Marine Highway Transport of Toxic Inhalation Hazard Materials (2012)

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32 Existing Fleet—Inland Ammonia All existing anhydrous ammonia barges are of semi- pressurized design, carrying liquefied anhydrous ammonia under pressure at −28°F in tanks built to about 40 psi test pressure. This design is analogous to semi-refrigerated LPG carriers, in which the pressure rating of cargo tanks can be less since cargo pressure is much reduced due to low temper- ature, in contrast to cargoes kept in a liquid state by pressure alone. The inland distribution system is limited, therefore, by the availability of terminals that can handle refrigerated cargo. Additional limitations are the requirements for spe- cialized crews and a licensed ammonia tankerman on towing vessels at all times. Carrying capacity of a typical ammonia barge is about 2,500 short tons. Usually, two or three ammonia barges are operated together in a single string as a unit tow with a dedi- cated towboat. Kirby Inland Marine operates 12 barges out of an industry- wide fleet of 33 anhydrous ammonia barges. Other market participants include Southern Towing (Memphis, Tennes- see) and Duvall Towing (Lake Charles, Louisiana). Table 9 shows the breakdown of the current fleet. The ammonia barge fleet is rather aged, but there appear to be no plans to add to or replace any units in the fleet. Mar- ket forces determine vessel demand, and the economics do not support new construction. Figure 14 shows an ammonia barge tow in operation. Chlorine The researchers were only able to identify two chlorine shippers. They are both manufacturers using their own equip- ment. The tug companies involved are TVT and American Commercial Lines. There are currently no commercial move- ments of chlorine by water in for-hire vessels. Liquid chlorine barges are of fully pressurized design—cargo is kept in a liquid state by pressure alone, at ambient tempera- ture. Typical pressure in cargo vapor space while underway is 90 to 100 psi. Chlorine barges are standard size (195 ft × 35 ft), double skinned, with independent pressure tanks mounted on saddles within a hopper. Either four or six tanks are mounted on each barge, with a total carrying capacity of 1,100 tons per barge. Pressure tanks are tested to 450 psi and are con- structed of 1³⁄8-inch mild steel. Tanks are unlined. Cargo is loaded and discharged by pressure—there are no self- contained barge pumps. Valves and shutdown devices are air actuated and shut when air pressure is removed. Chlorine barges are typically operated in linehaul service, that is, they are placed in mixed tows with other barges carrying other cargoes. Dedicated towboats are generally not utilized. Barges are drydocked every 3 years and comply with both U.S. Coast Guard rules and Chlorine Institute guidelines. Table 10 shows the composition of the current chlorine barge fleet. Shipyards report that there has been some recent exploratory interest in replacing older chlorine equipment, with no serious inquiries at present. Existing Fleet—Coastwise There are no Jones Act vessels engaged in the coastwise shipment of either chlorine or ammonia. The U.S. Maritime Administration (MARAD) provided the researchers with a list of Jones Act vessels that included 56 tankers (see Appen- dix A). Of these 56 tankers, 10 have already been broken up, 6 are scheduled to be broken up, and 1 is laid up. Thirty-eight are engaged in shipments for refinery operations, and one is in the molten sulfur trade. Of the 38 tankers, the researchers were only able to identify 2 that might be suitable for use in TIH shipments, but they would most likely require sig- nificant modifications—additional research is required. Even without the research, it is apparent that there is a lack of Jones Act equipment to conduct any significant shipping of TIH materials in a coastwise trade. C H A P T E R 5 Vessel Requirements

