ENERGY DISSIPATIVE DEVICES TO CONTROL OIL SLICKS IN FAST-CURRENT ENVIRONMENTS

1975 ◽  
Vol 1975 (1) ◽  
pp. 355-362 ◽  
Author(s):  
D.S. Jensen ◽  
W. Lindenmuth ◽  
R.L. Beach ◽  
D. J. Norton
Keyword(s):  
Energy Dissipation ◽  
Coast Guard ◽  
Surface Velocity ◽  
Water Current ◽  
Subsequent Work ◽  
Slowing Down ◽  
Oil Slick ◽  
Recovery Techniques ◽  
Oil Water ◽  
The U.S

ABSTRACT A concept to control and recover oil slicks in potential water current velocities of 10 knots is presented. The energy dissipation concept involves gradually slowing down the fast-moving oil slick and a layer of water flowing directly beneath such that the critical velocity Vc is never reached at the oil-water interface. In the process of slowing down, the oil layer thickens to a point where conventional recovery techniques may be used to remove the oil. Three research programs are discussed that investigate applications of the energy dissipation concept. These efforts under sponsorship of the U.S. Coast Guard include Hydronautics’ Surface Velocity Retarder Oil Skimmer (SVROS), Seaward's Streaming Fiber Device, and Texas & University's Porous Barrier System. Results of preliminary testing are discussed and analyzed. Program plans for subsequent work on the energy dissipation concept are described.

SELF-CONTAINED OIL RECOVERY SYSTEM FOR USE IN PROTECTED WATERS

1983 ◽  
Vol 1983 (1) ◽  
pp. 73-79
Author(s):  
Steven Cohen ◽  
Stephen Dalton
Keyword(s):  
Oil Recovery ◽  
Hazardous Materials ◽  
Coast Guard ◽  
Recovery System ◽  
Water Separator ◽  
Speed Range ◽  
Environmental Test ◽  
Oil Water ◽  
Rapid Deployment ◽  
The U.S

ABSTRACT The U.S. Coast Guard's success with the high seas skimming barrier prompted the development of a smaller, half-scale version for use in protected bays and harbors. The smaller version (SCOOP) enables more rapid deployment with significantly fewer people. Individual components of the system include a 65-foot section of skimming barrier with redesigned skimming struts, 200 feet of containment boom, two 30-foot work boats for storage, transport, and operation of the system, trailers to carry the boats to the scene, and an oil recovery system including double-acting diaphragm pump, gravity-type oil-water separator, and 750-gallon collapsible storage bags. In tests at the Environmental Protection Agency's Oil and Hazardous Materials Simulated Environmental Test Tank (OHMSETT) facility, the SCOOP exhibited recovery efficiencies between 30 percent and 60 percent over a speed range of 0.5 to 1.75 knots. The oil recovery rate was between 30 and 70 gallons per minute over the same speed range. At speeds below 0.9 knots there were no losses of oil from the boom. The system has been delivered to the Coast Guard Gulf Strike Team in Bay St. Louis, Mississippi, where it is being evaluated through use in routine spill response operations and exercises.

Fostering Information Literacy in the Management Education at the U.S. Coast Guard Academy

2019 ◽  
Vol 2 (3) ◽  
pp. 1-17
Author(s):  
Alina M. Zapalska ◽  
Ben Wroblewski
Keyword(s):  
Learning Environment ◽  
Information Literacy ◽  
Management Education ◽  
Management Program ◽  
Coast Guard ◽  
Sequential Approach ◽  
Step Process ◽  
New Knowledge ◽  
The U.S

This paper illustrates the information literacy (IL) strategy in an undergraduate Management program at U.S. Coast Guard Academy. The paper exemplifies a sequential approach that improves students’ capabilities to evaluate and apply information in a specifically designed learning environment while generating new knowledge in undergraduate business coursework. The paper also emphasizes how IL can be developed within management coursework through a six-step process, including defining, locating, selecting, organizing, presenting, and assessing.  This specially designed framework of IL learning can be applied across all relevant courses using specially designed assignments in the Management major.

Technical Report: Novel Oil/Water Separator for Treatment of Oily Bilgewater

2000 ◽  
Vol 37 (02) ◽  
pp. 111-115 ◽  
Author(s):  
Jason A. Caplan ◽  
Chris Newton ◽  
Donald Kelemen
Keyword(s):  
Flow Rate ◽  
Pilot Scale ◽  
Coast Guard ◽  
Physical Separation ◽  
Novel Device ◽  
Treated Effluent ◽  
Separation Chamber ◽  
Oil Water ◽  
Fixed Film Bioreactor ◽  
Stage 1

