TANK VESSEL PETROLEUM TRANSPORTATION AS A PREDICTOR OF MARINE OIL SPILLS

2005 ◽  
Vol 2005 (1) ◽  
pp. 143-147
Author(s):  
Daniel R. Norton
Keyword(s):  
Marine Environment ◽  
Oil Spills ◽  
Strong Relationship ◽  
The United States ◽  
Coast Guard ◽  
Army Corps ◽  
Data Sets ◽  
Data Set ◽  
Annual Volume ◽  
The U.S

ABSTRACT The annual volume of oil spilled into the marine environment by tank vessels (tank barges and tanks hips) is analyzed against the total annual volume of oil transported by tank vessels in order to determine any correlational relationship. U.S. Coast Guard data was used to provide the volume of oil (petroleum) spilled into the marine environment each year by tank vessels. Data from the U.S. Army Corps of Engineers and the U.S. Department of Transportation's (US DOT) National Transportation Statistics (NTS) were used for the annual volume of oil transported via tank vessels in the United States. This data is provided in the form of tonnage and ton-miles, respectively. Each data set has inherent benefits and weaknesses. For the analysis the volume of oil transported was used as the explanatory variable (x) and the volume of oil spilled into the marine environment as the response variable (y). Both data sets were tested for correlation. A weak relationship, r = −0.38 was found using tonnage, and no further analysis was performed. A moderately strong relationship, r = 0.79, was found using ton-miles. Further analysis using regression analysis and a plot of residuals showed the data to be satisfactory with no sign of lurking variables, but with the year 1990 being a possible outlier.

MEXUSPAC: MEXICO/U.S. PACIFIC REGIONAL RESPONSE COORDINATION TEAM1

1995 ◽  
Vol 1995 (1) ◽  
pp. 959-960
Author(s):  
Daniel Whiting
Keyword(s):  
United States ◽  
Mexico City ◽  
Marine Environment ◽  
United States Of America ◽  
The United States ◽  
Coast Guard ◽  
Hazardous Substances ◽  
Contingency Plan ◽  
Marine Safety ◽  
The U.S

ABSTRACT The Agreement of Cooperation Between the United States of America and the United Mexican States Regarding Pollution of the Marine Environment by Discharges of Hydrocarbons and other Hazardous Substances, signed in Mexico City in 1980, provides a framework for cooperation in response to pollution incidents that pose a threat to the waters of both countries. Under this agreement, MEXUSPAC organizes Mexican and U.S. response agencies to plan for and respond to pollution emergencies in the marine environment. The MEXUSPAC contingency plan designates the commandant of the Mexican Second Naval Zone and the chief of the U.S. Coast Guard 11th District Marine Safety Division as the MEXUSPAC Cochairmen, and defines on-scene commanders, joint operations centers, and communications protocols that would be needed to coordinate the response to pollution incidents affecting both countries.

OIL POLLUTION ACT OF 1990: CURE, CATALYST, OR CATASTROPHE1

1995 ◽  
Vol 1995 (1) ◽  
pp. 713-717
Author(s):  
Mary G. Holt ◽  
Lindy S. Johnson
Keyword(s):  
Marine Environment ◽  
Oil Spills ◽  
Oil Pollution ◽  
The United States ◽  
Global Scale ◽  
International Community ◽  
Vessel Response ◽  
International Liability ◽  
Double Hull ◽  
The U.S

ABSTRACT Congress departed from the international community to unilaterally enact comprehensive oil spill legislation, the Oil Pollution Act of 1990 (OPA). OPA legislates in several areas not covered by the international liability scheme for oil spills, including requirements for double-hull vessels, manning standards for foreign vessels, vessel response plans, and detailed and extensive provisions for liability for natural resource damages. Thus, it clearly provides better protection for the U.S. marine environment than would the international liability scheme. While OPA has encouraged the international community to take certain steps to provide greater protection, significant differences remain between OPA and the applicable international rules and standards. Protection of the marine environment on a global scale would be increased if the United States and the international community could bridge these differences.

scholarly journals The Marine Transportation System's Economic Juggernaut: A Tonic for Pollution Prevention?1

2001 ◽  
Vol 2001 (1) ◽  
pp. 249-252
Author(s):  
Mark H. Johnson
Keyword(s):  
Oil Spills ◽  
Current System ◽  
Pollution Prevention ◽  
Coast Guard ◽  
Army Corps ◽  
Marine Transportation ◽  
Decision Tools ◽  
Early Results ◽  
Safety Committees ◽  
The U.S

