Saturday, December 17, 2011

You Can Be a Cruise Ship Owner Even If You Are Not Rich

!: You Can Be a Cruise Ship Owner Even If You Are Not Rich

Unlike fractional ownership of aircraft and houseboats, fractional owners of a cruise ship can all use the ship simultaneously. There is plenty of room for you and the other owners to live on the ship any time you want, or all the time. You can use it as a full-time residence, and so can the other co-owners.

The first obvious benefit of shared ownership is acquisition cost. There are many cruise ships on the market in all price ranges, sizes, ages, and conditions. There are many smaller and older cruise ships available for less than one million dollars. At the lower end, some smaller cruise ships in fair condition can be acquired for about 0,000. At the highest end, the biggest new mega cruise ships now cost about 0 million to build.

Do the math. If one hundred buyers pool resources in exchange for a percentage of ship ownership, the acquisition cost will be divided by that same number. One percent ownership of a 0,000 cruise ship would cost a mere 00 for ship acquisition. At the other end of the scale, one percent ownership of a brand new mega cruise ship would cost five million dollars.

There are some other figures that must be tabulated into the total cost of ownership. Acquisition cost is first and foremost. The next figure is the cost to put the ship in service. On an older ship this cost may be higher than the acquisition cost. On the other hand, the cost to put a ship into service can be much lower if you were to get a good deal on a ship that already meets the international standards for ship safety, especially SOLAS (Safety of Life at Sea). Maintaining compliance with Chapter II SOLAS 74 amendments is cost prohibitive for some older ships and they are typically scrapped instead of being refurbished at great expense. There is a very important SOLAS implementation date coming up on January 10, 2010. On that date all commercial international ships will be required to be in compliance with the new fire safety codes. The most important new codes deal with the use of combustible materials in the ship. It will be expensive to replace all combustible materials in ships with non-combustible or flame resistant SOLAS compliant materials that meet the new safety standards. This will result in many ships being sold for scrap metal.

The looming SOLAS 2010 implementation date offers both perils and opportunities. The biggest peril is the possibility that the expense to bring a ship into full compliance with international standards will be greater than the value of the ship. However, there is a silver lining in this cloud. This pending SOLAS implementation date has already started to show up as a primary factor in the asking and selling prices of ships on the market today.

SOLAS 2010 also offers a tremendous opportunity for those who may prefer to have a very large houseboat instead of a commercial ship. Ships that are not in compliance with SOLAS 2010 are now selling for a song (inexpensively). A cruise ship can easily be converted into a megayacht with the stroke of a pen. Privately owned yachts, not in commercial service, and not carrying passengers or cargo for hire are exempt from many of the SOLAS requirements. Operating costs are also lower for a private yacht. It cost less to register, flag, and insure a private yacht. Megayachts can be flagged and classified for unlimited service. That means that a megayacht can go practically anywhere you want it to go. There is one major drawback to registering a cruise ship as a private yacht. You cannot use the yacht commercially. This cuts off a potential revenue source.

There are many decent cruise ships for sale at prices of less than one million dollars that would make good private megayachts. For example, take the 'VERGINA SKY' is a ship that I have personally inspected and so I can talk first hand about it. The asking price was 0,000. Here are the specifics of the ship in a nutshell:

Current Name: Vergina Sky

Ship Details: Built: 1971 in Japan - totally rebuilt 1992 in Greece

Dimensions: LOA 97.8m x LBP 82m x beam 14.6m x draft 4.49m Dwt: 500 on 4,49 GT/NT: 4,668 / 1,717

Description: Pielstick 2 x 8400bhp, twin screw, bow thruster, 3 x 500kw generators, 16 knots, 2 saloons, restaurant, 3 bars, casino, duty free shop, disco, swimming pool, 120 cabins for 318 guests. Lying Greece

My Comments after inspecting the ship

This is a well built little 'Pocket Cruiser.' At just over 320' in length overall, it is a small cruise ship. Many experienced cruise passengers prefer smaller more intimate cruise ships for a variety of reasons. This ship can go places where the big cruise ships cannot reach, such as shallow draft ports and even many rivers. It has an omni-directional bow thruster and can turn on a dime (relatively speaking of course). I have carefully examined this ship from the engine log to the ultrasound hull report. This is a sound and safe little cruise ship. It is also a very fuel efficient and economical ship. My first time on this ship was in the middle of the summer in Greece when it was very hot outside. The ship is fully air conditioned and it was cool and comfortable inside the ship. I checked the engine room to see how many generators were running. I am happy to report that all the electric and air-conditioning requirements can be met by running just one of the three Daihatsu generators. These generators are very economical to operate in terms of fuel consumption and maintenance.

I was able to negotiate with the owner, John Kosmas and get some concessions. I got the price down to 0,000. And at that price, he agreed to bring the ship into compliance with SOLAS 2005 and also to include new paint topside. The ship was fairly well furnished even including bed linen, but the ship had been laid up for years. Its most recent service was in the Mediterranean and Black Seas. Cruise ships that trade exclusively in the Mediterranean and Black Seas tend to have smaller cabins and fewer amenities than the typical cruise ships that frequent the Caribbean. The bottom line is that this ship was an economy model, not a luxury model. When I was inspecting the engine room, I asked for the engine log. When I opened it I noticed all the entries were in Greek. I was able to discern some dates and other data that told me when the ship was last in service, but I could not read the Greek entries so I handed the engine log back to the ship owner, and told him "It's all Greek to me." Being Greek, Mr. Kosmas failed to find the humor in that.

Let's look at the numbers on this ship. 100% of the acquisition cost would have been 0,000. 1% thus = 00. One hundred buyers could own one percent each. There are 120 cabins so each co-owner could have a private cabin with 20 cabins left over. However, these cabins are a bit on the small side. Every cabin does have a bath and shower, but the size is just too small to be comfortable for most people, especially if the owners intend to live onboard full time. On a ship this size I would recommend that there be no more than 60 joint owners so each can have two cabins and will have the option of converting those two cabins into a two room suite. To keep the numbers simple lets say that this ship has 50 buyers who each buy 2% of the ship. Buy in cost per owner would then be ,000. If there were only ten buyers, then the acquisition cost per buyer would be ,000. ,000 will not buy much of a house on land, but on this ship it would buy 10% of a ship like the Vergina Sky and twelve cabins that could be converted into a fairly large home.

