bluuebunny/crossref_metadata_2025_split huggingface dataset:
Hurricane Irma–Navy's Displaced Vessel and Oil Spill Response
Authors: Parker Heather A. , Baxter John , Murray Chris 
Published: December 2021

On the evening of 09–10 September 2017, the Florida Keys were pummeled by Hurricane Irma - a Category 4 storm that was the fifth-costliest hurricane to hit mainland United States, causing an estimated $50 billion in damages, and 34 lives lost in Florida alone.
In the Keys, approximately 1350 boats were destroyed or damaged, and approximately 2000 boats were removed from the waters and shorelines from a Unified Command (UC) comprised of U.S. Coast Guard, EPA and Florida Fish and Wildlife Conservation Commission funded from the Federal Emergency Management Agency (FEMA), under an ESF10 Mission Assignment to remove those vessels displaced from the storm where they had sunk, submerged, or been stranded along the shoreline.
On September 28, 2017, the UC decided that boats that were on federal property were the responsibility of that agency to manage, and furthermore, since each of these boats had batteries and in most cases fuel on board they posed an immediate hazardous substance and/or oil spill threat, so requested that Navy undertake operations immediately as the lead FOSC to address each of the vessels sunk, submerged, stranded or otherwise displaced on Navy property in the Key West area.
On October 1, 2017, the Navy On-Scene Coordinator Representative (NOSC-R) from Navy Region Southeast (NRSE) deployed to Naval Air Station Key West (NASKW) to manage the response. Once adequate funds were identified and secured, NRSE contracted Navy Supervisor of Salvage (SUPSALV), who quickly arrived on-scene with a contracted private salvor.
Operations fell into several stages: locating each vessel on NASKW property and determining its condition; identifying each owner/representative; retrieval and temporary storage of each vessel or its remains on Navy property; contacting vessel owners/representatives to making arrangements for owner or insurance company to retrieve the vessel, or surrender it to Navy custody for final destruction at Navy's expense.
A number of challenges arose during this response: finding adequate funds at the end of a fiscal year for an un-programmed multi-million dollar project; identifying owners and contact information; negotiating final disposition of each vessel; allowing owners access to vessels stored on Navy property.
After 9 weeks of vessel location and identification, and owner notifications, 15 vessels were retrieved by owners, 13 vessels were towed away or otherwise removed by owner insurance companies, and 52 were barged off to a boatyard for final destruction at Navy's expense. In total, $3M was spent by Navy for this operation.
Removal of oil from Swedish shipwrecks
Authors: Åberg Frida , Lindgren Fredrik , Pålsson Jonas , Johansson Josephine Rubia 
Published: December 2021

Oil leaks from shipwrecks can affect organisms living in the vicinity (Lindgren, 2015), but can also spread to other areas through water currents (Ljungman & Mattson, 2011, Höglund 2019).
Removing oil from a wreck, while costly, is often far less expensive as having to clean up after a potential oil spill resulting from a major leak (MSIR, 2012, Etkin, 1999). These wrecks have deteriorated for decades and there is often limited knowledge on volume and type of oil still onboard. (SMA, 2011)
By removing the oil, a potentially catastrophic oil spill is avoided. Any wreck could collapse during a storm or from corrosion. (Landquist et al., 2017) This occurred at the end of 2018, when the wreck Finnbirch started to leak oil from a bunker tank still containing oil.
Combating of oil spills by funding of oil spill preparedness vs funding for compensation after the spill events
Authors: Gunasekara A J M , Sathyadith W P J 
Published: December 2021