ABSTRACT In September 1999, U.S. Secretary of Transportation Rodney Slater delivered a report on the marine transportation system (MTS) to the U.S. Congress. It captured the growing alarm by MTS stakeholders that the current system of marine transportation was barely adequate now and certainly not capable of accommodating the predicted growth and changing nature of shipping over the next two decades. While the report's recommendations seemed to highlight the economic aspects of the MTS, solving impediments to economic efficiency also can translate into significant pollution prevention. Principal among potential pollution prevention is in the area of reducing the numbers of vessel collisions, allisions, and groundings—29 of which resulted in oil spills of 10,000 gallons or more between 1995–1999. These casualties impact the ability of a port to conduct business, resulting in accrual of demurrage and risking competitive position. Attacking the port-specific and systemic factors influencing human factor causes of collisions, allisions, and groundings, the U.S. Coast Guard has embarked on several risk-based decision tools that enable local MTS coordinating committees, called harbor safety committees (HSCs), to evaluate the greatest factors that can contribute to vessel casualties. The tools include a Ports and Waterways Safety Assessment (PWSA) and a tailored model to evaluate U.S. Army Corps of Engineers facility permits. Early results show opportunities to improve navigational risk in specific ports. Additionally, another MTS effort involves providing real-time navigational and environmental information to vessels to aid decision making.

CHEMICAL AND PHYSICAL CHARACTERIZATION OF TAR SAMPLES FROM THE MARINE ENVIRONMENT

1975 ◽  
Vol 1975 (1) ◽  
pp. 155-167 ◽  
Author(s):  
P. R. Mommessin ◽  
J. C. Raia
Keyword(s):  
Marine Environment ◽  
Information Service ◽  
Technical Information ◽  
The United States ◽  
Coast Guard ◽  
Eastern Coast ◽  
Complete Report ◽  
The U.S

ABSTRACT A summary is presented of a study conducted to characterize tar samples recovered from the marine environment. The samples were collected by the U.S. Coast Guard primarily from the northwestern Atlantic Ocean and along the eastern coast of the United States. A multiparameter analytical approach was applied which involved microscopy, chromatography, infrared, and other analytical methods. Patterns were recognized which allowed a classification of the samples into distinct groups and which suggested possible origins. Contract DOT-CG-23,379A, U.S. Coast Guard Headquarters, Washington, D.C. A complete report of the investigation covered under this contract (DOT-CG-23,379A) is available through the National Technical Information Service, Springfield, Va. 22151.

JOINT MEXICO-UNITED STATES OIL SPILL RESPONSE PREPAREDNESS TRAINING ACTIVITIES

2005 ◽  
Vol 2005 (1) ◽  
pp. 711-714
Author(s):  
Heather A. Parker-Hall ◽  
Timothy P. Holmes ◽  
Norma A. Hernandez Ramirez
Keyword(s):  
United States ◽  
Oil Spill ◽  
Oil Spills ◽  
The United States ◽  
Coast Guard ◽  
Decision Makers ◽  
Hazardous Substances ◽  
Joint Training ◽  
Response Team ◽  
The U.S