At the economy end of the scale, a co owner could buy 1% of an economical cruise ship for about 00. However it is not necessary for all co owners to have equal shares in the ship. Ownership can easily be divided up into 1% increments. If one buyer wanted 5%, then his cost of acquisition would be ,000. He would be entitled to 5% of the ship's cabins, and would have five votes on operations and management of the ship, such as itinerary planning.

Before becoming a joint owner, it would be imperative to find other people who have similar goals. I would suggest composing a preliminary DCCR (DECLARATION OF
COVENANTS, CONDITIONS AND RESTRICTIONS). You can do this before you even shop for a ship. Write your version of how you envision the shared ownership of a cruise ship as it should be. Then see if you can find some people who agree with your goals and your DCCR, subject to some revisions and concessions to accommodate other joint owners.

Step One: Determine if you and your family have the desire and financial capability to become joint cruise ship (or megayacht) owners.

Step Two: Find others who agree with your concept for shared ownership of a ship.

Step Three: Shop for a ship. This is the fun part.

Step Four: Buy a ship.

Step Five: Put the ship into service.

Even if you are not rich, you can afford to jointly own a cruise ship. But then comes the next logical question: Why would you or anyone want to live on a cruise ship? Who would this be suitable for?

If you are retired or otherwise have a stable income from a dependable source you probably can afford to be a cruise ship co-owner and live full-time onboard a cruise ship. If you work in a field where you can work from home online, then you too can probably afford to become a co-owner of a cruise ship. Most modern ships have satellite Internet service available 24-7.

Operating a cruise ship is expensive. The expenses include the cost of fuel, labor, maintenance, repairs, spares, food, port charges, insurance, technical management, shore management, registration, and the other costs of operating the ship. At first glance these costs may seem expensive, but in reality the cost of living at sea is actually a bargain considering what you get based upon what you pay. The best value does not always translate to the cheapest price. If the ship is well managed, the management will seek the highest quality goods, services, and labor at the very best global value. If the owners are dissatisfied with either technical or shore management, they replace them.

If there are many other co-owners of the ship to split the operating expenses of the ship, it can be affordable for those with a moderate level of income, such as a retirement check. I do have specific operating cost figures but I won't bore you with that data. The bottom line is that it would not be prohibitively expensive for a middle-class average person to be able to afford to own a fraction of a cruise ship and be able to afford to live on the cruise ship full-time if they elect to do so.

For comparison purposes it is noteworthy that you have expenses in land based housing too. Those expenses include property taxes, homeowners insurance, maintenance and repairs, yard care, and utilities. Additionally you have transportation costs and of course food costs. Most people also spend money on entertainment too. When these expenses are added up the maintenance fees for living aboard a ship are comparable.

There are actually some savings resulting from living aboard a ship. The ship's executive chef buys food and kitchen supplies in bulk for the ship and can get better prices than the average shopper. Other savings result from the large freezers and the mobility of the ship giving the food service management the ability to stock up on supplies in countries where prices are low. Some crew and owners may choose to fish for leisure. This can supply some fresh food at even lower costs to the owners. Labor savings are realized when the crew is hired based upon the best global labor rates. The laws of supply and demand drive prices down in some places in the world. Proper ship management can capitalize on these disparities. All the savings would be passed on to the cabin owners resulting in an economical cost of living similar to what you could expect to spend with a conventional home. Ship management should have accounting transparency will all books (financial records) open and available for any owner to inspect. Also ship management should submit all financial records quarterly to an outside auditor for the peace of mind of the owners. Anybody in the chain who spends any of the ship's operational funds should also be periodically audited. For example, a good way to audit the executive chef would be for one or more of the live-aboard co-owners of the ship to go to the food market district of each port of call and they should try to haggle and get a better price for the same food than the price the executive chef was able to acquire. If the executive chef cannot find better deals than the ship's co-owners, then the executive chef should be given his walking papers. The executive chef position is a vital position on a cruise ship. This is a position of trust because he will bill the food he buys to the ship. He must never be tempted to accept bribes from vendors or suppliers. Therefore, he should know that he will be routinely audited and any substandard performance will result in termination of his employment.

The biggest value of all onboard cruise ship is in labor costs. The better cruise ships tend to be labor intensive, providing passengers with unrelenting attention and extravagant pampering. The hotel staff on all cruise ships provides the basic services including food preparation and serving, laundry, cabin stewarding, entertainment, casino operation, beauty shop operations, This is one area where I would prefer to not scrimp because of the very good value in these services due to the low cost of international labor. I would prefer to go beyond the level that most cruise ships go in the area of spas. Land based luxury and specialty resort spas are very expensive, but the exact same level of service, professionalism, skill, and treatments can be provided on a cruise ship at extremely low cost. Labor is the key and the primary reason for most of the expense of spas. Labor is a tremendous value on a cruise ship because the cruise ship managers can choose workers from the global marketplace where it is easy to get the best value for the money.

Spas

Spa treatment is customized for each client. Spas commonly offer services such as:

Soothing massage therapies, skin and body treatments drawing from European and Eastern principles, expert hair and nail services, and a full menu of therapeutic treatments utilizing a deep-cleansing facial at the start of the program, as well as a series of detoxification and contouring wraps, lypo-reduction wrap, as well as marine mud and herb wraps. Massage Therapies including: Swedish Massage, Shiatsu Massage, Deep Tissue Treatment, Maternity Massage, Therapeutic Foot Massage (Reflexology), French Hydrotherapy Massage.

The healing therapies include a variety of massages, reflexology, facials, firming and many other body treatments. Plus a wide variety of services and wellness programs specially designed to meet the individual's needs and desires. A full service salon offers all manner of hair treatments (including a certified colorist), as well as a variety of manicures, pedicures, and 'facelifts' for your hands. Extensive skin care includes: Age Management Therapies including, Glycolic Facial, Anti-Aging Facial Peel, Microdermabrasion; Facials including: Aromaplasty Facial, Teen Facial, Gentleman's Facial, Nutrisource Facial, Regulating Acne Facial, Vitamin "C" Skin Renewal Facial; Body Treatments including: Decleor Sauna Mask, French Hydrotherapy Massage, Andromeda Salt Glow, Mummy Mud Mask, Seaweed Body Wrap, Safe Sun Treatment, Herbal Wrap; as well as various hair and nail treatments.

Additionally, spas also can facilitate weight reduction programs, and even administer physical therapy. In short, you can be treated like a king, on the budget of a pauper.

Labor Costs - International competition provides the most value to the ship owners.

