bluuebunny/crossref_metadata_2025 huggingface dataset:
INTERTIDAL ZONE OIL RECOVERY FROM THE BURIED DERELICT S.S. CATALA
Authors: McCarthy M.W. (Mac) , Grennan Devon
Published: January 2013

Built in Scotland as a Union Steamship Company tramper in 1925, the S.S. Catala plied the coast of British Columbia for decades before ending her sailing career as a floating hotel in Ocean Shores, Washington. In 1965 a fierce Pacific storm capsized the 229’ riveted steel-hulled vessel at her moorings transforming a real estate developer'S dream into a local attractive nuisance. The casualty occurred at Damon Point, a land spit that has since become a State Park and is one of the coast'S richest migratory waterfowl habitats as well as the nesting ground for two federal and state-listed threatened birds. Multiple salvage efforts had failed before the derelict'S superstructure was cut away and the hull buried in the mid-80'S. In the spring of 2006 a beachcomber discovered black oil within the Catala'S rusted remains setting-off a Washington State Department of Ecology driven effort to remediate the wreck before the winter storm season created a catastrophic persistent oil release. Time was short: site access could not begin until August when the threatened birds vacated the spit; the contractor had to withdraw by the end of September when the site became vulnerable to ocean storm surges. Regulatory compliance was complicated: Ecology had to win fast-track permits from five separate agencies before they could authorize their contractor, Global Diving & Salvage, to begin work. Engineering was challenging: heeled over and buried in the intertidal zone, the Catala'S keel was 26’ below grade; a robust sheet pile cell had to be constructed to provide worker safety from unstable soils and manage water inflow. Despite these conditions the project team was able to safely remove over 30,000 gallons of bunker oil from the ship delivering to the State of Washington a striking example of the benefits of a pro-active derelict vessel response. This case study will discuss the technical and managerial process by which this intertidal site was remediated.
THE IPIECA GUIDE TO TIERED PREPAREDNESS AND RESPONSE
Authors: Santner Richard , White David , Bennett Bernie , Clark Jim , Osikilo Yvette , Przelomski Skip
Published: January 2013

The profile of global oil spill risk is continually changing; as exploration/production activities expand, ship and pipeline transportation patterns alter and new fields are developed that encompass different political, economic and environmental challenges.

The Tiered Response Concept was first developed by the oil industry in the 1980s as a means to ensure that appropriate response capabilities were available to deal with oil spills. Recognised since then by government and industry as international best practice, the tiered approach ensures a rapid and effective response can be mounted to events ranging from small operational spillages to worse case scenarios.

Building response capabilities calls for careful consideration of the specific risks (probable events and their consequences at specific sites) that prevail in each case. The arrangements and resources that are determined appropriate for the risks faced in one case, may thus be deemed excessive, or inadequate, to deal with those prevailing in another. What a particular tier comprises, and the boundaries between the tiers of preparedness, will be different in each case under consideration. These differences may be slight, or very substantial, depending on what circumstances prevail and the tier level under scrutiny.

Over the years, operators and government regulators have sought prescriptive rules to define what constitutes a Tier 1, 2 or Tier 3 capability. To address this, the IPIECA Guide to Tiered Preparedness and Response, originally published in the late 1990s, has recently been substantially updated. Whilst retaining the very same core principles, the new Report provides more guidance and illustration of the way in which tiered preparedness and response may be interpreted and implemented in practice. The scope of application, across marine operations in all sectors of the oil industry, has been embraced, and the issues are set out so that they may apply also to land-based scenarios.

This Paper introduces the new IPIECA Report, provides clarity on the key features to be considered in assessing the risks of oil spills, and discusses the factors that may influence how preparedness and response capabilities may be built. It has relevance to all organisations involved in building or regulating oil spill response arrangements.
EFFECTIVE MANAGEMENT AND IMPLEMENTATION OF THE IMO-IPIECA REGIONAL OIL SPILL PREPAREDNESS AND RESPONSE PROGRAMME FOR CENTRAL & WESTERN AFRICA (GI-WACAF)
Authors: de Susanne Philippe
Published: January 2013

The GI WACAF programme is led and funded jointly by the IMO and IPIECA members. Its purpose is to improve oil spill preparedness and response capability across 21 coastal states of West and Central Africa. Launched in 2006, this programme takes earlier IMO/IPIECA work forwards in a newly focused, structured and sustained manner to progress tangible change.

The programme faces many challenges with rapidly increasing oil activities in the region and a generally low level of current preparedness; set against improvements needing to suit individual country circumstances and also be consistent and coordinated across the region.

Reference is made in this Paper to the IMO'S strategy for oil spill preparedness and response (OPRC Convention 1990). Drawing these together, the six Key Elements of Preparedness, which underpin the GI-WACAF programme, are summarised.

