bluuebunny/crossref_metadata_2025_split huggingface dataset:
THE AIREYE REMOTE SENSING SYSTEM FOR OIL SPILL SURVEILLANCE1
Authors: White James R. , Schmidt Richard E. , Plage William E. 
Published: January 2013

ABSTRACT
The U.S. Coast Guard is developing an airborne, real-time, all-weather, day/night remote-sensing system that will detect oil pollutants and identify violating vessels. The system, designated “Aireye,” will be installed on six of the 41 new Falcon 20G jet aircraft, (military designation HU-25A) purchased by the Coast Guard to replace the aging HU-16E Grumman Albatross as its medium-range surveillance aircraft. The sensor system will include a side looking airborne radar, two-channel infrared/ultraviolet line scanner, aerial reconnaissance camera, airborne data annotation system, and a control, display and record console. To identify polluting vessels at night, an active gated television (AGTV) also is being developed for inclusion in the Aireye system. The AGTV will use a one-watt, pulsed, lead vapor laser illuminator and will be capable of recording vessel names at night from a slant range of 700 meters. In addition to an active and passive mode, the AGTV will be capable of both computer and manual target acquisition and tracking. Each of the sensors will produce annotated, hard copy imagery suitable for prosecution of polluting vessels.
AIRBORNE OIL SPILL SURVEILLANCE SYSTEMS IN SWEDEN
Authors: Backlund Lars 
Published: January 2013

ABSTRACT
Two different oil spill surveillance systems have been developed by the Swedish Space Corporation for the Swedish Coast Guard and the Swedish Board for Space Activities. These systems are installed in two Coast Guard Cessna 337 aircraft. One of the systems is based on a side looking airborne radar, developed by L. M. Ericsson Telephone Company under contract to the SSC, and the other on a Daedalus infrared/ultraviolet line scanner. Both systems generate real-time imagery on a television monitor. In addition to the remote-sensing equipment, both aircraft have a Decca tactical air navigational system and a camera system on board. The technical evaluation and field testing of the two surveillance systems was carried out during 1978. The systems gradually will be put into operational use by the Swedish Coast Guard for coastal surveillance.
A COMPARATIVE RISK ASSESSMENT TECHNIQUE FOR TANKER OIL SPILLS
Authors: Özkaynak Halûk , Murphy Brian L. , Watson Joel J. 
Published: January 2013

ABSTRACT
The tanker oil spill risk assessment model (TRAM) allows a user to investigate the way in which oil spill probabilities, and amounts spilled, vary with such factors as fleet composition, navigational aids, or particular properties of the route. Such a comparison of alternatives is generally required for an environmental impact statement.
TRAM operates through multiplication of a series of matrices: P, Q, R, and S. The rows and columns of all matrices are parameterized by accident type (such as collision or grounding) and location (such as at a pier, or in a harbor). The probability of an accident (P) and of a spill following an accident (Q) are based on world tanker fleet data. The matrix S expresses the conditional probability that if there is a spill, the vessel will be a total loss. This enables catastrophic spills in which spill size can be related to vessel size to be distinguished from minor spills in which vessel size is generally not a factor.
The matrix R contains most of the unique features of the model. It accounts for vessel and route-specific features that reasonably may be expected to alter the world tanker fleet data. Examples are given from the literature for the elements of R corresponding to: fleet composition (domestic/foreign carrier); navigation aids such as vessel traffic system; vessel age, and construction (double hull, inerting system, segregated ballast, etc.); and various features of the tanker route, such as channel width and traffic density, based on Macduff's causation probability formalism. The practical usage of the model is demonstrated by applying it to a hypothetical project involving tanker oil transportation. The extension of this analysis technique to other forms of risk analysis studies (including operations other than oil transport) is also discussed.
THE GROUNDING OF THE IMPERIAL ST. CLAIR A CASE HISTORY OF CONTENDING WITH OIL IN ICE
Authors: Beckett C. J. 
Published: January 2013