On paper it seems to make good sense to man the ship with a Philippine crew. I love the Philippines. I have been there several times. English is still widely spoken and usually spoken quite well. The people are usually friendly and happy to see foreign tourists. A large percentage of ships worldwide are manned by crews from the Philippines. The Philippine government has a pretty good structure and system to facilitate the export of Philippine labor. In spite of how attractive it seems on paper, I would recommend NOT hiring a crew from the Philippines. Philippine workers tend to be envious of others, and especially of everybody else's wages. They tend to think they are getting the raw end of the deal. It is rare to find a Filipino who is happy with his employment. While I am sure there are many good employees from the Philippines, there are more who are dissatisfied than satisfied with their employment. There seems to be a cultural anomaly in the Philippines where people feel that employers are bad guys. I would hesitate to recommend a crew from the Philippines in spite of the apparent advantages on paper.

My recommendation (for what it is worth)

I do know something about what I am writing about here. I am the former President of Adventure Spa Cruise. My advice is not just uninformed ranting. Back to the point now, the second best manning nation for a ship is India. I highly recommend India for the medical staff and the entire hotel staff, including the spa, and every other position except the deck and engineering. The labor costs in India are very attractive. I would also recommend using an Indian based manning agency. It is best if the ship's owners do not have to deal with every employee issue or concern. The manning agency takes the pressure off the ship's management, and their service is very reasonable. Indian employees tend to make better employees than do Filipinos. Indians also speak English, albeit not quite as well as Filipinos. I know Americans tend to get all worked up when someone uses a broad brush to paint an entire ethnicity. I love the people from the Philippines, but as employees they tend to be more problematic than do Indian employees. I realize that this statement is politically incorrect, and these days that might get me thrown in jail. I usually do not worry so much about being politically correct. I call it the way I see I and I let the cards fall where they may, and hope I can stay out of jail for speaking my mind.

All deck and engineering positions should be filled with an all Ukrainian crew. The ship will realize the most value for the money with Ukrainian deck and engineering staff. The Ukraine has a long maritime history and tradition. Maritime training and standards in the Ukraine are among the best in the world. Ukrainian deck and engineering staff are as good as or better than any other, but the cost of their labor is a very good value. The labor for deck officer and engineering staff are governed by international agreements, including STCW (Standards of Training, Certification and Watchkeeping for Seafarers).

Putting a cruise ship into service

After acquiring the ship, it will require some more investment to put it into service. At this point the joint owners will need to reach some agreements on many points. The cost of putting a cruise ship into service as a megayacht (very large private yacht) is much less than putting the ship into commercial service. However, if you can afford to buy a ship can easily meet SOLAS 2010 requirements, and can afford to flag and register it as a commercial ship then you can use the ship commercially to produce income and ROI (return on investment).

There are many marketing options for a commercial cruise ship. If the owners use no more than half the cabins, then that will leave sufficient means to produce enough revenue to at least pay for operating costs, and possibly produce a profit above operating costs. I will just briefly touch on some of the options available for marketing cruise ship capacity.

1. Conventional cruises. There is a trade-off here. You can produce revenue by providing conventional cruises. This will require that the ship have an itinerary that suits the commercial cruising market.

2. Freight and cargo. Some cruise ships have enough cargo capacity to produce some revenue by booking freight.

3. Assisted living. A cruise ship is well suited for assisted living, including crew and facilities. The going rate for assisted living in the average city in America is higher than the average cost of a cruise of the same duration.

4. Timeshares. This is an option not available to conventional cruise ship operators but could be facilitated if your co-owners agree to this type of marketing to fill cabins not used by co-owners. I will not go into the figures here, but timeshares tend to be high profit sales. There is a good chance that if the joint owners use no more than half the ship's cabins for their own personal use, the remaining cabins could easily produce more than the total amount all the joint owners combined have invested.

Ships that would easily meet SOLAS 2010 tend to cost a bit more money to buy up front, and cost more to put into service. So I will give you couple of examples.

The Orient Venus is one of my favorite high-end ships. The specs:

M/V ORIENT VENUS

BUILT: JULY 1990 AT I.H.I.TOKYO

JAPANESE FLAG

JG. NK OCEAN GOING

GRT: 21,884 TONS

DWT: 4,863 TONS ON 6.50 M

LOA x B x D : 174.0x24.0x8.7 M

M/ENG: DIESEL UNITED-12PC2-6V x 2 SETS ,

TWIN SCREW CPP

SPEED: SERVICE ABT21.0 KNOTS / ABT 56.70MT /D

FUEL TANKS CAPA: IFO 1,500.4 M3 /MDO 87.30M3

GENERATOR: 1,600KWxAC450Vx60HZx 3 SETS

ENGINE ROOM M0 SYSTEMS

CRUISING RANGE: ABT 7,000MILE

PASSENGERS: MAX 606 PERSONS

CREW: 120 PERSONS

ABA WOG

DELIVERY: BY ARRANGEMENT

INSPECTION : KOBE.JAPAN

OWNERS PRICE USD 22 MIL net here

My personal assessment of the Orient Venus

It is a late model and beautiful ship. It has many highly desirable attributes for a residential ship. It is a high end luxury cruise ship with an extraordinarily high tonnage to passenger ratio. This is very important for a residential ship. More living room and more space per passenger is far more essential for a residential ship than for a conventional cruise ship. When passengers are only on a ship for a short time, they can tolerate cramped living quarters, but when they live year-round on a ship, the extra space is quite valuable. The owners have been trying to sell this ship for ,000,000. That may seem like a high price, but when you divide it by the number of cabins (195) the asking price per cabin is 2,564. This price is in line with what you would expect to pay for a condominium. The last word I got from the owners is that they will sell the ship for ,000,000 now (,307 per cabin). The cabins are all "outside" cabins and are large. The ship can accommodate 606 passengers and a crew of 120, for a total of 726 people.

Several ship brokers have this ship listed. I usually do not talk to ship brokers. I prefer to talk directly with the ship owners. I am in contact with the owners of the Orient Venus. I could probably get this stunningly beautiful ship for less than ,000,000 today, and get some concessions and extras thrown in to boot.

Another example of a high end ship that would make do well as a commercial cruise ship, plus accommodate a hundred or so full-time live aboard co-owners is the Dream Princess, originally named Song of Norway.

GRT: 22,945

Max Draft: 6.7 M in sea water

Length: 194 M.

Total No. of Cabins: 538

Total No. Of Beds + Berth: 1280

Outside Cabins: 346

Inside Cabins: 192

Cabins size range: SQ. M: 11 -18.

Main Engines: 4 Wartsila Sulzer - 18,000 HP.

Service Speed: 16 Knots.

Public Rooms:

Main Dinning room - "King & I"- about 500 pax.

