranged from 0.02 to 0.2.
MtyJBjetw^enJS.eLecl£d_Iadustries
Exhibits 11 and 12 provide both the 5-year and 1-year enforcement and
compliance data for all the industries covered by the sector notebooks.
These data allow the reader to compare the enforcement and compliance
history of the sectors and identify trends across sectors and over the past
5 years. Overall, the water transportation sector had the sixth (out of 29)
fewest number of facilities inspected (192), compared to all the other
sectors over the past 5 years. It also had the fewest number of inspections
(816) over that same period. Other points of interest from the 5-year
comparison include:
This sector was third lowest among all sectors regarding facilities
with 1 or more enforcement actions. The lowest was shipbuilding
and repair.
• The total number of enforcement actions was the third lowest
among all sectors, following shipbuilding and repair and dry
cleaning.
• The enforcement-to-inspection rate over the past 5 years is 0.09;
the average for all sectors for the same period is 0.08.
In Exhibit 12, when compared to all sectors over the last year, the water
transportation sector had the third fewest number of facilities inspected (84)
and the fewest number of inspections (141). The enforcement-to-inspection
rate was 0.08; the average for all sectors was 0.06.
Exhibits 13 and 14 provide a more in-depth comparison between the water
transportation sector and others by organizing inspection and enforcement
data by environmental statute. Exhibit 13 provides inspection and
enforcement data from the past 5 years, while Exhibit 14 provides data for
the past year only.
As shown, over the past 5 years, inspections and enforcement actions have
been divided fairly equally among the CAA, CWA, and RCRA. The
numbers from the 1-year summary are consistent with those from the 5-
year summary. It should be noted that although no inspections were
conducted under the FIFRA/TSCA/EPCRA/Other category, it did account
for 9 percent of all enforcement actions.
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VII. REVIEW OF MAJOR LEGAL ACTIONS
This section provides summary information about major cases that have
affected this sector and contains information on Supplemental
Environmental Projects (SEPs) negotiated hi some of those cases. As
indicated in EPA's Enforcement and Compliance Assurance
Accomplishments Reports from 1992 to 1996, several significant
enforcement actions were resolved involving the water transportation
industry. Those cases are discussed in more detail below.
VILA. Review of Major Cases
As shown in the previous tables, there have been only 86 enforcement
actions taken against water transportation industries over the past 5 years.
Stemming from those 86 actions are at least 50 cases, some of which are
discussed in more detail below. The 50 cases can be categorized as
follows:
• 2 Clean Air Act cases
• 16 Clean Water Act cases
14 RCRA
6 CERCLA
4 TSCA
2 multimedia (Clean Air Act/Clean Water Act, Clean Water
Act/Oil Pollution Act)
6 other (Ocean Dumping Ban Act, various international treaties).
Of these 50 cases, 16 were against federal facilities and 14 were criminal
cases. Supplemental environmental projects were negotiated in 3 of the
cases. (These are discussed in more detail in the following section.) The
following cases are examples of EPA's enforcement against water
transportation industries.
In 1993, the first criminal prosecution ever to enforce the provisions of an
international treaty that prohibits the disposal of plastics at sea was taken
against the operators of a large "fish-factory" vessel. The Michelle Irene
Joint Venture, doing business as Golden Age Fisheries pleaded guilty to a
charge of knowingly disposing of plastics into the sea and was sentenced
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to pay $150,000. The dumping of plastics by American flag vessels was
outlawed on December 31, 1988, with the implementation of Annex V of
the International Convention for the Pollution of Ships, known as the
MARPOL Protocol. Former crew members provided information to EPA
that they had dumped plastics overboard under orders from management.
The vessel is a 253-foot fish-processor that uses large quantities of plastic
bags, liners, straps, and containers. Although the vessel was equipped with
a state-of-the-art incinerator capable of burning plastic, a fire while at sea
rendered the incinerator virtually inoperable, thus the vessel dumped the
plastics.
Also in 1993, two shipping executives, William Reilly and J. Patrick
Dowd, were sentenced to prison for ocean dumping and perjury regarding
a voyage of the Khian Sea. The voyage began in 1986 when approximately
15,000 tons of Philadelphia's municipal incinerator ash were shipped on the
vessel to an intended disposal location in the Bahamas. However, the ship
was refused permission to dispose of the ash and hi various other locations.
After seeking a disposal location without success, the ship returned to the
lower Delaware Bay. While there, the ship slipped away against the orders
of the Coast Guard, dumped its cargo in the Atlantic and Indian Oceans,
and arrived empty hi Singapore. By that time, the ship had been sold at
least once to off-shore companies and its name had changed.