ABSTRACT
During mid-morning on December 23, 1976, the oil products tanker Imperial St. Clair, carrying over 10,400 tons of cargo, grounded in the approaches to Parry Sound. Located on the eastern shores of Georgian Bay in Lake Huron, this port is a central depot supplying a large hinterland with petroleum.
At the time of grounding, new winter ice was present in varying thicknesses and temperatures and winds varied from day to day, resulting in very difficult conditions in which to effect operations.
An estimated 57,000 gallons of diesel fuel and gasoline was lost during the initial impact and later during oil transfer operations. The methods used to boom off the remaining oil through the winter period accounted for almost 40,000 gallons of the remainder.
This paper deals with the chronology of events after the grounding, the problems encountered with the safety of personnel, methodology of removal under ice conditions and the logistics of the operation. The result was total success, thus safeguarding one of the most beautiful areas of the Great Lakes.
DEVELOPMENT OF A NOVEL ICE OIL BOOM FOR FLOWING WATERS
Authors: Tsang Gee , Vanderkooy Nick 
Published: January 2013

ABSTRACT
To contain and recover oil in an ice-infested river, an ice-free area has to be created wherein conventional clean-up gear may be employed. A joint Canada-United States study was begun to develop a barrier which would allow the oil to pass through while barring ice floes from entering the recovery site area. Theoretical and laboratory study showed that the ice floes could be deflected successfully from an oil spill recovery site. The U.S. Coast Guard financed the construction of the prototype and it was successfully tested at the Canadian Coast Guard Base in the Detroit River, Amherstburg, Ontario.
The ice boom utilizes the ruddering principle, used by glance booms for the lumber industry. It consists of a sturdy body and a number of short fins or rudders. The angle between the boom and the fins is variable. The upstream end of the boom is tied to the shore. When the fins are gradually closed from the initially open position, the force of the current on the fins brings the boom gradually into the flow. The out-swung boom then prevents the ice floes from entering the area behind it and thus creates the desirable ice-free area. Openings are provided in the boom for the oil slick to pass through. After the oil passes through the boom, it may be contained and recovered by conventional methods.
Field experiments showed that deployment and manipulation of the boom could be carried out readily. It was also apparent that the fins created a surface current deflecting the oil simulant directly toward the shore. Quantitative design criteria have been obtained.
BETWEEN A DAM AND A HARD SPOT
Authors: Morrison C. D. 
Published: January 2013

ABSTRACT
As a result of the most severe winter in history, the locks at Markland Locks and Dam on the Ohio River, 60 miles south of Cincinnati, were closed to traffic by heavy ice accumulation January 25, 1978. Up river, 13 towboats and 125 barges with cargoes ranging from xylene to steel waited.
Yet further up the river, an undetected ice gorge was building, trapping the tows between the inoperative locks and the gorge. On January 27, 1978, the gorge broke and swept down on the entrapped tows. Some towboats could just hold their position, while others, and many barges, were carried away toward the dam with the result that one towboat and seven barges sank at the dam, three barges were swept over the dam, six barges were unaccounted for, and 11 barges lodged against the dam producing a major pollution and explosion potential from the non-gas-free tank barges. To complicate matters, the river was at flood stage and bank-to-bank ice was forming behind the stranded barges, eventually extending six miles up river.
We had to determine the cargoes and location of 125 barges in order to establish the safety measures needed during salvage operations. Salvage operations and channel ice breaking continued until February 5, 1978. On the night of February 5, 1978, two tows locked through, but the third, a 108-foot-wide, 1,000-foot-long gasoline tow became wedged solid in the lock chamber with the forward gate open. Three days were required to free the tow, but both lead barges were damaged and lost 1,084 gallons of gasoline in the lock chamber. A large number of Coast Guard personnel and a variety of equipment was deployed from five Coast Guard districts.
CLEANUP OPERATIONS AFTER THE 1976 SS SANSINENA EXPLOSIONAN INDUSTRIAL PERSPECTIVE
Authors: Hutchison John H. 
Published: January 2013