South Pacific Lounge about 400 pax.

My Fair Lady Lounge about 500 pax.

Bars- 5

Self Service Restaurant on the swimming pool deck

Large Swimming pool

Disco

Casino

Duty Free Shops

Gym

8 passenger decks

extensive outdoor areas

Ship was redecorated / refurbished extensively during 2005.

The asking price on this ship is million USD. Divide the asking price by the number of cabins and the average cost per cabin would be ,620. Of course some cabins are better than others so co-owners would have to agree of the shared usage before agreeing to the purchase.

I have some bad news for the ship owners and some good news for you. This ship will not sell for the asking price.

Fuel

Ship fuel is cheaper than automobile fuel for a few reasons. There are no road taxes on ship fuel of course and also it is different fuel. Ships main engines usually run on IFO180 or IFO380. Generator engines tend to be more finicky and commonly require diesel (MDO), which is still cheaper than automotive diesel. IFO 180 and 380 costs much less than MDO, usually about half the price. Ships consume a lot of fuel. So fuel cost is a major concern. I have some suggestions. If I were a co-owner of a ship I would be willing to invest a little more in the ship to increase fuel efficiency, and thus lower operating costs. There are many things that can be done to increase fuel efficiency. I would start with hull resistance. There is a new silicone-based paint from International Paints that when applied to the hull reduces amount of resistance in the water sufficiently to result in a 3 to 5% decrease in fuel consumption. A similar coating for the propellers also has been proven to increase fuel efficiency.
In addition to hull and prop coatings, there is an even more promising way to achieve dramatic fuel savings.

There is a company called Kiteship that has developed and produces kites for racing sailboats. These sailing kites do not require a mast. The kites fly high above the vessel, attached by cable and controlled from the vessel. Dave Culp of Kiteship has done a technical feasibility study on fitting a very large kite onto a conventional cruise ship. This would dramatically reduce fuel consumption. It would convert a fuel guzzler to a "green machine." This is tantamount to converting a powerboat into a sail boat. The design of a cruise ship limits the amount of sail that a conventional ship can safely accommodate. A cruise ship lacks the ballast of a sail boat. If used in addition to the main engine(s) the kite will increase fuel efficiency. If the kite is used to pull the ship with the main engines shut down the ship's speed will be reduced substantially. However, in this case, not only would the ship save IFO (main engine fuel) but also save MDO (generator engine fuel). If the kite were pulling the ship unassisted by the ship's engines, then the propellers could be used to propel the ship's generators without firing up the diesel generator engines. Even if the ship were traveling very slowly in the water, the propellers would turn in reverse if freed from the main engines. This is a very simple and easy task for the ship's engineer to accomplish. In other words, the ship can be pulled by the kite, and that motion will push the ship's propellers providing power to produce electricity and power the air-conditioning without using any fuel. The trade-off is a loss of speed and also some tacking is required, further reducing actual speed. What's the rush? Why not go for maximum fuel savings? The salient point is that a high flying large kite can pull a cruise ship. If I were a co-owner of a cruise ship I would hope to find like minded co-owners who would be receptive to using such state-of-the-art technologies to save fuel.

There are hundreds of cruise ships on the market but I will just mention one more here. This cruise ship has RO/RO (Roll-On, Roll-Off) capability. This would be very convenient for live aboard owners who want to bring their "toys" with them. The garage deck will accommodate 6 to 8 trucks, or 60 to 80 cars. That converts to a lot of co-owner toys such as motorhomes, travel trailers, campers, cabin cruisers, ski boats, jet skis, sailboats, houseboats, bass boats, motorcycles, ATVs, cars, and trucks.

Specifications:

650 PASSENGER CRUISE SHIP FOR SALE

VESSEL IS FULLY FITTED WITH SPRINKLERS

SOLAS 2005/2010 FITTED

TWIN SCREW CRUISE

VESSEL DIMENSIONS LOA 137.10 X BREADTH 21.00 X 5.8 METERS DRAFT

BUILT 1981 / POLAND

REBUILT 1991

REBUILT - UPGRADED 1999

REBUILT - RENOVATED - REFURBISHED 2002

CLASS R.S. ICE CLASS L2

GRT 12637

PASSENGERS 650 IN 230 CABINS (BASIS 3 BERTH OCCUPANCY)

ALL CABINS WITH PRIVATE FACILITIES (INCLUDING SUITES AND SEMI SUITES)

9 DECKS

HELICOPTER PAD

MAIN ENGINES SULZER 4 X 4,350 BHP

SPEED ABOUT 17.5 / 15 KNOTS ON ABOUT 45 / 36 M/TONS + 9 TONS DIESEL OIL

BOWTHRUSTER 800 BHP

STABILIZERS

120 TONS PER DAY WATER MAKER

RECEPTION

LOUNGE

RESTAURANT (420 SEATS)

NINE BARS

CASINO

DUTY FREE SHOP

CHILDREN'S PLAY ROOM - TWO DISCOS

TV/MOVIE CORNER

DUTY FREE SHOPS

HAIRDRESSING SHOP

JACUZZI

ONE PASSENGER ELEVATOR

LAUNDRY SPA & HEALTH CLUB

TWO SAUNAS

CLINIC

TWO SWIMMING POOLS (ADULT & CHILDREN)

Cost per cabin based on asking price, ,739. This ship will sell for less than asking price. It is already SOLAS 2010 compliant. It would cost very little to put into commercial service.

Conclusion

Becoming a co-owner of a cruise ship is not a far fetched idea. It is practical and feasible if you are able to find like minded people who would be willing to share the expenses.


You Can Be a Cruise Ship Owner Even If You Are Not Rich

Micro Led Lights Purchase

Sunday, December 11, 2011

Ways to Scrap Forklifts

!: Ways to Scrap Forklifts

There comes a time when all of us feel the time period of a machine we bought eons ago has come to an end. There is no point stretching its usage beyond that timeline as it would be a very futile exercise and yield no results. When the time comes to scrap that thing, the decision has to be taken even if with a heavy heart. What next? You just call in a scrap dealer and tell him you want to get rid of this machine? Or do you summon the local wholesaler and strike a deal with him fetching you a good price? These ways, though seem interesting, are not really the right ways to scrap forklifts. There is a better place to scrap forklift.