Reilly and Dowd were executives or affiliated with several companies that
acted as the charterer, agent, and owner of the Khian Sea. Their trial in
June 1993 featured testimony of three crewmen, including the captain, and
a photograph taken by a crew member of ash being bulldozed off the ship.
Reilly was convicted of one count of ocean dumping, one count of lying to
a federal judge, and one count of lying to a federal grand jury over the
ash's disappearance. Reilly was sentenced to a total of 37 months in
prison, a $7,500 fine, and 36 months of supervised probation. Dowd,
convicted on one count of lying to a federal grand jury concerning the
disappearance of the ash, was sentenced to a total of five months of
imprisonment, five months of home detention, a $20,000 fine, and 36
months of supervised probation.
A case of national significance to federal facilities occurred in 1994 when
EPA issued a complaint against the U.S. Coast Guard Kodiak Support
Center, Kodiak, Alaska. The complaint was the first action brought against
a civilian federal agency under the Federal Facility Compliance Act of
1992. This act is an amendment to RCRA that allows EPA to assess civil
penalties against federal agencies in the same way it does against private
companies. The complaint resulted from two major violations of RCRA -
failure to properly monitor groundwater in an area where cleaning solvents
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had been dumped on the ground, and the illegal storage of hazardous waste
without a proper permit from EPA. In the complaint, EPA sought
penalties of more than $1 million.
In a case taken against a cruise ship company, Palm Beach Cruises, the
corporate owner of the cruise ship MV Viking Princess, was sentenced in
1994 on two felony counts of having knowingly violated the CWA and the
OPA. The basis for the prosecution was the deliberate dumping of waste
oil from the cruise ship into the ocean off the coast of Florida. The
discharge created a visible sheen that was detected during a joint operation
conducted by the Coast Guard, EPA, the Federal Bureau of Investigation
and the Department of Justice. The corporation entered its guilty pleas and
was sentenced to 5 years probation and a fine of $500,000.
EPA regulates not only activities that occur in salt water areas, but also
those that occur in inland waterways. For example, M/G Transport
Services, Inc., a former officer of the firm, and two tugboat captains were
convicted in 1995 of polluting the Ohio and Mississippi Rivers over a 30-
year period. The charges alleged that M/G ships, based in Ohio, dumped
oily bilge slops, burned waste and garbage including plastic, kitchen waste,
metal, glass and paint chips into the rivers from 1971 until 1992. The jury
convicted the four defendants on various charges ranging from felony
conspiracy to dump oil to misdemeanor charges of dumping garbage
overboard from tugboats operated by the company. In a similar case,
Bruce D. McGinniss was sentenced for also dumping pollutants into the
Ohio River over a period of years. McGinniss was sentenced to probation
for two years and fined $25,000. McGinniss, Inc. (the company) was also
placed on probation for two years and fined $120,000. The defendant
admitted he had operated barge services on the Ohio River from which
residues of ammonium nitrate, sewage, magnetite, coke, pig iron, lime,
grain, salt, sand, gravel, coal, iron ore, fuel and other pollutants were
routinely washed into the river.
VII.B. Supplemental Environmental Projects
Supplemental Environmental Projects (SEPs) are compliance agreements
that reduce a facility's stipulated penalty in return for an environmental
project that exceeds the value of the reduction. Often, these projects fund
pollution prevention activities that can significantly reduce the future
pollutant loadings of a facility. The following are examples of three SEPs
negotiated with water transportation facilities.
In 1995, EPA announced that the U.S. Coast Guard Academy in New
London, Connecticut, agreed to spend $259,254 on pollution prevention
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SEPs as part of an enforcement settlement for hazardous waste violations.
During an inspection of the facility, the Region cited the Coast Guard
Academy for violations ranging from failure to maintain adequate records
to improper storage of incompatible waste. The Coast Guard agreed to a
SEP to remove two underground storage tanks and one aboveground tank.
The Coast Guard also will replace its current waste storage modular
building with a permanent concrete block container storage building. The
new building will be used for the management of hazardous and other
regulated wastes. The SEP will directly decrease the likelihood of
pollution migrating into the Thames River, with which members of the
community regularly come into contact for fishing and recreational
purposes.
In another SEP, the Port of Portland agreed to two SEPs to analyze and
remove contaminated sediments from the port waters. The SEPs stemmed
from an action against the port for unpermitted toxic discharges. The port
was also required to pay a penalty of $92,000.