The GI-WACAF programme has a Project Coordinator, working under the guidance of the IMO and IPIECA funding members. An action plan was developed after consultation with government and oil industry representatives from the countries in the region, taking the six Elements of Preparedness and translating them into a workable plan for action and improvement.

This Paper describes the programme management system and the key features critical to make tangible progress. These include Clarity of Purpose; Commitment from Key Stakeholders; a gap analysis on the Elements of Preparedness and measurable objectives; a Network of ‘Implementers’ and ‘Influencers at different levels of government and industry; follow-up and monitoring of results and achievement; and a Biennial Review to ensure process improvement and action planning. Through this refocused and business-like approach, demonstrate success is being achieved, and will be illustrated in the Paper.

Every country and region has unique circumstances but the underlying principles of oil spill preparedness and response are common. This Paper has relevance for any organisation involved in change/improvement processes; both in setting programme objectives and in the essential programme management and implementation.
EVOLUTION OF REGIONAL RESPONSE PREPAREDNESS IN THE WIDER CARIBBEAN THROUGH RAC/REMPEITC-CARIBE: ENHANCING A LONG TERM CYCLE
Authors: Couzigo Benjamin , Peter Brian , Silonero Herbert
Published: January 2013

RAC/REMPEITC-Caribe is a United Nation'S Regional Activity Centre, established in 1994 by the International Maritime Organization and the United Nations Environment Program for the Caribbean Sea. The Centre exists to assists countries in the Wider Caribbean region and Latin America to prevent and respond to major oil pollution incidents. While developing a systematic approach to capacity building, resulting in comprehensive regional projects including the Caribbean Islands Regional OPRC Plan and the Central America CAOP Project (design to establish a Central America Regional OPRC Plan), the constant interaction of the Centre within the region with the various cultures of response preparedness, regularly raises the following questions:– How to improve a standard, constant, and effective system for capacity building in regards to contingency planning?– How to improve the co-operation between the regional partners?– How to define a better mechanism for funding?

The analysis of the last ten years activities developed by the Centre shows the alternation of established priorities developed under the objectives of the strategic plan for enhancing regional response preparedness. Key components for the definition of a long term development cycle, required to build capacity, and enhance regional co-operation, are identified. The elements to stand out are:– the development of a constructive succession in the activities thematic;– a time frame of 5 years to complete a cycle for a regional centre with RAC/REMPEITC characteristics;– the key role of metrics to assess priorities for the cycle;– the need of a common overview of the process to facilitate co-operation / co-ordination;– the need of sustained commitment.

The identification of those parameters allow a regional centre to clarify the status of national contingency planning for governments, establish the extent of training and exercises needed in the region and most importantly, facilitates the synchronization of resources and support between stakeholders.
COLLABORATIVE DEVELOPMENT OF RECOMMENDATIONS FOR A COOPERATIVE NRDA
Authors: Cramer Marty , Helm Roger , Ammann Mike , Hebert Charlie , Doty Dan , Yamamoto Julie , Helton Doug , Gorbics Carol , Cameron Jean , Cubit John
Published: January 2013

Collaboration is defined in some dictionaries as “working with the enemy” which can be the position both the responsible parties (RPs) and natural resource trustees (trustees) take when conducting “cooperative” natural resource damage assessments (NRDAs). In many incidents, collaboration on the collection of time-critical or ephemeral environmental data is delayed or the opportunity is lost while the RP and trustees negotiate the details of the scope and procedures of the data collection activities as well as future analyses/interpretation of the data collected. Consequently, in the absence of pre-spill planning as well as the commitment to basic tenets of cooperative work, the ephemeral data critical to determining the environmental effects of the oil and, subsequently, to conducting a successful damage assessment, can be lost.

In order to support successful outcomes of cooperative NRDAs, the West Coast Joint Assessment Team (JAT) developed a document titled Recommendations for Conducting Cooperative Natural Resource Damage Assessments. The intent of the JAT document is to promote cooperative NRDAs and facilitate the development of an ephemeral data collection (EDC) plan to ensure the opportunity for collecting time-critical information is not lost. Specifically, the document outlines the cooperative assessment process including regulatory guidance and considerations for conducting a cooperative assessment. It also includes recommendations for organizing an EDC team, collection of source oil, water, sediment, and biota samples, analysis of those samples, and establishing data quality objectives. Additionally, an example of a trustee funding commitment letter is provided to expedite the initiation of the cooperative process and avoid prolonged legal negotiations.