Warehouses are a nice place to be if you are fond of machines. You hear a lot of noise at these places. Machines screeching, stacks being dragged, heaps of weights being loaded and unloaded and plenty of cacophony can be heard throughout the day. To your interest, the machine that you are in possession of can be found in huge numbers here. They are all over the place. Driven by workmen pressing buttons randomly, the machines are always in slow motion carrying weights around. These are the lifelines of the work happening here in the facility. On the other side of it, which definitely will be remote, such machines can be found split up in parts and being crushed. This is the place to scrap forklifts. It will suffice whilst you think to scrap forklift.

Go to the manager and tell him you have one and plan to scrap it indefinitely. He will let you know the process involved. He will also let you know the money you can through this scrap forklift process. The facility usually has a huge junkyard where the machine is put, its parts segregated, the useless ones being demolished and the important ones being preserved for future use. The whole math is explained by the manager who also lets you know whether the parts retained in the demolition job are any use or not.

This is perhaps the best way to scrap forklifts. There might be better ones, but you as the one driving this ahead ought to put in research and consult people. The better way should be followed. In case you do not find it, you know what to count on!


Ways to Scrap Forklifts

Cheaper Sprouting Wheatgrass

Sunday, December 4, 2011

Has Coal Gasification's Time Arrived

!: Has Coal Gasification's Time Arrived

The global economy is affecting our industry dramatically. Rising demand for oil and natural gas means that power generators and industrial plants will be desperate for basic feedstock that helps feed the American economy.

New technologies will be created and innovation in our industry will continue to grow, which will invariably lead to more inventive uses for coal. With the right incentives and under the proper market conditions, companies will introduce relevant products and services too meet these needs and demands. Without this type of thinking in the energy sector -- where the ever-increasing demand for power and gas is tapping the availability of vital fuels and putting upward pressure on prices, it will result in dire consequences to the global economy.

As we all know, natural gas is a finite resource, which at the current rate of production and consumption would last about 60 more years in the United States. We also must face the fact that developing nations will expand and demand more of the world's oil and natural gas to fuel their growth. Since the U.S. comprises approximately five percent of the world population but uses about 30 percent of the energy, it is inevitable for that balance to shift, especially in light of the shift in manufacturing capacity to overseas markets.

With India and China seeking the same resources as the United States, costs for these commodities will rise. For instance, the U.S. Energy Information Administration (EIA) projects oil consumption to increase by 1/3 through 2030 while electricity demand will rise by 50 percent over the next decade. Some experts predict this will lead to oil that may cost as much as 0 a barrel while natural gas could run as high as + per million BTUs, in the same time period.

As oil prices rise, it usually causes other commodities such as natural gas and coal to rise as well, generally at a lesser rate than oil. Coal typically rises at a rate of 40% of that of oil, making it the cheapest and most abundant alternative to oil, which would explain why the EIA projects its use to climb over the next two decades and does not expect nuclear or renewable energy to reduce coal's market share during this time.

There are solutions to the increasing demand for energy, and include several which use coal as its feed stock. Coal-to-liquids, is one in which coal is broken down to form a fuel oil. While potentially much cheaper per barrel than oil, it is capital intensive and requires that oil prices stay high to motivate investors to risk this capital. Coal gasification plants are another technology we have seen in the limelight in our industry. These are power facilities that clean the impurities from coal before it is burned and sent out the smokestack, or in most recent developments (mimicking a DOE project from the 70's), creating pipeline quality natural gas (PQNG).

When coal is burned, it produces sulfur dioxide and nitrogen oxide, which produces acid rain and smog. In addition it produces particulate matter and mercury. Under the Clean Air Act, those pollutants must be removed from exhaust gases that come out of the smoke stack. Coal combustion also produces carbon dioxide, which is not currently regulated. However the pressure to do so is increasing.

Coal gasification removes the sulfur dioxide, mercury and carbon dioxide from the "syngas" before it is combusted or converted to PQNG, say experts. And because the "syngas" is cleaner than raw coal, lower quantities of nitrogen oxide and particulate matter are produced during the combustion process. The carbon dioxide is more concentrated, which makes it easier to capture.

Four coal gasification power plants are now operating: two in the United States and two in Europe. American Electric Power expects to have engineering studies completed next month on two possible coal gasification plants in Ohio and West Virginia. It would like to have one or both facilities operational by decade's end. Duke Energy has picked up Cinergy's proposed coal gasification plant in Ohio, since the merger of the two organizations.

There are viable options to help reduce the global dependence on oil and natural gas. Employing energy efficient technologies is a good start as well as turning waste energy into power and heat.

To keep the global economy viable, creative solutions involving all different fuel forms are necessary. Coal will continue to play a major role, however the form of that role appears to be changing. New technologies are on the verge of becoming commercially commonplace, and those utilities who utilize the traditional combustion method must commit to controlling their emissions and their carbon footprints. Regulatory and market pressures are giving coal a chance to reinvent itself, and with oil and gas prices at their current levels, and no major relief in site, the bulk of the new power required will likely be provided using coal, the workhorse of the industry.

Coal is not without its problems. Eastern spot prices for coal have risen, and have reached their highest levels in more than 25 years. This is the second time in 4 years that coal prices have more than doubled their pre-2000 pricing levels . This spike has caused prices in new long term contracts to rise as well. The current prolonged spike in Eastern spot prices is mainly due to supply shortages, as demand has not grown much in recent years.

There are several reasons that coal prices have spiked. The coal industry has undergone significant consolidation over the past 15 years, with indications pointing to a continuation in that trend. The top ten producers controlled 64% of coal production in the U.S. in 2003, compared to only 36% in 1989. Three companies control 60-70% of production in the Powder River Basin, Northern Appalachia, and Colorado/Utah. This consolidation has contributed to the volatility of spot prices by reducing excess mining capacity along with the number competing for coal contracts.

The reduction in the number of small mines has affected the price of coal in recent years as well. An example of this is a 68% reduction in the number of small mines in Central Appalachia from 1989 to 2003. By reducing the number of small mines, the ability to meet spikes in demand are reduced, resulting in price spikes in the spot market.

