Monday, May 13, 2019


Texas explorer completes deepest ocean dive in history

By Danielle Haynes



The expedition team believes it identified three new marine
 animal species during the expedition. Photo courtesy 
of Five Deeps Expedition

May 13 (UPI) -- A Dallas-based explorer has set a record for the deepest dive ever made in a submersible -- in the world's deepest ocean trench, his organization announced Monday.

Victor Vescovo reached a depth of 35,853 feet on April 28 during a dive to the bottom of Challenger Deep in the Mariana Trench, the deepest known point on earth. The dive was 52 feet deeper than any previous manned dive, Vescovo's Five Deeps Expedition said

VIDEO
The last visit to Challenger Deep also set a depth record at 35,787 feet. That journey was made by filmmaker James Cameron in 2012

During the April 28-May 5 expedition to the Mariana Trench, the team also completed a dive to the bottom of Sirena Deep, about 128 miles away from Challenger Deep. The team spent hours at the bottom of the ocean at these locations, collecting samples, including the deepest piece of mantle rock ever collected.


RELATED Climate change triggered South American population decline 8,000 years ago, study says

Five Deeps Expedition believes it has identified at least three new species of marine animal, including a long-appendages amphipod.


"It's almost indescribable how excited all of us are about achieving what we just did," Vescovo said. "This submarine and its mother ship, along with its extraordinarily talented expedition team, took marine technology to an unprecedented new level by diving -- rapidly and repeatedly -- into the deepest, harshest area of the ocean.


"We feel like we have just created, validated, and opened a powerful door to discover and visit any place, any time, in the ocean -- which is 90 percent unexplored."



The Pacific Ocean dive is the fourth in Five Deeps Expedition's plan to dive to the bottom of each of the world's five oceans. The group is using a submersible called Limiting Factor to complete its challenge.


The team next plans to conduct dives in the Tonga Trench in the South Pacific Ocean.

Study: More people displaced by fighting, disasters than ever before



Displaced Malian citizens are seen in the village of Koygouma, Mali, on May 6 as a United Nations delegation visits. Photo byNicolas Remene/EPA-EFE
May 10 (UPI) -- More people have been displaced in their home countries by events like war, violence and natural disasters than at any other time in history, a new report said Friday.

The Norwegian Refugee Council said in its Global Report on Internal Displacement that 41.3 million people were displaced in 2018 -- an increase of about 1 million over the previous year.

The report, produced by the NRC's Internal Displacement Monitoring Center, said there were 28 million new displacements connected with conflict, general violence and disasters like earthquakes and weather events. The data covered persons displaced in their own countries, but not refugees.

Ongoing conflicts in Syria, the Democratic Republic of Congo, Ethiopia, Cameroon and Nigeria accounted for nearly 11 million of the new displacements. The report said many who tried to return home found their homes destroyed, local infrastructure damaged and basic services out of order.

"This year's report is a sad reminder of the recurrence of displacement, and of the severity and urgency of [the displaced's] needs," Alexandra Bilak, the center's director, said in a statement. "Many of the same factors that drove people from their homes now prevent them from returning or finding solutions in the places they have settled."

The study said displacement in urban areas is on the increase, with noted examples including Syria's Dara'a, the Yemen port city of Hudaydah, and the Libyan capital of Tripoli.

Syria has been engaged in civil war and the Yemeni government has been fighting Houthi rebels for several years. Libya has suffered from persistent internal conflict that led to the death of longtime leader Muammar Gaddafi in 2011.

"The findings of this report are a wake-up call to world leaders," NRC Secretary-General Jan Egeland said in a statement. "Millions of people forced to flee their homes last year are being failed by ineffective national governance and insufficient international diplomacy."

Friday's report comes amid numerous efforts worldwide to return refugees to their native countries. The Middle East and North Africa offices of the U.N. High Commissioner for Refugees said in December they hope as many as 250,000 Syrians can return sometime this year, as fighting there has slowed.