In 1994, the State of North Carolina took action against the North Carolina
Department of Transportation Ferry Division for a variety of violations,
including open containers of waste paint thinner; failure to conduct weekly
inspections; failure to train personnel involved in hazardous waste
management, complete annual training updates, and maintain training
records; and failure to maintain and operate the facility so as to minimize
releases. For these violations, the Department of Transportation was to
pay a penalty of $10,000 and conduct two SEPs, which included:
• Waste reduction, including:
Replacing conventional oil filters with a reusable oil filter
screening system and use of filtration units on coolant
systems
Using a filter system in parts cleaning machines to cut down
on replacement of solvent
Implementing a solvent distillation system.
• Recycling program, including:
Further development of a ferry customer newsletter on
recycled paper
Aluminum/cardboard/plastic collection operation at four
additional ferry sites; reuse of plastic dredge piping as
chafing gear on piling clusters
Public awareness through use of posters and distributing
brochures to ferry customers.
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VIII. COMPLIANCE ASSURANCE ACTIVITIES AND INITIATIVES
This section highlights the activities undertaken by this industry sector and
public agencies to voluntarily improve the sector's environmental
performance. These activities include those independently initiated by
industrial trade associations. In this section, the notebook also contains a
listing and description of national and regional trade associations.
VIII.A. Sector-related Environmental Programs and Activities
Environmental compliance assurance activities have been conducted by the
major trade associations for the water transportation industry. The
following examples represent some of the industry initiatives that promote
compliance, or assess methods to reduce environmental contamination.
Florida Clean Marina Program
Currently in Florida, the regulatory process for existing marinas and
boatyards is viewed as strictly reactive. Th Florida Clean Marina Program
is proposing a proactive approach that is non-confrontational and non-
adversarial and provides a level of compliance not available under the
current regulatory program. The goal of the program is to assist marinas
in improving the environmental quality of Florida's waterways. Four
program components are being developed:
• Education and Awareness - Includes a series of community-based
strategies promoting the other three components and the use of best
management practices specific to the marina and the ecosystem in
which it is located.
Award Recognition - Recognizes those marinas that adopt
multimedia BMPs over and above the minimum and result in net
positive environmental impact.
Incentive Grants - Encourages marinas to adopt BMPs that may be
financially difficult in the short term. Technical assistance, loans,
and grants will be explored as mechanisms to assist BMP adoption
and implementation.
"Clean Marina" Designation - Provides a voluntary means by which
marinas and boatyards will actively adopt site-specific, ecosystem-
based, multimedia BMPs.
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Clean Water Trust
The Clean Water Trust is sponsoring three voluntary programs, including:
"Stash Trash" program - encourages boaters, marina operators, and
waterfront business owners to help keep the waters of the Gulf of
Mexico clean. Dockside signs and a brochure will describe the
problems caused by marine debris.
Investigating alternative fuels - In conjunction with the Maryland
Soybean Board, currently studying the possibilities of soydiesel fuel
use in recreational boats.
"Help Stop the Drop" - This program works toward cleaner water
and air in the Gulf of Mexico by reducing pollution caused by fuel
spills and refueling of marine engines.
VIII.B. EPA Voluntary Programs
VHI.B.l. EraamflrnentaLLeadershipJBcQgram
The Environmental Leadership Program (ELP) is a national initiative
developed by EPA that focuses on improving environmental performance,
encouraging voluntary compliance, and building working relationships with
stakeholders. EPA initiated a one year pilot program in 1995 by selecting
12 projects at industrial facilities and federal installations that demonstrate
the principles of the ELP program. These principles include:
environmental management systems, multimedia compliance assurance,
third-party verification of compliance, public measures of accountability,
pollution prevention, community involvement, and mentor programs. In
return for participating, pilot participants received public recognition and
were given a period of time to correct any violations discovered during
these experimental projects.
EPA is making plans to launch its full-scale Environmental Leadership
Program in 1997. The full-scale program will be facility-based with a 6-
year participation cycle. Facilities that meet certain requirements will be
eligible to participate, such as having a community outreach/employee
involvement programs and an environmental management system (EMS)
in place for 2 years. (Contact: http://es.inel.gov/elp or Debby Thomas,
ELP Deputy Director, at 202-564-5041)
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VIII.B.2. ErojeciLXL
Project XL was initiated in March 1995 as a part of President Clinton's
Reinventing Environmental Regulation initiative. The projects seek to
achieve cost effective environmental benefits by providing participants
regulatory flexibility on the condition that they produce greater
environmental benefits. EPA and program participants will negotiate and
sign a Final Project Agreement, detailing specific environmental objectives
that the regulated entity shall satisfy. EPA will provide regulatory
flexibility as an incentive for the participants' superior environmental
performance. Participants are encouraged to seek stakeholder support from
local governments, businesses, and environmental groups. EPA hopes to
implement fifty pilot projects in four categories, including industrial
facilities, communities, and government facilities regulated by EPA.