There are other factors contributing to rising coal prices; including increase in demand, even though over the last 5 years the increase has been small. Other contributing factors are the reduction in the size of U.S. utility coal stockpiles, the reduction in miner productivity in all of the major coal producing regions (except Northern Appalachia), pressure from U.S. export coal demand, and the reduction decrease in the number of Class 1 railroads.
With spot market coal prices increasing, where do the opportunities for coal exist? They exist with integrated coal gasification combined cycle plants. Gasification, also known as partial oxidation, has been commercially practiced for many years; especially in the chemical industry, where most of the installed plants produce ammonia, hydrogen or other chemicals. The feedstock for these plants has included natural gas, oil-derived fuels, petroleum coke and coal. Integrated Gasification Combined Cycle (IGCC) is often proposed as an alternate method of converting environmentally disadvantaged fuels into electricity. Some believe that IGCC units will not be built in the short term unless natural gas prices remain elevated, there is high load growth and a national cap on CO2 emissions are implemented. However, with the arrival of the Clean Air Interstate Rule (CAIR) and the Clean Air Mercury Rule , and the availability of high sulfur (i.e. 7 lb. /MMBtu) coal, such as Illinois Basin coal, (See Figure 2) the market for these fuels rests on a technology like IGCC and other gasification processes, which benefit from high sulfur content and which reduce emissions simultaneously. The technology's main long-term advantage is its ability to control greenhouse gas emissions. Integrated gasification combined cycle technology, combined with the sequestration of carbon stripped out in the process, is as close to a perfect solution for environmental emissions as there is. The biggest challenge will be to make it a reality, in light of the costs to develop gasification projects and their financial ramifications.

Gasification History

Gasification technology, although new to the power sector, has been widely used in the chemical industry for decades. Almost ten years ago, Tampa Electric opened an innovative power plant that turned coal, the most abundant but the dirtiest fossil fuel, into a relatively clean gas, which it burns to generate electricity. The plant emitted significantly less pollution than a conventional coal-fired power plant, and it was also 10 percent more efficient.
Though there are many gasification plants currently on the drawing board, since that plant opened, however, no other similar plant has been built in the United States, mainly due to the price of constructing such a plant, (about 20% more expensive than to build a conventional pulverized coal unit) and to the abundant supply of natural gas, which had been, until recently, a lot cheaper.

In recent years there has been downward pressure on that price differential. GE Energy, a division of General Electric claims the technology offers operational cost savings that offset some of the higher construction costs. In addition, if Congress eventually limits carbon emissions, as many energy industry experts say they expect them to do, the technology's operational advantages could make it a bargain.

There are now several utility executives who are proponents of gasification, because they assume a carbon constrained world is inevitable. Duke/PSI, Bechtel, and General Electric Company have signed a letter of intent to study the feasibility of constructing a commercial, integrated gasification combined cycle (IGCC) generating station. This is the first plant of its kind announced under a GE-Bechtel alliance. However other projects utilizing this same alliance are close behind.
The operating savings for IGCC plants result from a number of factors, including more efficient combustion (15 percent more than conventional plants do, resulting in less fuel consumption). The plants also use about 40 percent less water than conventional coal plants, a significant consideration in arid locales, and given the increasing difficulty of securing water rights.
Many in the industry who anticipate stricter pollution limits believe the primary selling point of IGCC plants is their ability to chemically strip pollutants from gasified coal more efficiently and cost-effectively, prior to burning, rather than trying to clean the emissions on the back end.
Supporters of the technology believe that half of coal's pollutants - including sulfur dioxide and nitrogen oxides, which contribute to acid rain and smog - can be chemically stripped out before combustion. So can about 95 percent of the mercury in coal, at about a tenth the cost of trying to scrub it from exhaust gases racing up a smokestack.

The biggest long-term draw for gasification technology is its ability to capture carbon before combustion. If greenhouse-gas limits are enacted, that job will be much harder and more expensive to do with conventional coal-fired plants. It is estimated that capturing carbon would add about 25 percent to the cost of electricity from a combined-cycle plant burning gasified coal, but that it would add 70 percent to the price of power from conventional plants.
Disposing of the carbon dioxide gas stripped out in the process, however, is another matter. Government laboratories have experimented with dissolving the gas in saline aquifers or pumping it into geologic formations under the sea. The petroleum industry has long injected carbon dioxide into oil fields to help push more crude to the surface. Refining and commercializing these techniques is a significant part of a billion package of clean energy incentives that the National Commission on Energy Policy is recommending.

The recent energy bill has some incentives for industry to adopt gasification technology, and the Department of Energy will continue related efforts. These include FutureGen, a 0 million project to demonstrate gasification's full potential - not just for power plants but as a source of low-carbon liquid fuels for cars and trucks as well, and, further out, as a source of hydrogen fuel.

The Integrated Gasification Combined Cycle Process

In the IGCC process, coal or another carbon containing material (petroleum coke, coal fines, and residual oil) is converted to synthetic gas, composed mainly of carbon monoxide and hydrogen, which is cooled, cleaned and fired in a gas turbine. Next the gas turbine generates hot exhaust that passes through a generator to produce steam to power a steam turbine, whereby electricity is produced by both the gas and steam turbine-generators.

The feedstock is prepared and fed to the gasifier in either dry or slurried form. The feedstock reacts in the gasifier with steam and oxygen at high temperature and pressure in a reducing (oxygen starved) environment. This produces the synthesis gas, or syngas, made up of more than 85% carbon monoxide and hydrogen by volume, and smaller quantities of carbon dioxide and methane.

Coal gasification is a chemical process that removes potentially harmful matter such as sulfur and volatile mercury from the synthesis gas before combustion, when they are much easier and less expensive to remove. Non-volatile heavy metals can be removed in a non-leachable slag which can be usable in construction and building industries, becoming a potential added revenue stream for such a plant. The removal occurs because of the high temperature in the gasifier, and results in inorganic materials such as ash and metals into the vitrified slag material, resembling course sand. With some feedstocks, valuable metals are concentrated and recovered for reuse. The synthesis gas that is produced is much cleaner than raw coal, so it produces lower quantities of particulate matter and nitrogen oxides when it goes through the combustion process.

IGCC vs. Coal Combustion

There is a dramatic difference in the level of pollution reduction when comparing an IGCC facility to that of a traditional pulverized coal plant. A pulverized coal plant produces flue gas and flyash which compose the majority of the pollutants from the coal. Though the flue gases can be cleaned using current technology, which is capable of removing a large portion of the pollutants, it is not without cost, and those costs can be prohibitive.

Gasification on the other hand removes these pollutants more effectively and efficiently, without producing the additional wastes that the coal combustion process does, such as additional carbon dioxide, and sludges that contain sulfur (up to 5 lbs./lb. of sulfur removed). The removal of volatile mercury and carbon dioxide is a much more expensive process in traditional combustion plants, and it appears that this requirement will soon be looming over the industry, due to continued environmental constraints. To remove high levels of mercury from a coal combustion plant, it requires the injection and removal of powdered activated carbon, and the success depends heavily on the coal feedstock and other pollution control equipment

An Example of the levels emissions from an IGCC plant compared to a supercritical pulverized coal plant (SCPC) is in Table 1.