33 The researchers investigated the existing fleet of articu- lated tug/barges (ATBs) and did not find any that would be capable of carrying anhydrous ammonia or chlorine. Appen- dix B provides a list of the ATBs that are included in Lloyd’s Register. Rail and Truck Fleets As of September 30, 2011, the North American tank car fleet is made up of 314,956 privately owned tank cars. These tank cars make up 16 percent of the entire 1,951,593-car fleet (68). Only about one-fourth of the tank car fleet is approved for use with TIH chemicals. One source estimated the num- ber of ammonia tank cars at 6,000 in 2006 (69). Given the relative stability of this market, it is reasonable to assume that this number was roughly the same in 2011. There are no pub- licly available statistics on the number of tank trucks available for hazardous materials shipments. Functional Requirements Marine ammonia terminals must be capable of receiv- ing and holding anhydrous ammonia in a refrigerated state, loading out to refrigerated barges, and reheating ammonia to feed non-refrigerated pipelines, rail cars, and trucks. The cost of establishing a new terminal facility would be $18 to 20 mil- lion, assuming a site with a dock but without a control room, piping, or required diking around tanks. The site would also have to have a scale, road access, permits, and so forth. Table 9. Composition of ammonia barge fleet. Company Barge No. Capacity (Short Ton) Year Built Kirby Kirby 20850 2098 1966 Kirby Kirby 20851 2098 1965 Kirby Kirby 21850 2208 1965 Kirby Kirby 21851 2203 1965 Kirby Kirby 21852 2212 1967 Kirby Kirby 21853 2213 1967 Kirby Kirby 21854 2202 1969 Kirby Kirby 21857 2642 1967 Kirby Kirby 23850 2902 1967 Kirby Kirby 23851 3033 1967 Southern Towing A-1 2500 1966 Southern Towing A-2 2500 1966 Southern Towing A F 12 2500 1965 Southern Towing A F 13 2500 1965 Southern Towing A F 14 2500 1967 Southern Towing A F 15 2500 1967 Southern Towing STC 2502 2500 1964 Southern Towing STC 2503 2500 1964 Southern Towing STC 2505 2500 1966 Southern Towing STC 2507 2500 1966 Southern Towing STC 2508 2500 1967 Southern Towing STC 2509 2500 1968 Southern Towing STC 2510 2400 1967 Southern Towing STC 2602 2500 1966 Southern Towing CF 101L 2600 1966 Southern Towing CF 102T 2800 1966 Southern Towing CF 103L 2800 1966 Southern Towing CF 104T 2800 1966 Southern Towing CF 105B 2874 1967 Southern Towing CF 106B 2874 1968 Devall Towing EIDC 53 2500 1967 Devall Towing EIDC 57 (DCBL 57) 2350 1967 Port Arthur Towing PATCO 50 1800 1967 AVERAGE 2488 1966 Figure 14. Ammonia barge tow. Photo by William Alden III

34 Depending on the location and the type of handling desired, the requirements for an ammonia terminal can vary significantly. Table 11 shows the range of typical ammonia distribution facility characteristics. The third type, “Local Distribution, Dealers,” is the type that would typically be constructed at a barge terminal. Figure 15 shows an ammonia distribution facility using 30,000-ton storage tanks (a common size for ammonia storage). Chlorine shipments at the present time are being delivered directly to the user and are being moved into the industrial process immediately upon arrival; therefore, a storage termi- nal is not necessary. Because of the difficulties and hazards of storing large amounts of chlorine, the development of a storage terminal is highly unlikely. Conclusions on Vessel Requirements The construction of ammonia and chlorine barges for inland waterways is highly standardized. Any advances in design will likely be incremental—for example, improved designs for valves and fittings or larger vessels offering econ- omies of scale, if traffic volume supports it. Towboat pro- pulsion systems continue to evolve. Revolutionary change in transportation technology for TIH is unlikely, however. Ammonia barges are semi-pressurized, carrying cargo at zero pressure and -28°F. There is currently not enough demand to build new ammonia barges. If such barges were Table 10. Composition of chlorine barge fleet (67). Company Barge No. Year Built Olin Corporation OL 654 1100 1978 OL 655 1100 1979 OMCC 651 1110 1964 OMCC 652 1108 1964 SBI 601 1110 1958 SBI 602 1110 1958 SBI 603 1110 1958 PPG Industries PPG 400 1100 1964 PPG 401 1100 1964 PPG 402 1100 1964 PPG 403 1100 1966 PPG 404 1100 1966 PPG 405 1100 1966 PPG 406 1100 1966 PPG 407 1100 1967 PPG 409 1200 1996 PPG 410 1100 1966 PPG 411 1116 1966 RD OSUCHA 1200 1996 Capacity (Short Ton) Location Type of Storage and Regulation Locations with > 10,000 lb Risk Management Program (RMP) Rule 40 CFR 68 Process Safety Management (PSM) Rule 29 CFR 1910.119 Producing Plants & Large Distribution Terminals Refrigerated Storage ~ 30,000 tons @ < −28 ºF, 15 psi Local Distribution, “Dealers” Pressure Tank ~ 30,000 gal 265 psi minimum design & local municipal codes Farms Nurse Tank ~ 1,000 gal 265 psi minimum design Table 11. Types of anhydrous ammonia storage (69). Figure 15. Example of an ammonia terminal (70).

35 to be ordered, they would cost approximately $14 million per barge (with a capacity of 2500 tons) and take approximately 10 to 11 months to build. Chlorine barges are of semi-pressurized design, carrying liquefied chlorine under pressure at -28°F in tanks built to about 40 psi test pressure. The barges are a standard size (195 ft × 35 ft), double skinned, with independent pressure tanks mounted on saddles within a hopper. Either four or six tanks are mounted on each barge, with a total carrying capac- ity of 1,100 tons per barge. Only two chlorine barges in use today were constructed after 1996. Due to the highly uncer- tain nature of market conditions, there is very little demand for new construction. If new barges were to be constructed, they would cost approximately $6 million and take approxi- mately 7 to 8 months to build. There are no Jones Act vessels available for coastwise car- riage of ammonia or chlorine. There is no reason to expect any ammonia or chlorine vessels to be constructed in the United States due to the regulatory, safety, and economic aspects of production and distribution, which would make coastwise movements highly unlikely, as explained elsewhere in this report.