ABSTRACT Exercise and evaluation of the Pacific Annex of the Joint Contingency Plan Between the United Mexican States and the United States of America Regarding Pollution of the Marine Environment by Discharges of Hydrocarbons or Other Hazardous Substances (MEXUSPLAN) uncovered a significant need for joint training between spill responders, planners, decision-makers and stakeholders on both sides of our border. Sponsored by U.S. Coast Guard District 11 (USCG Dll) and the Second Mexican Naval Zone (ZN2), a series of training sessions were held for Mexican officials from the Northern Baja California region and Mexico City in early 2003. The first of these well-attended sessions was held in two locations: San Diego, CA and Ensenada, Mexico in February 2003. The U.S. National Oceanic and Atmospheric Administration (NOAA) Hazmat facilitated the first session, the Joint Mexico-United States Oil Spill Science Forum. It provided a scientific view of oil spills. The following joint session facilitated by USCG Dll and held in Ensenada was a tabletop exercise designed in preparation for the signing of the MEXUSPAC Annex. Through the use of a spill drill scenario, this session included instruction and dialogue about the roles and responsibilities of both U.S. and Mexican spill responders. Both sessions included presentations from several agencies of the Regional Response Team IX/Joint Response Team: U.S. Dept. of Commerce, U.S. Dept. of the Interior and California's Office of Spill Prevention and Response. Industry partners also contributed topics of discussion, further complementing the U.S. response landscape. Mexican response agencies, including PEMEX, SAGARPA, SEMARNAT and PROFEPA, provided valuable input ensuring dialogue helping to identify additional joint response gaps. Upon the most significant gaps brought to light was the need for additional information regarding dispersant use by Mexican agencies, particularly in light of the approaching international SONS Exercise in April 2004. To this end, USCG Dll and NOAA HAZMAT developed and presented a modified Ecological Risk Assessment for their Mexican counterparts. Hosted by ZN2 in October 2003, this highly successful workshop brought together many key decision makers, planners and stakeholders from both sides of the border to discuss tradeoffs inherent in the use of existing spill response tools, including dispersants. Joint training and discussion sessions such as these are key to ensuring any measure of success in a joint spill response. Several additional training and discussion topics designed for the Mexican-U.S. joint response forum have been identified with many in the planning phase. Acknowledging the similarities as well as differences in response systems of our two nations' is essential to the success of these joint collaborations. Such continued efforts will help bridge existing gaps.

scholarly journals The Marine Salvage Industry: Proven in Preventing Oil Spills

2021 ◽  
Vol 2021 (1) ◽  
pp. 684710
Author(s):  
Jim Elliott
Keyword(s):  
Environmental Protection ◽  
Oil Spill ◽  
Oil Recovery ◽  
Oil Spills ◽  
Oil Pollution ◽  
The United States ◽  
Vital Role ◽  
Coast Guard ◽  
New Policies ◽  
The U.S

Abstract The marine salvage industry plays a vital role in protecting the marine environment. Governments, industry and the public, worldwide, now place environmental protection as the driving objective, second only to the safety of life, during a marine casualty response operation. Recognizing over 20 years after the passage of the Oil Pollution Act of 1990 that the effectiveness of mechanical on-water oil recovery remains at only about 10 to 25 percent while the international salvage industry annually prevents over a million tons of pollutants from reaching the world's oceans, ten years ago the United States began implementing a series of comprehensive salvage and marine firefighting regulations in an effort to improve the nation's environmental protection regime. These regulations specify desired response timeframes for emergency salvage services, contractual requirements, and criteria for evaluating the adequacy of a salvage and marine firefighting service provider. In addition to this effort to prevent surface oil spills, in 2016, the U.S. Coast Guard also recognized the salvage industries advancements in removing oil from sunken ships and recovering submerged pollutants, issuing Oil Spill Removal Organization (OSRO) classification standards for companies that have the capabilities to effectively respond to non-floating oils. Ten years after the implementation of the U.S. salvage and marine firefighting regulatory framework, this paper will review the implementation of the U.S. salvage and marine firefighting regulations and non-floating oil detection and recovery requirements; analyze the impacts and effectiveness of these new policies; and present several case studies and recommendations to further enhance salvage and oil spill response effectiveness.

International Offers of Assistance Guidelines – Developing an IMO Tool to "Internationalize" Oil Spill Readiness and Response

2014 ◽  
Vol 2014 (1) ◽  
pp. 328-339 ◽  
Author(s):  
Heather A. Parker ◽  
Scott R. Knutson ◽  
Andy Nicoll ◽  
Tim Wadsworth
Keyword(s):  
Oil Spill ◽  
Ad Hoc ◽  
Oil Spills ◽  
Guideline Development ◽  
The United States ◽  
Coast Guard ◽  
Global Perspective ◽  
National Response ◽  
Response Capacity ◽  
The U.S