The JAT is an ad-hoc volunteer group of west coast-based oil company, federal and state trustee, and NGO representatives that was formed to share information and experiences related to NRDA and to discuss how best to improve the process for cooperative assessments. After several years of meetings, discussions, and presentations, the JAT put pen to paper and developed, in a collaborative and consensus based effort, recommendations for use by its members and others to facilitate cooperative NRDAs. This paper describes pertinent features of the JAT cooperative assessment recommendations document, the document development process as well as a brief background of the JAT.
UNIQUE LOGISTICS DIFFICULTIES ENCOUNTERED DURING RESPONSE TO THE M/V SELENDANG AYU STRANDING AND BREAK UP
Authors: Gallagher John J. , Gudonis Nancy A.
Published: January 2013

The response to the MIV SELENDANG AYU stranding, breakup and oil spill in the Aleutian Islands presented unique logistics challenges for the response organization. Conducted over the best part of two years in an environment described as containing “some of the harshest weather conditions Alaska has to offer,” the response effort was heartily tested by both location and setting of the operation. The coincidental opening of the largest fishery in the U.S. nearby, weeks after the casualty, placed significant pressures on matters from the very inception. Added to this, the limited availability of traditional indigenous OSRO support as well as the extreme distances to sources of resource supply and receptors for recovered oil and associated wastes further encumbered the effort and posed extraordinary logistics and transport problems. With one important element of logistics, the rugged topography and lack ground access to impacted shorelines complicated the establishment of reliable and effective communications between incident command and response forces in the field presenting challenges of their own. A key to dealing effectively with the unique array of problems presented by the situation was the development and implementation of an overall logistics plan adapted to and workable under the unusual constraints posed. Lessons learned included the realization that there still exist areas in the world and/or prevailing conditions that, even with the advanced capabilities provided by current technology, ad-hoc augmentation, resourcefulness and ingenuity to make things work are still important assets. Because of the unavailability of major OSRO support, we were also obligated to create our own OSRO to be capable of fielding the forces necessary effect the major shoreline cleanup effort when the time came to do that. Most importantly, the results demonstrated that maritime oil spills can be effectively dealt with in even the most hostile and remote locations. A significant factor helping achieve these results was the outstanding cooperation between and support by all of the elements involved in the response including both the Federal and State on Scene Coordinators, the local populace and, most importantly, the Aleut stakeholders of the impacted areas.
THE ALASKA SHORELINE CLEANUP GUIDANCE AND STANDARDS MANUAL
Authors: Crosby Clara , Bauer John , Gardner Dale
Published: January 2013

The Alaska Department of Environmental Conservation (ADEC) Spill Prevention and Response Division is compiling a Shoreline Cleanup Guidance and Standards Manual that captures statewide standards for oil-impacted shoreline cleanup and the lessons learned from previous spill response efforts, including the MIV Selendang AYU (2004), the M/V Kuroshima (1997), and the T/V Exxon Valdez (1989) oil spills.

Important elements of the manual include the capture of cleanup endpoint criteria and prescribed controls required for specific techniques. The criteria and controls have been developed as a result of experience from previous oil spill cleanups. The criteria, reviewed and approved by State resources agency representatives from the Alaska Departments of Environmental Conservation, Fish and Game, and Natural Resources, now sets the statewide standard for shoreline cleanup of persistent oiling.

The manual presents not only the State of Alaska'S shoreline endpoint standards but also the State'S requirements, policies, and expectations for cleanup of oil-impacted shorelines, including: the cleanup approval process; prescribed controls required for specific techniques; and the identification of current, ‘alternative’, or chemical shoreline treatment techniques that may be considered during shoreline cleanup operations. The manual describes many common shoreline cleanup techniques and outlines “best-use” practices, but does not identify new techniques or technologies. Conditions specific to Alaska are summarized, including primary shoreline types and primary oil types that are transported in bulk or most likely to be of concern.

In most instances, the primary users will be incident management teams facilitating development of incident-specific shoreline cleanup plans. The manual will also serve ADEC staff, Responsible Parties, State and federal trustee agencies, and land managers.
NEW DISPERSANT DELIVERED AS A GEL
Authors: Nedwed Tim , Canevari Gerard P. , Clark James R. , Belore Randy
Published: January 2013

Recent research has led to a next-generation dispersant that potentially provides significant improvements for all spill scenarios where dispersants are an option in addition to extending dispersant use to oils previously considered too viscous.

The new dispersant is formulated as a positively buoyant viscous gel with the consistency of honey. This allows delivery as a spray of large (up to 0.5 cm) droplets that are persistent in breaking-wave conditions and adhere to an oil slick rather than being washed off as do many commercial dispersants. The new formulation is roughly 90% active ingredient while currently available dispersants are at most 40–50% active ingredient with the remainder being a solvent.

Wave-basin tests indicate that the increases in dispersant viscosity and active ingredient content allow the new dispersant to treat conventional oils with very low dispersant-to-oil ratios (as low as 1:100 or lower) and disperse oils currently considered too viscous. The new formulation dispersed heavy California crude oils and heavy fuel oil collected after the Prestige spill significantly better than a commercial dispersant in wave-basin and lab tests. Responders did not attempt to use dispersants on the Prestige spill because they considered the oil too viscous.

