Pier 400 Existing Emissions
There is currently no development on the proposed Pier 400, Berth 408 Project site. Consequently, there are currently no emissions associated with the proposed project area. The shipping company Maersk/Sealand currently operates a container terminal on Pier 400, unrelated to the proposed Pier 400, Berth 408 Project.
Construction Emissions
Construction of the proposed Pier 400, Berth 408 Project would generate pollutant emissions due to exhaust from construction equipment, on-road vehicles, and fugitive dust. The primary construction activities include the following:
- Construction associated with laying of pipe
- Construction associated with berth and tank farm
Some trucks will be used for transporting construction material and equipment to and from construction staging areas. Construction contractors will comply with SCAQMD Rule 403 by implementing Rule 403 Best Available Control Measures (BACMs) during earth-moving activities.
Operational Emissions
Operation of the proposed Project would generate air emissions from various sources and activities, including the following:
Tanker Propulsion
Tankers come in varying designs and types. Today’s fleet is predominantly driven by very large two-stroke diesel engines combusting heavy fuel oil (HFO). A small number of vessels are still propelled by steam. An even smaller number of crude oil tankers (less than 10) are diesel propelled and electric pumping tankers. Cruising and maneuvering emissions are created by the combustion of HFO in the propulsion engines during the entire voyage until the time the vessel is docked. During maneuvering, propulsion engines operate intermittently to enable the vessel to move at low speeds.
Tanker Hoteling/Auxiliary Operations
The hoteling load on a vessel is the load associated with electrical generation and comfort heating. Auxiliary generators, which are typically large 4-stroke engines, usually accommodate this type of load using heavy fuel oil (HFO) as their fuel source. This project will mandate that incoming vessels use marine diesel oil (MDO) in the auxiliary generators once the vessels reach California coastal waters. These generators are used continuously, providing all electrical energy to the vessel both at sea and when at berth. During propulsion operations, electrical energy is critical for operation of navigational equipment, communications equipment, and equipment controls, as well as for all other on-board electrical requirements. Similar loads are placed on the electrical system while at berth, including increased load to support offloading operations.
The number of auxiliary generators used is dependent upon the mode of operation. A single auxiliary generator is always active in cruising mode. A second auxiliary generator is brought online and left in idle mode when a vessel prepares to enter port in order to back up the primary generator as more sensitive operations are underway, as well as to prepare the vessel for subsequent offloading operations.
Off-Loading Using On-Board Boilers
Unlike container vessels, a crude oil tanker must provide the energy and equipment to offload its cargo. Nearly all vessels in the world fleet today use steam-turbine-driven pumps to discharge the cargo to the onshore receiving facilities. Tankers are capable of pumping crude oil 5 to 10 miles inland, if necessary. Onboard boilers, typically using HFO, provide the steam needed for this operation.
Tug Boats in the Port
Two to four tugboats would be used to assist the vessel to the dock. The tugboats would use MDO in onboard diesel engines.
Storage Tanks
Tanks will be used to store the crude oil which is pumped out of each vessel. The storage tanks will be filled while the vessel is offloading, store the crude oil until the customer who owns the material needs it, and then be emptied when the customer requests the crude oil. Volatile organic compound (VOC) emissions will be released as these tanks are filled and emptied. The Project proposes a total of 16 internal floating roof storage tanks located on two tank farms. An additional 15,000-barrel fueling tank (dock-side fueling system) will be located at the dock for MDO storage. All tanks will comply with South Coast Air Quality Management District (SCAQMD) best available control technology (BACT) requirements.
In order to minimize tank emissions, each storage tank will be connected to a tank vapor recovery and incineration system which collects and destroys fugitive vapors. These vapors are only produced when the tank roof is on the tank legs (e.g., the roof is not floating) or when the tank is being refilled. This landing of the tank roof only occurs when the tank is being emptied and a customer’s crude oil is being moved out of the tank. Vapor recovery units are proposed at each tank farm.
Onshore Fugitive Emissions from Valves, Flanges and Pumps
Movement of petroleum products through piping and pumps results in small, unintentional VOC leaks. The project will have various piping, pumps, and other components both at the marine terminal and at the tank farms that are sources of fugitive emissions and as such are expected to result in fugitive VOC emissions from valves and flanges. The project will be constructed using components that are considered BACT by the SCAQMD, thereby minimizing these fugitive emissions and will comply with SCAQMD rules regulating fugitive emissions from such equipment.
Vehicular Emissions
The project will generate very little vehicular traffic. No more than 20 employees will commute to work at the berth and the tank farms, and minimal truck traffic will occur to bring provisions to the berth. All crude oil and partially refined crude oil will leave the facilities via pipeline with no overland trucking. Pacific L. A. Marine Terminal LLC is committed to using propane or LPG for company vehicles.