Table 1

Pounds of Pollutants per MWh

Pollutant IGCC SCPC

SO2 0.47 1.19

NOx 0.50 0.72

PM-10 0.06 0.16

Pollutant IGCC SCPC

Hg (Volatile Mercury) >90% Removed 30-80% Removed

Source: Eastman Gasification Services

1) Assumes Eastern bituminous coal with 2.2% sulfur

2) For IGCC, NOX is corrected to 15% O2, For SCPC NOX is corrected to 6% O2

3) Assumes IGCC plant is equipped with an amine scrubber, packed activated carbon bed for Hg, and no SCR

4) Assumes SCPC plant is equipped with wet flue desulfurization

The levels of pollutants for an IGCC can achieve additional reductions from those shown in Table 1, by using enhanced sulfur removal technologies such as Rectisol.

IGCC Economics & Financing

One of the hottest topics in the industry these days is coal gasification and IGCC. At recent industry conferences, the coal gasification sessions were standing room only. Commercial banks are interested in the topic as well, but not without reservations. The attraction is the potentially lucrative offtake agreements from such a project. Depending on where the plant is situated, as much as 30 percent of a project's revenues can come from non-electricity production, for such things as hydrogen, nitrogen, sulfur and carbon sequestration.

One of the biggest problems with the growth of IGCC in the past is that the turbines and the gasification equipment came from different vendors, and no one wanted to guarantee the whole package, since there were uncertainties related to the other's equipment. In 2003, Eastman Chemical Company's Eastman Gasification Services Company signed a cooperative agreement with ChevronTexaco under which Eastman was to provide operations, maintenance, management and technical services to ChevronTexaco projects. In 2004, GE acquired the Chevron-Texaco gasification technology, and has paired that up with their existing turbine business, with guarantees around both. In addition they have partnered with Bechtel in a consortium, in order to construct the plants. Eastman Gasification continues to be prepared to provide their services to these projects. All these collaborative efforts help lend credibility and financability to these projects, by helping to eliminate the technology's risk.

The total cost associated with building an IGCC facility is around billion+, with some industry experts claiming that the technology costs 20% more than a pulverized coal plant. Without substantial federal and state subsidies, the future of IGCC technology is considered by some to be dim. In addition, credit ratings may be at stake for utilities, making airtight commitments with regulators a necessity, in order to avoid negative rating action. Strategies to manage the financial and regulatory risks will have to be in place to help insure this.

According to Eastman Gasification Services Company however, the capital costs for new coal gasification power plants are now estimated to be at parity with the newest generation of pulverized coal power plants. The capital costs for pulverized coal plants have risen in recent years and are projected to continue in that direction, due to the increasing severity of federal air pollution regulations. With coal gasification, there are fewer environmental side effects, and it is predicted that the costs will actually head downward as commercialization of the technology moves forward, improvements are incorporated into future designs and increased operating experience is realized.

Solid fuel plants have been recently bid for less than ,000/kW on a turnkey basis, which is 30-40% of the cost of the first few IGCC plants. Since then, capital cost reductions have been achieved through gas turbine performance improvements, gasification system enhancements, IGCC configuration changes, and finally by moving further down the learning curve in the EPC process that has provided additional efficiencies. An example of configurations changes that have reduced costs is GE's coupling of a 9FA based combined cycle with high efficiency quench (HEQ) which resulted in a 10% reduction in costs of electricity. The reduction was due to a large portion of the high temperature heat exchanger in the gasification plant being eliminated. GE's next generation of gas turbines, such as the GE "H" machine, are expected to provide significant performance improvements and capital cost reductions. These types of improvements will continue to provide additional economic benefits for IGCC. The capital cost of an IGCC plant is estimated to be between ,200 to ,400/kW and is expected to go down from there. This range is competitive with the newest generation of supercritical pulverized-coal plants

When you consider total variable costs for a coal gasification plant versus any other fossil fuel based electric power generating facility, (including natural gas) O&M, fuel, waste disposal, and byproducts credits, they are much better with coal gasification. This is a result of the higher O&M costs of coal gasification being offset by lower fuel costs from higher efficiency, lower environmental treatment costs, and lower waste disposal costs. In addition, with the production of marketable by-products such as hydrogen, nitrogen, and sulfur, additional revenue streams can be provided. Finally, with the looming Clean Air Mercury Rule limiting the emissions from new power plants, and expected carbon removal requirements likely being instituted in the future, the costs for removal of these constituents has to be considered, and it is much less for gasification than other technologies.

With gas prices increasing to their current levels, the ownership cost of an IGCC has become competitive with that of conventional, natural gas-fired combined cycle plants. The range that this remains true is when natural gas rises above /mmBtu. Most forecasts of long range gas prices indicate that gas will be above this level for the foreseeable future.

State & Federal Incentives for Development

The Clean Coal Power Initiative (CCPI) is the President's response to the National Energy Policy recommendations for developing advanced clean coal technologies to ensure clean, reliable, and affordable electricity for the future of the U.S. CCPI is a ten year, Billion DOE program involving multiple solicitations for coal-based power generation technologies that significantly enhance efficiency, environmental performance, or economics relative to state-of-the-art technologies. The purpose of the program is to try to accelerate the implementation of these new advanced technologies through demonstration at the commercial-scale level. They require 50% cost sharing by industry participants.

Many states, whose coal industries have been dramatically affected by environmental laws requiring reductions in sulfur, have implemented various incentives, including grants and tax abatement, in order to encourage the use of coal mined in their state. States whose resources include high sulfur coal, such as that found in Illinois, western Indiana and Kentucky, Ohio and various areas in Appalachia have borne the brunt of the job losses in the coal industry, and have seen the market for their coal being dramatically reduced. Many of these states are anxious to put these mines back in business and their unemployed miners back to work. The incentives were put in place to do that, and many of these incentives are specifically focused on IGCC, in order to spur development, while acknowledging the concerns of environmentalists.

Indiana

Early in 2005, clean energy legislation unanimously passed out of the Indiana Senate which provides additional incentives for clean coal gasification plants. Senate Bill 378 provides tax credits for companies who build and operate integrated coal gasification power plants in Indiana. The legislation established the Coal Gasification Technology Investment Tax Credit, which applies to newly constructed IGCC plants that exclusively use Indiana coal. The amount of the tax credit would equal 10 percent of a 0 million investment plus 5 percent of the investment above that amount. The tax credit would be divided over a ten year period.