Applications will be accepted on a rolling basis. For additional information
regarding XL projects, including application procedures and criteria, see
the May 23, 1995 Federal Register Notice. (Contact: Fax-on-Demand
Hotline 202-260-8590, Web: http://www.epa.gov/ProjectXL, or
Christopher Knopes at EPA's Office of Policy, Planning and Evaluation
202-260-9298)
VHI.B.3. ClimateJMseJBcogram
EPA's ENERGY STAR Buildings Program is a voluntary, profit-based
program designed to improve the energy-efficiency in commercial and
industrial buildings. Expanding the successful Green Lights Program,
ENERGY STAR Buildings was launched in 1995. This program relies on a
5-stage strategy designed to maximize energy savings thereby lowering
energy bills, improving occupant comfort, and preventing pollution ~ all
at the same time. If implemented in every commercial and industrial
building in the United States, ENERGY STAR Buildings could cut the
nation's energy bill by up to $25 billion and prevent up to 35% of carbon
dioxide emissions. (This is equivalent to taking 60 million cars of the
road). ENERGY STAR Buildings participants include corporations; small and
medium sized businesses; local, federal and state governments; non-profit
groups; schools; universities; and health care facilities. EPA provides
technical and non-technical support including software, workshops,
manuals, communication tools, and an information hotline. EPA's Office
of Air and Radiation manages the operation of the ENERGY STAR Buildings
Program. (Contact: Green Light/Energy Star Hotline at 1-888-STAR-YES
or Maria Tikoff Vargas, EPA Program Director at 202-233-9178 or visit
the ENERGY STAR Buildings Program website at
http://www.epa.gov/appdstar/buildings/)
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VIII.B.4. GreenJLightsJBcogram
VHI.B.5.
VIII.B.6. NICE?
EPA's Green Lights program was initiated in 1991 and has the goal of
preventing pollution by encouraging U.S. institutions to use energy-
efficient lighting technologies. The program saves money for businesses
and organizations and creates a cleaner environment by reducing pollutants
released into the atmosphere. The program has over 2,345 participants
which include major corporations, small and medium sized businesses,
federal, state and local governments, non-profit groups, schools,
universities, and health care facilities. Each participant is required to
survey their facilities and upgrade lighting wherever it is profitable. As of
March 1997, participants had lowered their electric bills by $289 million
annually. EPA provides technical assistance to the participants through a
decision support software package, workshops and manuals, and an
information hotline. EPA's Office of Air and Radiation is responsible for
operating the Green Lights Program. (Contact: Green Light/Energy Star
Hotline at 1-888-STARYES or Maria Tikoff Vargar, EPA Program
Director, at 202-233-9178 the )
The WasteWi$e Program was started in 1994 by EPA's Office of Solid
Waste and Emergency Response. The program is aimed at reducing
municipal solid wastes by promoting waste prevention, recycling collection
and the manufacturing and purchase of recycled products. As of 1997, the
program had about 500 companies as members, one third of whom are
Fortune 1000 corporations. Members agree to identify and implement
actions to reduce their solid wastes setting waste reduction goals and
providing EPA with yearly progress reports. To member companies, EPA,
in turn, provides technical assistance, publications, networking
opportunities, and national and regional recognition. (Contact: WasteWi$e
Hotline at 1-800-372-9473 or Joanne Oxley, EPA Program Manager, 703-
308-0199)
The U.S. Department of Energy is administering a grant program called
The National Industrial Competitiveness through Energy, Environment,
and Economics (NICE3). By providing grants of up to 45 percent of the
total project cost, the program encourages industry to reduce industrial
waste at its source and become more energy-efficient and cost-competitive
through waste minimization efforts. Grants are used by industry to design,
test, and demonstrate new processes and/or equipment with the potential
to reduce pollution and increase energy efficiency. The program is open
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to all industries; however, priority is given to proposals from participants
in the forest products, chemicals, petroleum refining, steel, aluminum,
metal casting and glass manufacturing sectors. (Contact:
http//www.oit.doe.gov/access/ niceS, Chris Sifri, DOE, 303-275-4723 or
Eric Mass, DOE, 303-275-4728)
DfE is working with several industries to identify cost-effective pollution
prevention strategies that reduce risks to workers and the environment.