• The total volume of oil spilled and the number of spills has declined significantly over the past forty years. However, oil spills are no longer considered as an unavoidable. The ship source oil pollution still remains a potentially important risk to the local economies and the marine environment which can cause major economic loss and severe damages to the coastal and marine environment. The international regulatory framework to deal with liability and compensation for ship source oil pollution has evolved over the past three decades. The available international legal regime for oil pollution liability and compensation is playing a great role in governing the discharge of oil into the sea by ensuring liability for polluters and compensation for victims of pollution. Despite the fact that the total cost of the oil spill cannot be compensated through the available international civil liability regime and entire damages caused to the marine environment cannot be compensated or recovered. This paper examined the application and limitations of available liability and compensation mechanisms for the protection of marine pollution and compares the benefit of the establishment of a funding mechanism for the strengthening of the level of oil spill preparedness and the civil liability regime for the protection of the coastal and marine environment. In addition, this paper reviews the funding mechanism adopted by the countries to strengthen a level of oil spill preparedness taken into account the polluter pays principle without putting the extra burden to general taxpayers. The establishment of a system for the funding of oil spill preparedness using the polluter pay principle has immensely helped to improve the oil spill response capabilities and protection of the marine environment of coastal states which adopted a unique funding mechanism by applying the polluter pay principle. This paper recommends among other things, review the available compensation and liability regime for the protection of the marine environment and recommend to adopt and apply a uniform funding mechanism for the strengthening of the level of oil spill preparedness taken into account the polluter pay principle for the protection of the marine environment and improve the status quo.
• Liability, compensation, Preparedness, Polluters pay principle
Spray Missions & Flights in Known Icing (FIKI)
Authors: Jacobs Shane 
Published: December 2021

Aerial Dispersant application has changed platform in recent years with the introduction of the worlds first jet platform; a Boeing 727 complete with the TERSUS dispersant delivery system. During the development of this platform, stringent measures were imposed to comply with aviation standards, necessary to obtain approval from the authorities to operate.
Airframe icing occurs when the ambient temperature is low enough to allow the water vapour in visible moisture to form a layer of ice on the unprotected surface, this can occur in temperatures between 10°C and −40°C. A feasibility study was completed to investigate icing and the affects it could have on operations with a fixed spray boom.
The Boeing 727 is approved for flights in known icing (FIKI), the spray boom is not included within this approval, meaning when installed, it is restricted from operation in these conditions. With new platforms being developed and stringent regulatory requirements to be met, the challenges faced to alleviate icing is crucial to remove the residual risk of being unable to spray in these conditions.
This poster looks at the change in design to a ‘fixed' spray boom and details how OSRL proceeded with a project to identify the risks, mitigations and the route to alleviate these restrictions.
The Advanced Responder Training Course–The perspective of a new starter to the industry during their initial three months training
Authors: Fisher Thomas , Moore Audrey 
Published: December 2021

Abstract
A requirement of the oil spill response industry is its ability to develop highly trained staff international backgrounds who have a holistic understanding of response techniques and who all meet a standard baseline of competency to provide an international response when required.
As a solution to this Oil Spill Response Ltd (OSRL) has developed the thirteen-week Advanced Responder training course aims to bring delegates from member companies and new starters from all OSRL's bases and train them to a required standard.
OSRL is unique in the people it attracts to undertake the role of a responder as these are sourced from a variety of backgrounds, however these skillsets are unlikely to cover the entirety of the skills required for a competent responder. The course gives the delegates an opportunity to be exposed to all aspects of response techniques and provides an opportunity for new starters to share their previous experience and apply them to the new role.
The advanced responder training course has a pinnacle benchmark that is assessed using an Offshore Petroleum Industry Training Organisation (OPITO) Approved Competence Management System (ACMS) that is used to verify at what point an individual is competent to perform the tasks required of them to an agreed global standard.
The purpose of this poster is not to advertise OSRL as a company or the specific course, but provide an oversight of the training and its benefit to the industry
Detection of Actionable Oil using RADARSAT-2 and Simulated RADARSAT Constellation Mission Data
Authors: Staples Gordon , Garcia Oscar , Chen Ji , Desschamps Benjamin , Flett Dean 
Published: December 2021