The new dispersant also includes advances not readily evaluated in basin tests. It is a white gel-like material that visually contrasts with oil allowing response personnel to immediately evaluate slick coverage after application. Application as buoyant, pea-size droplets can reduce spray drift and increase delivery accuracy. The large, persistent, and buoyant droplets allow the new dispersant to penetrate slicks after initial contact or even miss the slick altogether but remain intact and floating near the oil allowing re-contact with the slick. Aircrafts apply most conventional dispersants as small 300–700 µm droplets. The conventional-dispersant spray is not visible after application, and the small droplets are susceptible to spray drift in turbulent wind conditions.

The advances provided by the new dispersant - those shown by basin tests and the expected field application improvements - may more than triple the capacity of a single plane load of dispersant, and disperse oils currently considered too viscous either because of naturally high viscosity, weathering, emulsification, or cold temperatures.
CONDUCTING AN OIL SPILL CLEANUP IN THE AFTERMATH OF A NATURAL DISASTER – A CAYMAN ISLANDS CASE STUDY
Authors: Johnson Antoinette Yvette , Jensen David Allen , Carter Roydell Alston
Published: January 2013

On the morning of the 12th of September 2004, a storm surge produced by Hurricane Ivan moved across Grand Cayman and swept an estimated 900 drums of used oil from their storage site, scattering some as far away as 350 meters from the original location. Given the extent of the devastation caused by the hurricane and the limitations placed on equipment and personnel, it was some time before a number of drums could be recovered from the canals and vegetation to the west of the storage area. At the start of the recovery process there was significant free-product in the canals mixed in with hurricane debris, sewage from a sewer line break and vegetation which presented a real challenge to the response team. Ultimately, the team recovered some 2000 gallons of free product from the waterways, with another 8,500 gallons collected from drums recovered intact. The process involved the removal of oil-soaked debris, washing of vegetation and the separation of oil and water with a very limited amount of equipment and personnel. Once the free product had been removed to the level of sheen, absorbent pads and bioremediation completed the process.
OIL SPILL VULNERABILITY ATLAS FOR THE CANTABRIAN COAST (BAY OF BISCAY, SPAIN)
Authors: Castanedo S. , Pombo C. , Fernandez F. , Medina R. , Puente A. , Juanes J. A.
Published: January 2013

In order to respond rapidly and successfully to an oil spill occurring in a defined geographical area, a contingency plan which includes information and processes for oil spill containment and clean-up is required. An important part of the plan'S development, should involve evaluating oil spill risk based on the identification of vulnerable coastal environments. In this work, a methodology to determine an index that represents the oil spill vulnerability of a specific coast is developed. In order to provide a useful decision-making tool, special emphasis is given to the integration in one single index, of physical, biological as well as socio-economical aspects. To do this, three intermediate indexes which include different indicators are defined. The oil spill vulnerability index, V, is calculated by means of a weighting scheme as a result of the participation of interest groups involved in the decision-making process. The presented methodology is applied to the Cantabrian coast (Bay of Biscay, Spain) which was one of the areas most affected by the Prestige oil spill. The work is based on GIS technology allowing an efficient information management and the generation of updated oil spill vulnerability maps.
LAND ACQUISITION AS A RESTORATION ALTERNATIVE: AN EXAMPLE FROM THE BARGE BERMAN OIL SPILL IN PUERTO RICO
Authors: Iliff John
Published: January 2013

The Morris J Berman oil spill was a large and significant spill occurring at the height of the tourist season in San Juan, Puerto Rico in January 1994. Two major categories of injury were compensated through a single land acquisition project. Restoration for lost recreational beach use was wholly compensated with the land acquisition project. The eolianite reef injury was mostly satisfied by the same land acquisition restoration project, but with the addition of two other restoration projects. Creating new recreational beach use opportunities by acquiring privately owned coastal habitat was a natural choice for restoration. Demonstrating the resource service link between a variety of coastal habitats and eolianite habitat was more challenging. The Trustee Council undertook a Habitat Suitability Analysis to demonstrate this service linkage. The Habitat Suitability Analysis (HSA) showed that habitats different from eolianite reef, including seagrass, mangroves and shallow hard-bottom, could provide habitat services to biota that rely upon eoliniate habitat for some part of their life cycle. The land acquired contained a variety of coastal habitats including mangroves, herbaceous wetlands, the mouths of two coastal rivers, the Sabana and Pitahaya Rivers, and reef communities immediately offshore. Additionally, the beach habitat on the parcel was identified in both the Leatherback and Hawksbill Sea Turtle Recovery Plans as being important conservation targets thus increasing their ecological importance. After selecting land acquisition as a restoration alternative, the need to identify a seasoned land acquisition partner was apparent given the intense demand and competition for a limited resource such as coastal land in Puerto Rico. Finding the right partner to assist in land acquisition, as well as engaging the public early were key elements in the success of this restoration alternative. Strategies and recommendations for other Trustees considering land acquisition as a restoration alternative are explored as well as the pitfalls and lessons learned.
OPERATIONAL METOCEAN PRODUCTS AND SERVICES IN SUPPORT OF MARINE POLLUTION EMERGENCY RESPONSE OPERATIONS
Authors: Daniel Pierre , Gilbert Trevor , Hackett Bruce , Hines Adrian , Tiercelin Claudine
Published: January 2013