DfE helps businesses compare and evaluate the performance, cost,
pollution prevention benefits, and human health and environmental risks
associated with existing and alternative technologies. The goal of these
projects is to encourage businesses to consider and use cleaner products,
processes, and technologies. For more information about the DfE
Program, call (202) 260-1678. To obtain copies of DfE materials or for
general information about DfE, contact EPA's Pollution Prevention
Information Clearinghouse at (202) 260-1023 or visit the DfE Website at
http://es.uiel.gov/dfe.
VIII.C. Trade Association/Industry Sponsored Activity
VIII.C.l.
The trade associations that represent the water transportation industry are
a valuable source of economic and environmental compliance data. The
following subsections list major water transportation trade organizations
and highlight environmental initiatives sponsored by some of these groups.
ManagemenLInitiatiYe
The Global Environmental Management Initiative (GEMI) is made up of
a group of leading companies dedicated to fostering environmental
excellence by business. GEMI promotes a worldwide business ethic for
environmental management and sustainable development to improve the
environmental performance of business through example and leadership.
In 1994, GEMI's membership consisted of about 30 major corporations.
VIILC.2. NatiojnaLEollution Prevention
The National Pollution Prevention Roundtable published The Pollution
Prevention Yellow Pages in September 1994. It is a compilation of
information collected from mail and telephone surveys of state and local
government pollution prevention programs. (Contact: Natalie Roy 202-
543-7272). State programs listing themselves as having expertise in
pollution prevention related to water transportation were not identified in
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The Pollution Prevention Yellow Pages; however, areas of expertise are
listed as SIC categories which do not include a specific category for water
transportation.
VHI.C.3. ISQJL4flflfl
VIII.D.
ISO 14000 is a series of internationally-accepted standards for
environmental management. The series includes standards for
environmental management systems (EMS), guidelines on conducting EMS
audits, standards for auditor qualifications, and standards and guidance for
conducting product life cycle analysis. Standards for auditing and EMS
were adopted in September 1996, while other elements of the ISO 14000
series are currently in draft form. While regulations and levels of
environmental control vary from country to country, ISO 14000 attempts
to provide a common standard for environmental management. A strength
of ISO 14000 is that it provides a common standard for evaluating a
company's environmental management system. A weakness is that the
standard does not require a company to achieve a standard of
environmental performance (e.g., level of pollution or regulatory
compliance) in order to be registered as ISO 14000 conformant. The
governing body for ISO 14000 is the International Organization for
Standardization (ISO), a worldwide federation of more than 110 country
members based in Geneva, Switzerland. The American National Standards
Institute (ANSI) is the United States representative to ISO.
American Association of Port Authorities
1010 Duke Street
Alexandria, VA 22314-3512
703-684-5700
The American Association of Port Authorities (AAPA) is the alliance of
ports of the Western Hemisphere. The Association promotes the common
interests of the port community and provides leadership on trade,
transportation, environmental and other issues related to port development
and operations. AAPA furthers public understanding of the essential role
fulfilled by ports within the global transportation system. The Association
serves as a resource to help members accomplish their professional
responsibilities. APPA produces a bi-monthly newsletter and other
publications, as well as conducts several seminars and conferences.
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American Bureau of Shipping
Two World Trade Center
106th Floor
New York, New York 10048
212-839-5000
The American Bureau of Shipping (ABS) establishes standards for the
design and construction of ships and other marine structures. By
administering these standards, ABS also determines the structure and
mechanical fitness of a vessel for its intended service.
American Institute of Marine Underwriters
14 Wall Street
Suite 820
New York, New York 10005
212-233-0550
The American Institute of Marine Underwriters (AIMU) is an association
of insurance companies that write the majority of ocean marine insurance
in the United States.
The American Society of Naval Engineers
1452 Duke Street
Alexandria, VA 22314-3458
703-836-6727
The American Society of Naval Engineers (ASNE) serves all engineers
engaged in the design, construction, operation, and repair of ships and their
installed systems. ASNE members are concerned with research, logistics
support, the management of ship acquisition, and all other disciplines
involved in the naval engineering field.
American Waterways Operators
1600 Wilson Boulevard
Suite 1000
Arlington, VA 22209
703-841-9300
The American Waterways Operators (AWO) is the national association
representing the inland and coastal tugboat, towboat, and barge industry.