ABSTRACT
This paper outlines the efforts made for oil spill cleanup and control following the explosion on the SS Sansinena. It describes the layout and conditions encountered in the harbor area, such as prolonged exposure to fire, interaction with salvage operations, and ship and pleasure boat traffic. The main problem encountered was the fact that the fuel oil aboard was heavier than water, and hence sank to the bottom of the 60-foot-deep ship channel when the tanks ruptured.
The methods and equipment employed in recovering the oil from the channel are described indicating the relative advantages and disadvantages. Some of the problems included visibility in deep water, methods to maximize oil in the pump effluent, and separation of oil and water at the job site. Additionally, the long period (120 days) required to operate booms and other gear at the site required logistics and maintenance support not normally encountered.
Cleanup and oil removal services were also utilized during the salvage and removal of the ship which was cut into segments that were either towed away or lifted onto barges for movement to a scrap yard.
THE RESTORATION OF OILED SHORELINES BY THE PROPER USE OF CHEMICAL DISPERSANTS
Authors: Canevari Gerard P. 
Published: January 2013

ABSTRACT
Currently, mechanical cleanup techniques are conventionally utilized to restore oil contaminated shorelines, such as marshland, beaches, sea walls, etc. Such methods can cause severe environmental damage. The approach is also inefficient in that oil removed from a shore surface by water jets or similar techniques can readily redeposit on a neighboring surface.
This paper reviews the shortcomings of the expensive mechanical cleanup methods and presents the overall mechanism and technique for restoration using chemical agents. Although the use of chemicals in intertidal zones has not been well accepted by some environmental and regulatory groups, there is limited documentation that use of these agents results in less environmental damage and more rapid and economical shoreline restoration than mechanical alternatives. In support of this argument, an actual instance wherein an extensive Tampa, Florida shoreline had been oiled by a spill from the S/S Delian Appolon and subsequently chemically restored, is described. Detailed biological sampling of the biota in the environs of the work area was conducted by Texas A&M University. Data from an oiled area, oiled and chemically cleaned area, and a control (as is) area are supplied in the presentation.
The implications and feasibility of simply allowing the oil to weather/biodegrade in areas where this would be permissible are discussed, as are the proper, as well as improper, applications of chemical agents for shoreline restoration.
DEVELOPING A DISPERSANT SPRAYING CAPABILITY
Authors: Gill S. D. 
Published: January 2013

ABSTRACT
As provided by the Canada Shipping Act, the marine emergency office of the Canadian Coast Guard (CCG) is responsible for providing maritime emergency countermeasures operations that in peace time are not furnished by the private sector. With respect to oil spill countermeasures, the Canadian Coast Guard has pursued an equipment acquisition programme that involves recovery hardware, tanker lightening machinery, and dispersant spraying equipment.
In developing a national dispersant spraying capability, the CCG has undertaken a modification programme to enable the conventional offshore spraying gear to be mounted on almost any vessel of convenience. Smaller, more versatile inshore spraying vessels and pumps have been designed and built. With the popularization of concentrated dispersants, the inshore pumping equipment can be used aboard hovercraft for special application situations. A programme of acquiring mobile dispersant storage tanks has been undertaken with auxiliary equipment that will facilitate the shipment of dispersants in bulk by air freight. Work also has commenced on extending the dispersant application programme to include the CCG fleet of helicopters.
THE USE OF AIRCRAFT FOR THE CLEARANCE OF OIL SPILLS AT SEA1
Authors: Cormack Doug , Parker Hugh 
Published: January 2013