The World Meteorological Organization (WMO) in conjunction with IMO and UNESCO have established a framework for a global Marine Pollution Emergency Response Support System (MPERSS). National Meteorological Services are traditionally called upon to provide a range of meteorological and oceanographic data and services to support operations in response to various marine pollution emergencies, normally working closely with national response agencies when incidents occur in territorial or international waters. To ensure that similar services are available in developing countries and international waters WMO in 1994 established MPERSS. This system has been designed to provide a coherent, internationally coordinated approach to the provision of meteorological and oceanographic services worldwide to marine pollution incidents no matter where and when they happen.

Today, the quality and breadth of data products expected by marine industries has expanded considerably and the challenge is to ensure that they provide value to the present and future generation of maritime applications. Operational met-ocean services rely on complex and expensive data collection and real time synthesis systems that must interact in real time across international boundaries. The IOC/WMO Joint Technical Commission for Oceanography and Marine Meteorology (JCOMM) has been created to facilitate the development and application of globally distributed marine meteorological and oceanographic services and their supporting observational, data management and capacity building programmes. A close dialog between those people pioneering the development of the next generation of maritime service infrastructures and those using their output in maritime applications is essential to ensure value for money and maximum impact across all maritime operational services.
APPLICATION OF OIL SPILL ENVIRONMENTAL SENSITIVITY ANALYSES TO BRAZILIAN ROAD NETWORKS
Authors: Mattos M Beatriz C.
Published: January 2013

Roads provide the main means of transportation in Brazil. According to data from the Brazilian Department of Infrastructure and Transport, 96.2% of the passenger transportation and 61.8% of the cargo transportation are based on road infrastructure. However, three quarters of the Brazilian roads are in terrible, unsatisfactory or generally inadequate condition. Poor road conditions are responsible for a great number of accidents with severe consequences for the population and the environment. Given the importance of this matter, there is a need to develop an intelligent system for automatic classification of social and environmental sensitivity maps in order to support actions that respond to emergencies and to help in transportation planning, especially considering the heavy movement of hazardous cargo, such as petroleum and its derivates. For this, tools such as GIS (Geographic Information System) allow social-environmental and traffic engineering characterization maps to be analyzed on a unified, georeferenced digital base. This way, administrators can estimate which stretches of the network are more environmentally sensitive and which pose greater risks, and therefore draw inferences on the most socially and environmentally vulnerable. Social and environmental vulnerability data not only help in the classification of the areas which pose the greater risks, but also make it possible to decide on emergency support points, creating a culture of prevention in the area of hazardous cargo transportation. The case study on the state of Rio Grande do Norte provides a measure of the importance of such work. The city of Natal - the state capital - and the Guamarí petrochemical facility are interconnected by 180 Km Road, on which more than 100 tanker trucks loaded with diesel and its derivates travel every day. This road is classified as in poor conditions and, according to the Brazilian Roads Police, it is one of the most dangerous.

The relevance of this work is to show how information consolidated to a single database, georeferenced in a GIS, can assist planning for the safe transport of oil and hazardous cargos, benefiting not only the state'S population but the environment as a whole.
INTEGRATION OF AIRBORNE AIS BRINGS A NEW DIMENSION TO THE DETECTION OF ILLEGAL DISCHARGE OF OIL SPILLS
Authors: Armstrong Louis , Schneider Heike A , Fäst Olov , Abrahamsson Angelica H.
Published: January 2013

The AIS (Automatic Identification System) became a standard under the International Convention for the Safety of Life at Sea (SOLAS) in December 2001. Using the AIS transponder, the vessel will report its position, identity heading and other information to other ship traffic in the same area. The AIS is a significant contribution to the control and safety of shipping. Transport Canada (TC) is a pioneer internationally in using the AIS (R4A airborne AIS transponder) integrated with the remote sensing system (MSS 6000 from Swedish Space Corporation) on board their aircraft, in order to add the information on ship identity and voyage to the information from other sensors.