Organized in Washington, D.C. in 1944 as the national trade association
representing the inland barge and towing industry, A WO expanded its
mission and scope in 1969 to include the coastal sector of the community.
AWO is now comprised of more than 350 member companies, including
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bulk commodities transporters; shipdocking and harbor services operators;
fueling, bunkering, and lighting services operators; shipyards; and
affiliated service members.
Independent Liquid Terminal Association
1133 15th Street, NW
Suite 204
Washington, DC 20005
202-659-2301
Members operate deepwater and barge terminals for the storage of
chemicals, petroleum, fertilizers, and basic bulk liquid food products, such
as animal fats and vegetable oils, molasses, and spirits. Objectives of the
association are to: 1) advise members of pending legislation and
regulations and to respond to these proposals, 2) provide and facilitate the
exchange of information among operators, and 3) promote the safe and
efficient handling of an increasing variety of liquid products.
Intermodal Association of North America
7501 Greenway Center Drive
Suite 720
Greenbelt, MD 20770-3514
(301) 982-3400
The Intermodal Association of North America is the leading industry trade
association representing the combined interests of intermodal freight
transportation companies. Its 680 member companies include railroads,
intermodal truckers and highway motor carriers, intermodal marketing
companies, water carriers and stacktrain operators, and industry equipment
and service suppliers.
Lake Carriers' Association
614 Superior Avenue, West
915 Rockefeller Building
Cleveland, OH 44113-1383
216-621-1107
The Lake Carriers' Association is the trade association representing U.S.-
flag vessel operators on the Great Lakes. The association is made up of 14
American companies that operate 59 U.S.-flag self-propelled vessels and
integrated tug/barge units. In promoting the common interests of its
members and their customers, LCA places special importance on legislative
and regulatory matters. To facilitate a broad-based understanding of U.S.-
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flag shipping and its role in the nation's economy, LCA compiles statistical
information on ships in service and the volume of cargo movement.
National Association of Waterfront Employees
2011 Pennsylvania Ave., NW
Suite 301
Washington, DC 20006
(202) 296-2810
The National Association of Waterfront Employees (NAWE), formerly the
National Association of Stevedores, is a Washington, D.C.-based trade
association whose purpose is to promote, further, and support the privately-
owned (non-government) stevedoring, marine terminal, and related
industries of the United States, its territories and possessions. Member
companies do business at over 110 U.S. ports on the Atlantic and Pacific
coasts, the Gulf of Mexico, the Great Lakes, the States of Alaska and
Hawaii, and the Commonwealth of Puerto Rico.
NAWE serves as a clearinghouse for industry information; provides a
forum for members to exchange ideas and discuss mutual concerns; gives
legal and technical help and advice to members; and acts as a spokesman
to explain the industry, its concerns and its interests before Congress,
federal agencies, and other groups and associations.
National Cargo Bureau, Inc.
30 Vesey Street
New York, New York 10007
212-571-5000
The National Cargo Bureau, Inc. promotes the safety of life at sea through
the inspection and certification of shipboard cargo handling gear and the
safe loading, stowage, securing, and unloading of cargo on all vessels.
NCB promotes and enforces the application of uniform standards designed
to protect cargo, vessels, and personnel.
The National Industrial Transportation League
1700 N. Moore Street
Suite 1900
Arlington, VA 22209-1904
703-524-5011
The National Industrial Transportation League (NITL) is a shippers'
association that represents businesses of all sizes and commodities using all
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modes of transportation to move their goods in interstate and international
commerce.
National Waterways Conference, Inc.
1130 17th Street, NW
Washington, DC 20036
(202) 296-4415
The National Waterways Conference, Inc. works to ensure the wisest
management of America's waterways. The Conference brings together
farming, mining, manufacturing, refining, shipping, and other economic
sectors that rely on ports, waterway transportation, and flood protection.
Leaders of nearly 400 businesses, industries, cooperatives, state and local
public agencies, utilities, ports, and terminals actively participate in the
conference.
Passenger Vessel Association
808 17th Street, NW
Suite 200
Washington, DC 20006
202-785-0510
The Passenger Vessel Association (PVA) is comprised of the operators and
suppliers of U.S. flagged commercial vessels that carry passengers for hire.
PVA has an active government relations program, conducts an annual
convention and regional meetings, and produces a newsletter and other
publications.