Abstract 688970
For oil spill response, one of the key parameters is detection of actionable oil. Actionable oil (AO), which tends to be thick, emulsified oil, refers to oil that can be cleaned-up versus non-actionable oil (sheen) which cannot be readily cleaned-up. Previous studies by MDA of a controlled oil spills in the North Sea have shown the capability of RADARSAT-2 quad polarized data to detect AO using the entropy parameter (H) derived from the Cloude-Pottier decomposition. H → 0 for oil-free water and H → 1 in the presence of an oil slick.
To further test the detection of AO, RADARSAT-2, ASTER, WorldView imagery and in situ measurement were acquired April 25, 2017 at the MC20 site off Louisiana. Five oil thickness classes ranging from 1 micron to 100 microns were derived from a maximum likelihood classifier based on the ASTER and WorldView images and in situ samples. For oil-free water, the average H was 0.13 and 0.62 for the slick. There was good correlation between the variability of H and the oil thickness classes. Specifically, larger H was correlated with oil thickness in the 50 – 200 micron range and smaller H was correlated with oil in the 1 micro range. Not surprising there was overlap in H for area were the oil thickness was ~ 1 micron and the area deemed to be slick-free.
The results indicate that actionable oil can be discriminated from non-actionable oil based on the relative difference of H. Although these results are encouraging, one of the operational limitations is based on the use of the relatively small swath-width (25 km – 50 km) of the RADARSAT-2 quad polarized mode. The impact of the swath-width can be mitigated with data from the RADARSAT Constellation Mission (RCM). The RCM has a compact polarimetry (CP) mode that provides more polarimetric information than dual polarized modes, less than quad polarized modes, but is available for swath widths up to 500 km. Analysis of simulated SC50 RCM data (50 m resolution, 350 km swath width) derived from the aforementioned RADARSAT-2 image shows similar oil-slick variability that was observed in the RADARSAT-2 image and hence the capability to detect AO.
Innovation and Inland Oil Spill Response
Authors: Dyer Nick 
Published: December 2021

Abstract
Advances in technology and a sustained demand for oil mean exploration is being driven into more remote, fragile environments (Ivshina et al, 2015). Therefore, the number of drilling campaigns in remote inland locations is set to increase, so we should be prepared for a corresponding increase in the number of spills. This changing risk profile should in-turn be reflected in the oil spill response organisation (OSRO) community.
Whilst advances in offshore techniques and specialist equipment are plentiful, there appears to be scope for greater innovation in inland response. It is not uncommon for response plans to bear a close resemblance to those written in excess of 10 years ago, when the Macondo blow-out stimulated investment and a subsequent increase in offshore response capabilities.
This apparent disparity is surprising given offshore responses tend to orientate round either traditional containment and recovery measures or the use of dispersants, in contrast with inland response tactics which are often subject to a higher degree of site specificity.
There is a real appetite to add to the range of tactics available to OSROs. Precursors to change might include one or more of the following; field trials, better information sharing between response organisations and impressing upon manufacturers the potential value of developing proprietary inland spill equipment. This poster will explore some of the areas in inland response where there is scope for innovation.
Challenges Facing Myanmar in Developing a National Contingency Plan for Marine Pollution
Authors: Naing Ko Ko , Thu Khant , Davidson Dave 
Published: December 2021