The AIS integration provides a quantum leap in the effectiveness of the surveillance mission. In the Canadian system integration, detailed vessel information obtained through the AIS system is displayed and correlated with information received from other sensors. All information is also presented together with a high-resolution digital map including nautical chart data. The AIS provides the operators with vessel voyage and identity information. It is very useful for vectoring the aircraft to areas where ships have been reported. The advent of AIS simplifies surveillance procedures and makes each hour of surveillance more productive. During last year TC reported that over 9700 vessels were over flown. It is anticipated that over 20,000 AIS targets will be acquired using AIS in 2007–2008.

The experience from Canada also indicates an outstanding VHF range. During missions, vessels have been identified as far away as 200 nautical miles (n.m.) from the aircraft.

The AIS information together with other sensor images gives a comprehensive image that will dramatically improve the chance to tie a ship to a detected illegal oil spill. Receiving ship identity information will enable aircrews to conduct covert operations and contact the suspect ship from far standoff distances. This will also act as a deterrent to potential polluters. Integrating AIS within the operational requirements of surveillance programs, dedicated to minimizing the adverse effects of shipping on the marine environment, will make a significant contribution towards improving the effectiveness of surveillance missions.
PERSONNEL FOR OILED WILDLIFE RESPONSE: CHALLENGES IN IDENTIFYING, TRAINING, AND MAINTAINING AN EFFECTIVE TEAM
Authors: Clumpner Curt
Published: January 2013

In formulating an effective wildlife response plan there are four basic building blocks. A facility or place to do the work, proper equipment to do the work with, a structure to organize the work in a safe effective and efficient manner and personnel- the people to perform all of the varied tasks required to successfully respond to each unique incident. While each of these blocks are important and a case could be made for any as the single “most” important, in reality, the foundation on which an oiled wildlife response is built is personnel, just as in every other emergency response. Without adequately trained personnel, the best equipment, the finest facility and an effective organizational structure will all be wasted and the failure of the wildlife response is pre-ordained.

Unfortunately, not only is identifying, training and keeping personnel at ready the most important factor in maximizing the success of a wildlife response, it is the most challenging. Many of the people introduced to oiled wildlife response during an oil spill are at least initially keen to the possibility of pursuing it as a career. While the enthusiasm of many wanes when they learn the harsh realities and unpredictability of the work, in many cases the biggest obstacle is that there is not a clear path to follow to receive the training and experience necessary. If by good fortune they are able to gain that training and experience there is little hope of being able to support themselves or perhaps even a family once they have achieved the required skill level.

While industry, governmental agencies and non-govemmental or non profit organizations have all attempted to solve this problem in a variety of ways, there is still no model that provides a real answer to this challenge.

This paper will discuss the challenges involved in identifying potential personnel, training and maintenance of skills, and providing the support required to keep them available and ready to provide the skills necessary to assure each oiled wildlife response the best chance of success in documenting and mitigating the impacts of an oil spill on wildlife.
COMPONENTS OF AERIAL OPERATIONS TRAINING AND DEVELOPMENT
Authors: Rowe Emily , Gair Stuart
Published: January 2013

Aerial operations play an integral role in any marine oil spill; from spotting, surveillance and quantification to assisting with other operations. The value of having a birds eye view and being able to feed information directly into decision making groups and the ICS structure is invaluable.

Such an important component of today'S response toolbox, aerial surveillance remains a ‘black art’ when compared to the more commonly used tools such as shoreline and surface water surveillance. Variation in application methods, knowledge of limitations and discrepancies in the interpretation of outputs all reduce the overall value of the information acquired.

Solutions to this problem sound profoundly simple, an increase in training, more numerous training flights and an improved exposure for individual aerial operators. Being in a position to take such opportunities, responders in Oil Spill Response and East Asia Response Ltd (OSRL EARL) are pushing to develop new systems and use their experience to improve performance.

Using actual operational flights as test platforms to develop new integrated tools, the authors will demonstrate these tools and outputs from various training flights and operational sorties to illustrate the current status of development and discuss future plans.
TOOLS, TIPS, AND TECHNIQUES FOR REALISTIC RESPONDER TRAINING
Authors: Hall Christopher J.
Published: January 2013

There is no dispute that ongoing training results in a more proficient workforce; this is certainly true in oil spill response training. As more and more training programs are relegated to online and self-taught methods of instruction, response organizations must not lose focus on the need for relevant practical training to ensure responder readiness. Real-world experience through on-the-job training is a good complement to a training program, but should not be used as a substitute for it; personnel must be trained in their jobs before an incident occurs. To make training meaningful, it must allow all levels of the organization to prepare effectively and to “train the way we intend to respond”. Classroom overviews and lectures are only part of the picture. To be completely effective, the training must provide students with an opportunity to correlate their knowledge and skills.