In April 2005, Indiana's General Assembly passed tax incentives that would save Duke million on a billion IGCC plant that they are considering building in a cooperative arrangement with GE/Bechtel, if it were powered with coal from Indiana's mines.

In 2002 Indiana's governor signed a clean-coal law, whereby electric utilities either building new generating stations or repowering existing power plants using Illinois Basin coal are eligible for potential financial incentives including up to 3% over their normal rate of return. The Indiana Utility Regulatory Commission (IURC) determines the actual level of incentives to be awarded on a case-by-case basis.
Since 1987, coal consumption in Indiana has increased by 30 percent, while Indiana's coal production had increased by only 3 percent. Currently over half of the 43 million tons of coal used to generate electricity is imported into Indiana. If Indiana coal were to replace 22.5 million tons of the now imported coal, it would add .35 billion and 18,000 jobs to that state's economy. Therefore it is obvious why the state has implemented these incentives.

West Virginia

West Virginia, through using coal as its premier electric generating source material, receives .1 to .3 billion of annual economic output, .1 to .6 billion of annual household income; and 111,747 to 162,143 jobs. Taken a step further, coal is responsible for to 4 billion of annual state economic output, to billion of annual household income and 1.1 to 1.7 million jobs, across the entire Southern Appalachian region. In other words, coal is a huge part of their economy, and it is likely to negotiate incentives to use some of their high sulfur coal

Kentucky

The Kentucky Coal Association (KCA) has declared that economic incentives to promote Kentucky coal are a priority for the 2006 legislative session and during the interim committee meetings. KCA has helped pass legislation in the past including severance tax credits for thin seam coal and incentives for utilities to burn Kentucky coal, so it is a reasonable expectation that they will be successful in putting incentives in place.

Numerous governmental programs exist in Kentucky that might benefit an IGCC facility. These include:

-Enterprise zone programs

-Tax increment financing

-Tax credits

-Job assessment fee

-Industrial revenue bonds

Ohio

The Ohio Coal Development Office (OCDO), within the Ohio Air Quality Development Authority (OAQDA), co-funds the development and implementation of technologies that can use Ohio's vast reserves of high sulfur coal in an economical, environmentally sound manner. Ohio generates nearly 90 percent of its electricity from coal and is the third largest consumer of coal and the fourth largest consumer of electricity in the U.S.

Projects supported by the OCDO are sought through public solicitations and requests-for-proposals and cost-share is required. Proposals are reviewed by independent technical reviewers, and then submitted to the Office's statutorily created Technical Advisory Committee (TAC), a 15-member group comprised of public and private members having an interest in coal, power production, and the environment. Projects favorably recommended by the TAC are submitted to the OAQDA for final approval, then grant negotiations commence.

Illinois

Illinois has an extensive program in place to provide incentives to those willing to use high sulfur Illinois Coal which will put unemployed miners back to work. In recent years, the State of Illinois passed the Coal Development Act, which has the following provisions:

-Provides .5 billion in bonds for coal and energy projects under a consolidated Illinois State Finance Authority

-Allows sales and utility tax exemptions for new power plant construction started after July 1, 2001

-Gives property tax breaks of up to million over 10 years for new power plants and transmission lines

-Orders the Governor Energy Cabinet to help develop clean-coal technology, help power companies gain required permits more quickly and look into creating a transmission corridor from the south to the north part of the State

-Calls for the IEPA to start investigating more limits on SO2, NO2, mercury, and CO2

The Department of Commerce and Economic Opportunity has pushed coal infrastructure grants through its Office of Coal Development and Marketing (OCDM). The coal infrastructure grants aim to increase domestic and international use of Illinois coal. The Illinois Clean Coal Review Board, established by Southern Illinois University and funded initially by monies from the sale of power plants of Commonwealth Edison Company, provides grants to innovative technologies seeking to increase utilization of Illinois coal resources.

In Illinois, programs that might benefit an IGCC generation facility include:

-Enterprise zone programs

-Grants

-Temporary property tax relief

-Tax increment financing

-Development corporation loan program

-Community development assistance program

-Work force development program

-Community block grant program

-Linked deposit program

-Others

Conclusion

With the costs of BTU's on the rise across the board, including not only natural gas and crude oil, but coal as well, the overall challenge in the energy business today comes down to replacing a higher cost Btu with a lower cost and being able to finance the cost differential. To do so means the banks and financial community have to believe that the spread will remain great enough between the sources for the life of the project, or mechanisms must be in place to protect these investments.

With recent advances in IGCC technology and development, including the ability of these facilities to burn high sulfur coal, such as that found in the Illinois Coal Basin and other high sulfur coal reserves, while meeting or exceeding all necessary environmental regulations, Gasification became a viable source of energy. Coupling those advances with public and governmental support of the technology by way of loans, grants and tax abatement, the bundling of the turbine provider with the gasifier so that they can wrap the guarantees, and improvements in operations, Integrated Gasification Combined Cycle technology is likely to become the solution to the looming domestic energy needs of the United States.

These improvements have opened the door to development of new IGCC generation facilities, such as the one by Duke, AEP, Southern Company, Exelsior Energy, Steelhead Energy, etc. However, an investigation of the transmission, fuel, and water availability, as well as, an understanding of the environmental and stakeholder issues is still critical to the identification and development of attractive sites, just as with any power plant option would require. As we have seen, these pieces can fit together in numerous ways highlighting the existence of numerous attractive sites in the Illinois Coal Basin and elsewhere in high sulfur coal territory, where there is potential to negotiate long term coal contracts for coal whose demand isn't as high as it once was. Many believe the coal in this region will some day be the center of a huge energy complex for the U.S. Furthermore, with the increase in gasification projects that gasify coal and convert it to either PQNG, ultra-clean diesel or other liquid fuels, gasification is becoming closer and closer to being a commercial reality. Some of these gasification projects are even looking to partner with renewable energy technologies in order to achieve additional economies and convert non-dispatchable power to a dispatchable source by combining the technologies.

There is still a capital cost premium for gasification. In the interim (approximately 3-5 years), before commercialization, operation improvements and/or new environmental regulations narrow the price differential gap of gasification's capital costs as compared to those of other technologies, incentives provided by both state and federal sources, coupled with long term contracts for the high sulfur coal and the use of hedging strategies, will be the way the first wave of gasification plants will get built. In the near term, these projects may be able to achieve the required economics through the sale of various byproducts, such as enhanced oil recovery, sulfur, and other chemicals.

Acknowledgements

I would like to thank Steve Shaw of Power Holdings, LLC and Dennis Corn of Eastman Gasification Services Company for their insight and advice.


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