ABSTRACT
This paper describes experiments conducted with undiluted concentrate dispersants both in the laboratory and at sea which show that oil may be dispersed without the addition of artificial agitation. A description is given of trials over airfields, in which the appropriate droplet size was determined so that virtually all of the liquid discharged from the plane actually reaches the ground/sea surface. Experimental slicks were then laid at sea and the methods are described. These were treated by aircraft using the technique developed over the airfields. Results are presented on fresh crude oil (Kuwait, Ekofisk), topped Kuwait, and topped Kuwait water-in-oil emulsion. Experiments and results obtained with a Piper Pawnee and a DC-4 are included. Information is also presented on the logistics of aircraft use in spills offshore and close to shore with a view to giving as precise an evaluation as possible of the overall feasibility of aircraft dispersant operations.
OIL SPILL DEBRIS DISPOSAL HARDWARE SYSTEMS: METHODS FOR CONCEPTUALIZATION AND DEVELOPMENT1
Authors: Hansen Warren G. , Ross David E. , Sinclair John R. 
Published: January 2013

ABSTRACT
A Coast Guard sponsored investigation has determined that additional equipment systems are needed for disposal of wastes collected during cleanup of oil spills. Survey results indicate that, in most cases, existing systems are designed for specific environmental and debris conditions and may not provide the flexibility for the variety of situations that can be encountered during Coast Guard operations. Research also shows that there is equipment presently available that can be included in disposal systems for responding to a wide range of oil spill mass scenarios.
APPLICATIONS OF ECOSYSTEM ANALYSIS TO OIL SPILL IMPACT
Authors: Cowell Eric B. , Cox Geraldine V. , Dunnet George M. 
Published: January 2013

ABSTRACT
Ecologists need to be more involved in selection of oil spill clean-up devices, setting clean-up priorities, and evaluation of clean-up techniques. This paper outlines some basic ecological principles and stresses their proper application to minimize ecological damage and to properly evaluate that damage.
A FISHERY-OIL SPILL INTERACTION MODEL
Authors: Reed Mark , Spaulding Malcolm L. 
Published: January 2013

ABSTRACT
An oil spill behavior and fates model (see paper by P. C. Cornillon et al. elsewhere in this volume) has been coupled to a fisheries model54 to produce dynamic simulations of the interactive effects between an oil spill and the cod fishery on Georges Bank, with impacts being projected into the commercial catch. Four trial cases are documented: spills occurring in December and April, with and without chemical treatment. Several systems problems are discussed, along with present and anticipated efforts to bring the set of models from its current preliminary state to one in which useful inferences may be drawn.
SELECTIVE OIL SPILL COMBAT PLANNING FOR OFFSHORE EXPLORATION AND PRODUCTION OPERATIONS IN THE NORTH SEA
Authors: Poley Johannes Ph. 
Published: January 2013

ABSTRACT
Experience shows that during emergencies (Ekofisk, Amoco Cadiz) considerable differences of opinion can arise concerning the best combat-action to be taken, in spite of existing approved contingency plans. In this paper, a case is made for an improvement of the decision-making during emergencies through selective contingency planning for offshore operations.
In such selective contingency planning, a spill from a specific (potential) source and its impact on a stretch of coastline are being interconnected and analysed. This will involve consideration of source-specific data (such as location, oil-composition, flow-rates, and temperatures), together with such items as estimates of the fate and movement of that oil across the intermediate stretch of sea, seasonal conditions, pollution risks in terms of oil arrival times and amounts, and coastal vulnerability
In consultation between government and industry, a scenario for action tailored to that situation then can be decided in advance, both for combat at the spill location and for coastal protection.
The paper is illustrated with evidence from the Ekofisk blow-out case, and with the estimated pollution hazard for the Dutch Wad-denzee from an oil blow-out in the central North Sea area.
A MODEL TO FORECAST THE MOTION OF OIL ON THE SEA
Authors: Hess Kurt W. , Kerr Christopher L. 
Published: January 2013

ABSTRACT
A model to forecast the motion of oil spilled on the surface of water was established by combining separate models for the motion of oil, the motion of water, and the motion of air. The model for the motion of oil is based upon the hydrodynamic equations as they apply to oil on water. This model requires information at both the lower and upper boundaries of oil. At the oil lower boundary, the information is obtained from a model for the motion of water. This model is formulated by combining Ekman dynamics and continuity for the upper mixed layer of the sea. At the oil upper boundary, a model for the motion of air provides the required information. This model is based upon an analysis of output obtained from one of the National Weather Service's multi-level atmospheric models. A number of case studies demonstrate the features of the separate models and the composite oil spill model.
OIL SPILL TREATMENT STRATEGY MODELING FOR GEORGES BANK
Authors: Cornillon Peter C. , Spaulding Malcolm L. , Hansen Kurt 
Published: January 2013