The challenge for trainers is to keep the material and methods relevant and interesting while satisfying the training objectives. Some basic classroom instruction is usually required, particularly when personnel are new to the material, and even some online tools may have a role to play. However, once the basic steps are understood, the training must shift to actually using the procedures, tools, and equipment that will be provided in a real event. Activities must be carried out as realistically as possible; information gaps, communication problems, and organizational obstacles must be allowed to exist. These become additional issues for the students to resolve. Instructors need to plan and monitor these events carefully to ensure meeting the objectives and keeping on track.

For years, Alaska Clean Seas has been training North Slope Spill Response Teams using this model. Successful responder training with realistic problem solving keeps the students actively involved. This paper explores innovative training methods and offers examples and guidance in developing interesting, scenario-based responder training courses.
BUILDING AN INCIDENT MANAGEMENT TEAM THAT WORKS
Authors: Wieliczkiewicz Edward , Covey Stephen
Published: January 2013

There are 5 components to an effective response system - remove any of the components and the system fails:Leadership – Provide direction and a sense of purpose. These individuals will project confidence and a sense of purpose with authority. The leader provides them the direction they need to be the responder they have trained to become.Management System - Allow for flexibility to be effective. As we work within our management system we have to be sure that we stay within the system. When we train, we strengthen personal relationships with all components of the system. The caution is that these relationships can sometimes overwhelm or replace the process the system is designed to support. This can result in confusion and a loss if effectiveness.Training – Responders need to understand the system, their role within the system and what it takes to succeed. Using the tools for a small response helps them become routine and a natural reaction, not a skill that needs to be learned when the pressure is magnified. People tend to fall into the routine that they practice. The key is to practice properly.Catalyst – An event that brings the team from the training mode and turns into an effective response mechanism. This gives the team a sense of worth and moves them up the ladder towards the “Esprit” stage. It ensures the team knows their effort is worth while and their effort is making a difference.Thanks from the community and those in power- Even if not displayed publicly, this validates the team'S perception of itself and establishes a place as a member within the community. Personnel who are part of a response organization on a volunteer basis can face resentment from coworkers and supervisors due to the time impact it places on their day to day activities. Receiving thanks validates the worth of their time and effort to their peers and supervisors.
SOURCE IDENTIFICATION OF SPILLED DIESEL USING DIAGNOSTIC SESQUITERPANES AND DIAMONDOIDS
Authors: Wang* Zhendi , Yang C. , Hollebone B. , Brown C. , Landriault M.
Published: January 2013

Examination of GC-MS chromatograms of bicyclic biomarker sesquiterpanes and diamondoids using their characteristic fragment ions provides another highly diagnostic means for correlation and differentiation of unknown spilled oil samples that are difficult to identify by current fingerprinting techniques. In this work, GC-FID and GC-MS fingerprinting analysis in conjunction with statistical data analysis of target oil hydrocarbons including sesquiterpanes and diamondoids was performed for identification of an unknown oil spill incident occurred in a harbor of the Netherlands in 2004. Forensic investigation included the: (1) identification and characterization of numerous sesquiterpanes and diamondoids; (2) comparison of the distribution of sesquiterpanes and diamondoids; (3) development of a series of diagnostic indices for correlation and differentiation of spilled fuel samples; and (4) use of “Two-tailed” unpaired Student'S t-test to statistically evaluate the imperceptible differences between the selected diagnostic ratios of target compounds in the spill fuel and the suspected source fuel samples. At a 95% confidence interval, 33 of all 38 diagnostic indices (among them, 20 are diagnostic indices of sesquiterpanes and diamondoids) show positive matches between spill sample and suspected source fuel sample 1. In comparison, only 5 of 38 diagnostic indices indicate positive matches between spill sample and suspected source sample 3. These evidences demonstrate that the bunker ship has the responsibility for this oil spill incident.
PRE-AUTHORIZATION FOR THE USE OF SOLIDIFIERS: RESULTS AND LESSONS LEARNED
Authors: Michel Jacqueline , Keane Patrick , Benggio Bradford
Published: January 2013