ABSTRACT During the Macondo 252 incident in 2010, it became apparent that the lack of clear guidance to effectively manage the flood of response assistance offered and required from other nations and organizations. To help address these concerns, the U.S. Coast Guard hosted an international ad hoc workgroup after the 2011 International Oil Spill Conference to discuss challenges and issues associated with sharing equipment, technology and expertise among nations and organizations to support a national response authority faced with a significant oil spill exceeding the domestic response capacity. Ideas and recommendations were captured and the need for the development of a comprehensive set of guidelines for International Offers of Assistance (IOA) was formed. The U.S. Coast Guard recognized the importance of establishing these guidelines with a broad, global perspective and proposed the concept to the International Maritime Organization's Marine Environment Protection Committee (MEPC). In July 2011, MEPC approved the proposal submitted by the United States, and added this item to the work program of the Technical Working Group of the IMO Protocol on Preparedness, Response and Co-operation to pollution Incidents by Hazardous and Noxious Substances (OPRC-HNS TG). The OPRC-HNS TG began this work during its 13th session in March 2012, and continues to conduct the bulk of guideline development during intersessional periods via an International Correspondence Group, comprised of a range of national response authorities, spill contractors and industry representatives from around the world. These international guidelines will be available for use by nations as a tool to assist in managing a multitude of requests for and offers of assistance from other countries, regional coordinating bodies, or other entities. This paper summarizes work already completed and still in progress on the development of the IMO International Offers of Assistance Guidelines for oil spills. The ultimate goal for these Guidelines, once completed within the OPRC-HNS TG and approved by MEPC, will be adoption and utilization by IMO Member States, particularly those that are party to OPRC Convention and to the OPRC-HNS Protocol which require States to establish procedures for international cooperation during pollution incidents.

SECURITY POLICY CONSIDERATIONS FOR INLAND FACILITIES AND PIPELINES

2005 ◽  
Vol 2005 (1) ◽  
pp. 229-232
Author(s):  
Gary Yoshioka ◽  
Ellinor Coder
Keyword(s):  
Security Policy ◽  
Oil Spills ◽  
Oil Pollution ◽  
Terrorist Attack ◽  
Large Fraction ◽  
The United States ◽  
Coast Guard ◽  
Department Of Energy ◽  
Worst Case ◽  
The U.S

ABSTRACT Although facilities in the United States have not been subject to major oil spills caused by intentional acts, around the world acts of war and terrorism account for a large fraction of reported major oil spills. The Oil Pollution Act of 1990 requires response plans that address a “worst case discharge;” however, the implementing regulatory agencies did not foresee the possibility of deliberate attacks that could involve multiple storage tanks or several pipeline response zones. In addition, the terrorist attacks of September 11, 2001 highlighted the problems with the current U.S. federal response and contingency plans. The U.S. Coast Guard published a rule that requires operators of marine-transportation-related oil facilities to implement a variety of security measures. Inland facilities and pipelines are generally exempt from the security regulations; nevertheless, those facilities and pipelines can take steps to increase their own security preparedness by emulating the Coast Guard provisions. Homeland Security Presidential Directive HSPD-7, issued on December 17, 2003, identified critical infrastructure sectors and sector-specific agencies to facilitate vulnerability assessments of the sectors. The U.S. Department of Energy is responsible for coordinating the protection of critical infrastructures in the Energy Sector, which includes the production, refining, storage, and distribution of oil. In this paper, we discuss recent trends in Federal requirements and current provisions for oil industry security planning. We highlight types of major oil facilities that need to consider the possibility of a terrorist attack, as well as recommendations by industry groups. We conclude with suggested areas for industry planning improvement.

Origins and Destinations – Social Security Claimant Dynamics

1998 ◽  
Vol 27 (3) ◽  
pp. 351-369 ◽  
Author(s):  
MICHAEL NOBLE ◽  
SIN YI CHEUNG ◽  
GEORGE SMITH
Keyword(s):  
The United States ◽  
Data Sets ◽  
Income Support ◽  
Data Set ◽  
Family Structures ◽  
Highly Educated ◽  
Lone Parents ◽  
Lone Mothers ◽  
Time Period ◽  
Short Time

This article briefly reviews American and British literature on welfare dynamics and examines the concepts of welfare dependency and ‘dependency culture’ with particular reference to lone parents. Using UK benefit data sets, the welfare dynamics of lone mothers are examined to explore the extent to which they inform the debates. Evidence from Housing Benefits data show that even over a relatively short time period, there is significant turnover in the benefits-dependent lone parent population with movement in and out of income support as well as movement into other family structures. Younger lone parents and owner-occupiers tend to leave the data set while older lone parents and council tenants are most likely to stay. Some owner-occupier lone parents may be relatively well off and on income support for a relatively short time between separation and a financial settlement being reached. They may also represent a more highly educated and highly skilled group with easier access to the labour market than renters. Any policy moves paralleling those in the United States to time limit benefit will disproportionately affect older lone parents.

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.

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