Transportation Institute
5201 Auth Way
Camp Springs, MD 20746
301-423-3335
The Transportation Institute is dedicated to maintaining a strong American
merchant marine and a fully integrated national transportation network.
The institute is composed of American-flag shipping companies engaging
hi the nation's foreign and domestic shipping trades and in barge and
tugboat operations.
United States Chamber of Shipping
900 19th, Street, NW
Suite 850
Washington, DC 20006
(202) 775-4399
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The United States Chamber of Shipping (USCS) represents 21 U.S.-based
companies which own, operate, or charter oceangoing tankers, container
ships, and other merchant vessels engaged in both the domestic and
international trades. USCS also represents other entities which maintain
a commercial interest in the operation of such oceangoing vessels.
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IX. RESOURCE MATERIALS/BIBLIOGRAPHY
For further information on selected topics within the water transportation industry, a list of
publications is provided below.
General Profile .
American Waterways Operators, and the National Association of the Inland and Coastal Tug
and Barge Industry. Some Facts You should Know From America's Inland and Coastal
Barge and Towing Industry.
Dun & Bradstreet. Market Marketing Center, www.dnb.imarketinc.com/anly/reports. April
1997
Eno Transportation Foundation, Inc. Transportation in America. 1994.
U.S. Corps of Engineers. The U.S. Waterway System-Facts. December 1996
U.S. Corps of Engineers. Waterborne Commerce Statistics Center, www.usace.army.mil.
U.S. Department of Transportation. Report to Congress on the Status of the Public Ports of
the United States 1990-1991. Maritime Administration. December 1992.
U.S. Environmental Protection Agency. 7993 Screener Questionnaire of the Transportation
Equipment Cleaning Effluent Guidelines. Office of Water, Engineering and Analysis
Division. Washington, D.C. 1994.
U.S. Environmental Protection Agency. Enforcement and Compliance Assurance
Accomplishments Report, FY1995. Office of Enforcement and Compliance Assurance
(EPA-300-R-96-006). 1996.
U.S. Environmental Protection Agency. Enforcement and Compliance Assurance
Accomplishments Report, FY 1994. Office of Enforcement and Compliance Assurance
(EPA-300-R-95-004). 1995.
U.S. Environmental Protection Agency. Enforcement Accomplishments Report, FY 1993.
Office of Enforcement (EPA/300-R94-003). 1994.
U.S. Environmental Protection Agency. Enforcement Accomplishments Report, FY 1992.
Office of Enforcement (EPA/230-R93-001). 1993.
U.S. Environmental Protection Agency. Preliminary Data Summary for the Transportation
Equipment Cleaning Industry. Office of Water Regulations and Standards. Washington,
DC. September 1989.
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U.S. Office of Management and Budget. Standard Industrial Classification Manual.
Executive Office of the President. Washington, DC. 1987.
Process Descriptions
Anonymous. Types of Pollutants Encountered." In Oil Transportation by Tankers: An
Analysis of Marine Pollution and Sanitary Waste. Office of U.S. Congress.
Brummage, K.G. "What is Marine Pollution?" In Symposium on Marine Pollution. The
Royal Institution of Naval Architects. 1973.
Clean Water Trust. "Current Clean Water Trust Projects." www.boatus.com/cwtcurr.htm.
Florida Department of Environmental Protection. Florida "Clean Marina:" Draft Best
Management Practices (Version 3). Office of Waterway Management.
www.dep.state.fl.us/law/clean-marina/bmps/bmpbk3.html.
Florida Department of Environmental Protection. Florida Clean Marina Program
Development. Office of Waterway Management, www.dep.state.fl.us/law/clean-
marina/papers/imipaper. html.
International Maritime Organization. Code for the Construction and Equipment of Ships
Carrying Dangerous Chemicals in Bulk. London, England. 1980
Kemp, P. (Editor). Encyclopedia of Ships and Seafaring. Crown Publishers, Inc New
York. 1980.
National Research Council. MRIS Report: A Synthesis of Current Information on Treatment
and Disposal of Vessel Sanitary Wastes. National Academy of Sciences-National
Academy of Engineering. Washington, DC. July 1971.
Rhode Island Coastal Resources Center. Environmental Guide for Marinas: Controlling
Nonpoint Source and Storm Water Pollution in Rhode Island -Best Management Practices
for Mannas, www.seagrant.gso.uri.edu/riseagrant/waste-source.html.
U.S. Department of Transportation. Report on Port and Shipping Safety and Environmental
Protection (Quarterly Report Number 36). Maritime Administration. July 1995.