A novel device that combines physical separation methods with biotechnology to treat oily bilgewater is described. Laboratory and pilot-scale experiments were performed to examine the ability of this device, tradenamed PetroLiminator TM, to both separate free oil and biodegrade the dissolved or emulsified oil from shipboard bilgewater. Laboratory experiments were conducted to isolate and enrich bilge oil-degrading microorganisms. These microbes were grown in specially formulated liquid nutrients containing several hundred parts per million (ppm) of bilge oil as the sole carbon source. These cultures were inoculated into a laboratory-scale aqueous fixed-film bioreactor for determination of the required flow rate (i.e., hydraulic retention time) to remove ⋜99% of the petroleum hydrocarbons in the bilgewater. This information was incorporated into the design and operation of a 500 gal pilot-scale bioreactor installed aboard the 700 ft Cape Lobos MARAD motor vessel. The bioreactor was operated for 70 days processing more than 90 000 liters of petroleum hydrocarbon (PHC) contaminated bilgewater. The average PHC concentration in the untreated influent was 70 to 90 ppm. The TPH levels in all treated effluent samples analyzed were well below 15 ppm, the U.S. Coast Guard (USCG) limit for legal overboard discharge. In fact, the removal efficiencies for the system were greater than 99% with no operational or maintenance problems noted. A newer model was developed that incorporated a physical separation chamber (Stage 1) upstream of the bioreactor chamber (Stage 2) in order to minimize the oil load to the microbes. A series of tests was conducted that closely mimicked the USCG tests for oil/water separators (OWS). The results were dramatic. The PHC levels in the effluent were below 15 ppm in all samples analyzed for the specified flow rate. Based on these data, it is estimated that the subject system with a footprint of 6 × 5 × 5 ft (L × W× H) is able to treat up to 86 000 gal of oily bilgewater per month. This system was USCG and IMO approved in January 2000.

George Washington's Coast Guard: Origins of the U.S. Revenue Cutter Service, 1789-1801

1979 ◽  
Vol 66 (2) ◽  
pp. 388
Author(s):  
Harold D. Langley ◽  
Irving H. King
Keyword(s):  
Coast Guard ◽  
The U.S

Marpol V and Cargo Residues in the Great Lakes

1995 ◽  
Vol 32 (03) ◽  
pp. 179-185
Author(s):  
Eric Reeves ◽  
Laurie Perry
Keyword(s):  
Great Lakes ◽  
Central Region ◽  
Scientific Information ◽  
Special Problem ◽  
The United States ◽  
Coast Guard ◽  
Regulatory Regime ◽  
Enforcement Policy ◽  
Bulk Carriers ◽  
The U.S

In 1989 the U.S. Coast Guard promulgated regulations implementing Annex V to Marpol 73/78, which regulates the discharge of "garbage" from ships. Since that time it has become apparent that Marpol V, an international regime designed for the high seas, does not translate into a workable regime for the Great Lakes without some modification for the special problem of cargo residue discharges from dry bulk carriers. Application of Marpol V to the Great Lakes by the United States has also created an anomaly, because Canada has yet to do so, in large part because of serious concerns about its application to cargo residues on the Great Lakes. On September 22, 1993 the U.S. Coast Guard Ninth District put out an interim enforcement policy designed to provide a reasonable balance between the need to protect the environment of the lakes against any possible harm while taking account of the need for safe operation of commercial dry bulk carriers. At the same time, in cooperation with the Canadian Coast Guard Central Region and the U.S. National Oceanic and Atmospheric Administration, the U.S. Coast Guard Ninth District is developing better scientific information about the possible effects of cargo residues in order to build a scientific basis for a revised regulatory regime. As the scientific study progresses, the Ninth Coast Guard District continues to make modifications to the current enforcement policy, in consultation with Canadian Coast Guard Central Region, the scientific community, industry, and environmental groups. The final goal is a reasonably balanced and consistent regime on both sides of the lakes, in accordance with the mandates of the Great Lakes Water Quality Agreement.

American Bureau of Shipping Activities on Behalf of the United States Coast Guard

1984 ◽  
Vol 21 (03) ◽  
pp. 262-269
Author(s):  
John W. Reiter
Keyword(s):  
United States ◽  
The United States ◽  
Coast Guard ◽  
Working Relationship ◽  
United States Coast Guard ◽  
Long Period ◽  
The Past ◽  
The U.S

The American Bureau of Shipping and the U.S. Coast Guard have enjoyed an excellent working relationship for a long period of time. This paper gives a brief description of both organizations, describes some of the past cooperative arrangements, and details the latest agreement concerning commercial vessel plan review and inspection.

Research Opportunities Identified During the Casualty Analysis of the Fishing Vessel Arctic Rose

2003 ◽  
Vol 40 (04) ◽  
pp. 270-277
Author(s):  
George A. Borlase
Keyword(s):  
Research Community ◽  
Coast Guard ◽  
Fishing Vessel ◽  
Water On Deck ◽  
Interior Spaces ◽  
Static And Dynamic Stability ◽  
Broad Variety ◽  
Stability Issues ◽  
Marine Safety ◽  
The U.S

During the course of the U.S. Coast Guard Marine Safety Center's analysis of the sinking of the fishing vessel Arctic Rose, a broad variety of stability issues were encountered that have not yet been addressed in the research community. The effect of freeboard on static and dynamic stability needs to be studied to ensure minimum reserve buoyancy and limit the effects of water on deck. The area of flooding stability, where a vessel's displacement, centers of gravity, and stability characteristics are constantly changing due to progressive flooding, needs to be further investigated. Time-domain analyses of progressive flooding in a seaway are needed, as are model tests of progressive flooding from the weather deck into interior spaces of a vessel. Additionally, a better understanding is needed of the behavior of the vessel between when the vessel capsizes due to loss of righting arm and sinks because flooding weight exceeds reserve buoyancy, and the attitude of a vessel as it falls through the water column to the ocean floor.

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