ABSTRACT
Myanmar became signatory to the OPRC 1990 in December 2016 and hence requires applicable vessels, ports and offshore facility operators to develop and maintain oil spill contingency plans coordinated with the National Contingency Plan. At about the same time, a super tanker terminal was constructed at Kyaukpyu deep-seaport on the west coast of Myanmar. This project made Myanmar an oil receiver country thus raising the risk of significant oil pollution incidents. To mitigate the risk, Myanmar developed its National Contingency Plan for Marine Pollution (NCP) in order to establish a coordinated oil spill preparedness and response policy and to align with the Regional Oil Spill Contingency Plan (ROSCP) developed under the ASEAN MOU for Joint Oil Spill Preparedness and Response (ASEAN, 2014).
Even with the NCP, Myanmar is still encountering a number of challenges to be fully prepared for severe and disastrous pollution incidents. Chief among these is the establishment of a proper spill response capability including trained personnel and a stockpile of appropriate response equipment. Many options are being considered: government funding; establishing a mutual aid program led by industry; contract bases; or some combination of these.
This paper looks at the actions Myanmar is taking to develop a state of the art NCP that is appropriate for Myanmar and the Region. The paper also discusses some of the key challenges Myanmar is facing, including transboundary issues and the solutions being considered and/or adopted to address such challenges.
Forecasting System for Predicting the Dynamics of Oil Spill in a Tide-Dominated Estuary
Authors: Eke Chijioke D. , Anifowose Babatunde , Van De Wiel Marco , Lawler Damian , Knaapen Michiel 
Published: December 2021

ABSTRACT
Crude oil is predicted to become one of the most detrimental sources of anthropogenic pollution to estuaries. A comprehensive survey of oil spill literature reveals that oil spill transport in estuaries presents a gap in academic knowledge and literature. To address this gap, we present the first detailed analysis of estuarine oil spill dynamics. We develop and analyse a range of simulations for the Humber Estuary, using TELEMAC3D; a coupled hydrodynamic and oil spill models. The river boundary of the Humber Estuary is forced by discharge data, while the offshore boundary is driven by tidal height data, including estuarine water temperature and salinity. The calibrated model shows good agreement with measured data during the validation process. Results show that: (a) the time of oil release within a tidal cycle significantly influences oil slick transport; and (b) the tidal range significantly influences oil slick impacted area and overall distance travelled, as oil slick released under spring tide is approximately double the oil slick size under neap tides and travels on average 71% farther. This study emphasises the need to: a) understand how the interaction of river discharge and tidal range influences oil slick transport; and (b) be aware of the time of release within a tidal cycle, to efficiently deal with oil spills. Findings should be useful for future operational oil spill response and could be equally applicable to other tide-dominated estuaries.
BONN Agreement – More Than 50 Years of Spill Response Cooperation
Authors: Ly Johan Marius , de la Torre Laura , Schallier Ronny 
Published: December 2021

Abstract
In 2019, the BONN Agreement celebrated 50 years of continuous cooperation in dealing with marine pollution in Europe. This makes the Bonn Agreement the oldest regional agreement in the world established by governments for jointly dealing with and responding to pollution incidents.
The first “Agreement for Cooperation in Dealing with Pollution of the North Sea by Oil” was signed in 1969 by the eight states bordering the North Sea: Belgium, Denmark, Germany, France, the Netherlands, Norway, Sweden and the United Kingdom. This was shortly after the oil tanker “Torrey Canyon” broke up off Cornwall in 1967 spilling 117 000 tonnes of oil in the first major pollution disaster affecting Western Europe. In 1983 the agreement was expanded to include “other harmful substances” as well as oil and the European Union became a Contracting Party. In 1989 the agreement was amended to include aerial surveillance. In 2010, Ireland was included and in 2019, at the 50'th anniversary, a new enlargement of the geographical scope was approved by including the Bay of Biscay through Spain's accession and a new task related to the monitoring of air pollution from ships was incorporated. The area of the Bonn Agreement now covers the Greater North Sea and its approaches, comprising most of the heavy density traffic area and oil fields in Western Europe.
During these 50 years, the cooperation has resulted in a number of achievements on different topics. Some of these are: - aerial surveillance and detection of marine pollution,- harmonized pollution reporting format,- common quantification of oil spills through the Bonn Agreement Oil Appearance Code,- systems for reimbursement of costs when rendering assistance as the Bonn Agreement provides for mutual assistance between Contracting Parties,- joint exercises,- information sharing on experiences and on research & development findings,- Bonn Agreement region-wide risk assessment through the BE-AWARE project.
In October 2019, the agreement's 50th anniversary was celebrated and a ministerial meeting was held. This paper will give an overview of the history, the achievements and the future for the Bonn Agreement.
Basin-Scale and Near-Surface Circulation in the Gulf of Mexico
Authors: Özgökmen Tamay M. , Bracco Annalisa , Chassignet Eric P. , Chang Henry , Chen Shuyi C. , D'Asaro Eric , Fox-Kemper Baylor , Haza Angelique C. , Jacobs Gregg , Novelli Guillaume , Poje Andrew 
Published: December 2021