U.S. Department of Transportation. The U.S. Stevedoring and Marine Terminal Industry
Maritime Administration. January 1993.
U.S. Environmental Protection Agency. Guides to Pollution Prevention: The Marine
Maintenance and Repair Industry. Office of Research and Development (EPA/625/7-
91/015). October 1991.
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U.S. Government Accounting Office. Maritime Industry: Cargo Preference Laws-Estimated
Costs and Effects (Chapter Report, November 30, 1994, GAO/RCED-95-34).
Unknown.. Marine Environmental Engineering Handbook.
Unknown. "Safety Guidelines for Tank Vessel Cleaning Facilities." American Waterways
Shipyard Conference. Arlington, Virginia. June 1992.
Regulatory Profile .
Congressional Research Service. CRS Report for Congress: Summaries of Environmental
Laws Administered by the Environmental Protection Agency. 93-53 ENR. January 14,
1993.
Environmental Law Institute. Environmental Law Deskbook. Washington, DC. 1989.
International Maritime Organization. The International Convention for the Prevention of
Pollution from Ships, 1973, as modified by the Protocol of 1978.
hanara.Ionaritime.ac.kr/~soonkap/irno/Marpol.htm#Bkground.
Additional Pollution Prevention Resources
Fact Sheet - FCAD-L California, Plus Fact Sheet - Minnesota and Michigan FM10-2-9.
Office of Research and Development, 1990.
Guides to Pollution Prevention - The Mechanical Equipment Repair Industry, Office of
Research and Development, EPA/625/R-92/008. September, 1992.
Guide to Cleaner Technologies - Cleaning and Degreasing Process Changes, Office of
Research and Development, EPA/625/R-93/017, February 1994.
Guide to Cleaner Technologies - Alternatives to Chlorinated Solvents for Cleaning and
Degreasing, Office of Research and Development, EPA/625/R-93/016, February 1994.
Project Summary - Onsite Solvent Recovery, Office of Research and Development,
EPA/600/SR-94/026, March 1994.
Guide to Cleaner Technologies - Organic Coating Replacements, Office of Research and
Development, EPA/600/R-94/006, September 1994.
Guide to Cleaner Technologies - Alternative Metal Finishes, Office of Research and
Development, EPA/625/R-94/007, September 1994.
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Project Summary - Pollution Prevention Opportunity Assessment, U.S. Coast Guard Aviation
Training Center, Mobile, AL. Office of Research and Development, EPA/600/SR-94/156,
September 1994.
Project Report - NASA Langley Research Center and Tidewater Interagency Pollution
Prevention Project Program. Office of Research and Development, EPA/600//R-94/171
September 1994.
Project Summary - Pollution Prevention Opportunities Assessment, U.S. Naval Base, Norfolk
Naval Air Station, Office of Research and Development, EPA-600/SR-95/135, September
1995.
Environmental Research Brief - Pollution Prevention Assessment of Manufacturing of Aircraft
Landing Gear. Office of Research and Development, EPA 600-S-95/032, August 1995.
Program Summary - Parts Washing Alternatives Study, U.S. Coast Guard, Office of Research
and Development. EPA-600-SR-95/006, February 1995.
Demonstration of Alternative Cleaning Systems, Office of Research and Development
EPA/600/R-95-120, August 1995.
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APPENDIX A
INSTRUCTIONS FOR DOWNLOADING THIS NOTEBOOK
Electronic Access to this Notebook via the World Wide Web (WWW)
This Notebook is available on the Internet through the World Wide Web. The EnviroSenSe
Communications Network is a free, public, interagency-supported system operated by EPA's Office
of Enforcement and Compliance Assurance and the Office of Research and Development. The
Network allows regulators, the regulated community, technical experts, and the general public to
share information regarding: pollution prevention and innovative technologies; environmental
enforcement and compliance assistance; laws, executive orders, regulations, and policies; points of
contact for services and equipment; and other related topics. The Network welcomes receipt of
environmental messages, information, and data from any public or private person or organization.
ACCESS THROUGH THE ENVIROSENSE WORLD WIDE WEB
To access this Notebook through the EnviroSenSe World Wide Web, set your World Wide
Web Browser to the following address:
http://es.epa.gov/comply/sector/index.html
or use
WWW.epa.gOV/OeCa - then select the button labeled Industry and Gov't
Sectors and select the appropriate sector from the
menu. The Notebook will be listed.
Direct technical questions to the Feedback function at the bottom of the web page or to
Shhonn Taylor at (202) 564-2502
Appendix A
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