The Regional Response Teams for Region 4 and the Caribbean developed pre-authorization documents to allow the use of solidifiers as listed on the National Product Schedule for mitigation of oil spills. Solidifiers are considered an alternative to sorbents or mechanical recovery for removal of small amounts of oil or thin sheens from the water surface. Throughout the process of developing the pre-authorization documents, a number of questions arose which were identified as key issues to a successful outcome, such as: What are sorbents? What are solidifiers? What are appropriate criteria for classification of solidifiers? What are the mechanisms of action for solidifiers? What is the typical composition of solidifiers? What are the environmental concerns associated with solidifiers? What are the benefits, shortcomings, and comparisons of using solidifiers versus sorbents? What are application and monitoring issues associated with use of solidifiers? What are the solidifier products currently listed on the NC? Product Schedule? The questions, while simple in nature, were complex in terms of the answers. There are conflicting and confusing criteria that exist when attempting to determine the nature of product designation as a sorbent or solidifier. Review of the ASTM criteria and Product Schedule in Subchapter J of the National Contingency Plan did little to clear the confusion. Despite this challenge, guidelines were developed for conditions where solidifiers could be pre-authorized for use including types of oil, use in loose form on any oil type under 500 gallons (treatment volume), no more than 1,000 pounds of solidifier loose product applied in response to a spill event, complete containment and recovery of all material, and monitoring requirements. A lesson learned from this exercise was that there needs to be a review and clarification of existing criteria for determining the difference between a sorbent and solidifier. This clarification will greatly assist in product classification under the Product Schedule during the projected upcoming regulatory project to rewrite Subchapter J of the NCP. That effort, in turn, will eliminate perceived discrepancies in product classification and allow the pre-authorization document to be a more lucid product for use by On Scene Coordinators.
SOKO PROJECT: DEVELOPING DETAILED OIL COMBATING PLAN FOR MANAGING ON-SHORE CLEAN-UP PROCEDURES IN FINLAND
Authors: Halonen Justiina , Pascale Melinda
Published: January 2013

Shipping on the Baltic Sea, especially the transportation of oil, has grown significantly over the past few years. One of the most accident risky areas for Finland is situated in the Eastern Gulf of Finland (lat. 60° 11’ long. 027° 45’ E). The Baltic Sea has officially been classified by the International Maritime Organization as Particularly Sensitive Sea Area in 2005.

In Finland the Regional Rescue Services (RRS) are responsible for organising on-shore clean-up with the assistance of the Regional Environmental Centres (REC). These oil combating authorities of Kymenlaakso region in south-eastern Finland have developed a thorough preparedness for oil incidents with the help of SOKO – Management of on-shore oil combating - project (SOKO). SOKO, innovated and administrated by the Kymenlaakso University of Applied Sciences (KyAMK), produced a detailed guidebook for oil combating authorities and the response commander (RC). The scope of the guidebook was achieved as an interdisciplinary effort between educational institutes, rescue services, environmental centres, authorities, civic organisations and businesses.

The guidebook provides detailed information on how to conduct oil combating in the case of a major oil incident where the oil reaches the shores. The guidebook is used as an action plan, as a manual for the response commander (RC) as well as for training both authorities and volunteers. It is an extensive collection of studies undertaken by further education students and specialists under the supervision of the project steering committee, formed by local oil combating authorities and KyAMK SOKO project personnel. The guidebook discusses the oil combating organisation and the management, the human resources, the communication and the financing issues. The guidebook also covers the arranging cleaning operations, the oil combating equipment and the temporary storage sites in the mainland and the archipelago and the construction specifications for the temporary storages. Transportation of oily wastes was also examined including the methods for loading and discharging oily wastes, as well as the sea, road and railway transportation methods using a database for estimating the best and most economic routes from the archipelago to the mainland. In addition, detailed operative charts were produced, with indications of the cleaning sectors and the oil waste transportation spots.

The SOKO contingency plan differs from the governmental plans by focusing only on the on-shore response excluding the at-sea response. The role of the oil combating authorities in the project was to identify unresolved issues in preparedness, provide practical information, supervise and accept the outcome. The main financier of SOKO in 2003–2007 was the Finnish Ministry of Education. The SOKO concept is currently expanding to cover more coastal area in the Gulf of Finland (SOKO II -project 2007–2011).
RAPID ASSESSMENT PROTOCOLS FOR SMALL VESSEL GROUNDINGS
Authors: Michel Jacqueline , Boring Christine , Locke Chris
Published: January 2013

Vessel groundings in coral or seagrass habitats can cause significant injury to these benthic communities. Injury assessment requires information on the areal extent and degrees of injury at the grounding site, including the inbound and exit vessel tracks. Scientific divers need to rapidly delineate the boundaries of the impacted areas, map the location of specific points (such as large dislodged coral heads), and record observations along transects underwater. A series of 2–3 page protocols was developed to provide guidance on collection of key ephemeral data after small vessel groundings, particularly where resources are limited and access is difficult. The Initial Assessment protocol outlines the steps to plan and conduct emergency phase surveys to document the physical injuries. Guidance is provided on how to set up the sampling grids, develop site-specific injury categories, and record field parameters. The Live Coral Triage protocol describes how to salvage and stabilize live coral and associated resources in a coral reef or hardbottom habitat that have been physically fractured, dislodged, or overturned. The Underwater Video Mapping protocol describes how to document and provide a permanent video record of the area, type, and degree of physical damage to benthic communities. These protocols for small vessel groundings should assist first responders collect ephemeral data during the emergency phases of a response and start the recovery process.