ABSTRACT
As part of a larger project assessing the environmental impact of treated versus untreated oil spills, a fates model has been developed which tracks both the surface and subsurface oil. The approach used to spread, drift, and evaporate the surface slick is similar to that in most other oil spill models. The subsurface technique, however, makes use of a modified particle-in-cell method which diffuses and advects individual oil/dispersant droplets representative of a large number of similar droplets. This scheme predicts the time-dependent oil concentration distribution in the water column, which can then be employed as input to a fisheries population model. In addition to determining the fate of the untreated spill, the model also allows for chemical treatment and/or mechanical cleanup of the spilled oil. With this capability, the effectiveness of different oil spill control and removal strategies can be quantified.
The model has been applied to simulate a 34,840 metric ton spill of a No. 2-type oil on Georges Bank. The concentration of oil in the water column and the surface slick trajectory are predicted as a function of time for chemically treated and untreated spills occurring in April and December. In each case, the impact on the cod fishery was determined and is described in detail in a paper by Reed and Spaulding presented at this conference.
CHEMICAL INVESTIGATIONS OF TWO EXPERIMENTAL OIL SPILLS IN AN ESTUARINE ECOSYSTEM, PART II
Authors: Bieri Rudolf H. , Stamoudis Vassilis C. , Cueman M. Kent 
Published: January 2013

ABSTRACT
This paper deals with hydrocarbons in unconsolidated sediment and oysters, Crassostrea virginica, exposed to experimental oil spills. Quantitative data are based on high resolution, wall coated glass capillaries, and compound identification on mass spectrometry and retention.
The results emphasize the general trends observed in Fundulus heteroclitus:3 a rapid response of individual tissue hydrocarbon concentrations to the spill, followed by a gradual decrease that appears to be related to the environmental residence time of the compound. Total aromatic concentrations in unconsolidated sediment (unresolved envelope + peaks), at the maximum, reach &gt;500 parts per million (ppm) in both spill areas. In oyster tissue, maximum concentrations of total benzene eluate are &lt;5 ppm and those of individual isomers in general are &lt;100 parts per billion (ppb). Compositional changes with time are evident in both unconsolidated sediment and oyster extracts, resulting in increasing complexity that in the end becomes a basic limitation to analytical efforts for quantitation from gas chromatograms. Total concentrations of benzene fractions in oysters were found to remain essentially constant over a period of at least 10,000 hours; those of individual compounds clearly decay to ppb levels within a few hundred hours.
Unconsolidated sediment extracts were found to contain chlorinated hydrocarbons in concentrations of the same order of magnitude as those of aromatic hydrocarbons. While a few chlorinated hydrocarbons were also detected in oysters, their concentration relative to aromatic hydrocarbons was low and their structure in general different from those in unconsolidated sediments. Contrary to expectations, there is no obvious correlation between unconsolidated sediment and oysters.
SURVEY OF THE EFFECTS OF THE SETO INLAND SEA OIL SPILL IN 1974
Authors: Hiyama Yoshio 
Published: January 2013

ABSTRACT
On December 18, 1974, a fuel oil tank in Mizushima Refinery of Mitsubishi Oil Co. ruptured. About 50,000 barrels of fuel oil spilled and spread in the Seto Inland Sea, where there were intensive fisheries and heavy marine traffic among various industrial settlements. Coastal fisheries and fish culture fell into confusion, but, according to this survey, marine life quickly recovered by the summer of 1975 and the effect of the oil on the natural environment was not so large as suspected, the reason being mainly the quick and energetic work to recover the spilled oil. This paper is a report of the outline of the accident and a survey of its influence on the marine environment.