AbstractIn the aftermath of the Deepwater Horizon event, GoMRI-funded research consortia carried out several field campaigns in the northern Gulf of Mexico with the objectives of understanding physical processes that influence transport of oil in the ocean and evaluating the accuracy of current-generation ocean models. A variety of new instruments were created to achieve unprecedented levels of dense and overlapping datasets that span five orders of magnitude of spatial and temporal scales. The observational programs: GLAD (DeSoto Canyon, Summer 2012), SCOPE (Destin inner shelf, Winter 2013 14), LASER (DeSoto Canyon, Winter 2016) and SPLASH (Louisiana shelf, Spring 2017) were designed to capture transport by ocean currents that are not presently well resolved by operational models. The overarching objective of these experiments was to collect data from a variety of sensors (drifting, aerial and ship-board) to document the circulation and near-surface variability of fronts, where much of the surface oil tends to be concentrated. Two state-of-the-art models were also run in real-time during all the experiments; a multiply-nested Navy Coastal Ocean Model with horizontal resolutions ranging from 1 km in the outer nest down to 100 m, as well as a fully coupled atmosphere-wave-ocean model. The purpose of this submission is to summarize the advances made in both understanding and modeling the near-surface transport in the Gulf of Mexico.
Field test of herder and controlled burning of spilled oil in Kazakhstan
Authors: Kalimov Nurlybek , Taylor Peter M. , Kulekeyev Zhaxybek , Nurtayeva Gulnara 
Published: December 2021

ABSTRACT
Recent years have seen renewed interest in the viability of using herding chemicals in conjunction with in-situ burning. NCOC, an operator in the shallow north Caspian Sea, undertook herder research as an extension to studies performed under the Arctic Response Technology Joint Industry Programme (JIP). The purpose was to investigate the feasibility of using herders as part of their response toolkit.
Laboratory tests were performed in Kazakhstan on weathered Kashagan export crude oil, using two herders listed on the US NCP Product Schedule. Results were positive and it was considered that a reasonable size test spill under realistic conditions was required to verify laboratory work.
In November 2018 a field trial was undertaken in the boat basin at Damba in western Kazakhstan. A volume of 400 litres of artificially weathered Kashagan crude was pumped onto the water surface and allowed to spread. Air and water temperatures were just above freezing and a small amount of ice was present due to overnight low temperatures. The test was recorded by an unmanned aerial vehicle, using thermal IR and 4K video.
After the oil had been allowed to spread out to be &lt;1 mm, i.e. too thin to sustain combustion, a small boat was used to spray Siltech OP-40 herder around the periphery of the oil. After less than five minutes the effect of the herder became apparent. The oiled area was observed to begin contracting. A member of the boat crew successfully placed an igniter into the thick oil. A plume of black smoke was produced and the oil burned vigorously with flames of 2 to 3 metres high for approximately 8 minutes. After the burning had finished a visual inspection showed a relatively small quantity of oil residue. Pre- and post-environmental monitoring of the test site was undertaken.
Based on the success of the test, the next steps are to develop a formal methodology for the inclusion of herders in the list of approved oil spill treatment products. It will then be possible to incorporate the technique into contingency plans using NEBA/SIMA justification. This will have the potential to improve the response options and speed of response to incidents in broken ice or open waters.