Iuventa Crew Receives Human Rights Award in Switzerland

Iuventa crew
Iuventa crew
BY MAREX 2019-05-13 21:37:32
The crew of the rescue ship Iuventa operated by the German NGO Jugend Rettet has been honored by the Swiss Paul GrĂ¼ninger Foundation with a human rights award for saving the lives of around 14,000 of men, women and children in the central Mediterranean.
The award is seen as a statement against the criminalization of those helping people at sea and comes whilst the crew is under criminal investigations in Italy for “aiding and abetting illegal immigration.” They face up to 20 years in prison and fines of 15,000 Euro ($16,900) per saved person.
The Iuventa was the first rescue vessel seized in Italy in August 2017. Captain Dariush was master of the Iuventa for three voyages off the Libyan coast: “We’re being charged for saving lives. This is absurd,” he said. “It is European politicians who block any safe way for people in need, so we had to act.” 
The award in Switzerland puts the topic back on the agenda, says Dariush. “This is important because it’s not us who suffer most from the process, but it is the refugees and migrants who suffer and whose lives are at risk.”
One of the crew volunteers Zoe said: “I myself almost drowned once off the coast of Malta. I will never forget this feeling of helplessness, not knowing whether someone will discover my head in the waves.” After seeing pictures of people drowning on television in 2016, she volunteered and at age 20 was one of the youngest crew members. 
The crew says: “Although we have to stand trial, it is us who accuses Europe. We accuse European politicians of turning their backs on people in need. We accuse the E.U. of collaborating with regimes who violate human rights.”
The Italian public prosecutor’s office has been investigating the crew for almost two years. Covert investigators claim to have observed the Iuventa crew cooperating with smugglers. However, the NGO claims that scientists at Goldsmiths, University of London have said there is no evidence for this. “They have compared the accusations of the Italian police with all available data, meteorological measurements, logbooks and recordings of the Reuters agency. In their study for Forensic Architecture, they conclude that the allegations are false.”
The trial is expected to begin in autumn, and it is expected that charges will be brought against the 10 crew members. It is a precedent for Europe, says lead lawyer Nicola Canestrini: “This trial will show whether Europe can continue to stand for fundamental rights and solidarity in the world.” 
GrĂ¼ninger was a Swiss police officer who permitted safe entry to 3,600 mostly Jewish refugees into Switzerland in 1938 and 1939, thus saving them from certain death in concentration camps. He was convicted and fired from his job. In 1990, long after his death, his family received compensation and created the foundation.
The prize money of 50,000 Swiss francs ($50,000) should make a substantial contribution to the defense of the rescuers, says the U.K-based charity Human Rights at Sea. The legal costs for the case are estimated to be at least 300,000 Euro ($337,000) , and another 200,000 Euro ($225,000) will be spent on campaign and travel costs for the crew.


LIFE AFTER WARMING MAY 10, 2019

Jared Diamond: There’s a 49 Percent Chance the World As We Know It Will End by 2050

By David Wallace-Wells



Jared Diamond. Photo: Antonio Olmos/Observer/eyevine/Redux

Jared Diamond’s new book, Upheaval, addresses itself to a world very obviously in crisis, and tries to lift some lessons for what do about it from the distant past. In that way, it’s not so different from all the other books that have made the UCLA geographer a sort of don of “big think” history and a perennial favorite of people like Steven Pinker and Bill Gates.

Diamond’s life as a public intellectual began with his 1991 book The Third Chimpanzee, a work of evolutionary psychology, but really took off with Guns, Germs, and Steel, published in 1997, which offered a three-word explanation for the rise of the West to the status of global empire in the modern era — and, even published right at the “end of history,” got no little flak from critics who saw in it both geographic determinism and what they might today call a whiff of Western supremacy. In 2005, he published Collapse, a series of case studies about what made ancient civilizations fall into disarray in the face of environmental challenges — a doorstopper that has become a kind of touchstone work for understanding the crisis of climate change today. In The World Until Yesterday, published in 2012, he asked what we can learn from traditional societies; and in his new book, he asks what we can learn from ones more like our own that have faced upheaval but nevertheless endured.

I obviously want to talk about your new book, but I thought it might be useful to start by asking you how you saw it in the context of your life’s work.
Sure. Here’s my answer, and I think you’ll find it banal and more disappointing than what you might have hoped for. People often ask me what’s the relation between your books and the answer is there is none. Really, each book is what I was most interested in and felt most at hand when I finished my previous book.

Well, it may be a narrative that suggests itself to me because I’m thinking of Guns, Germs and Steel, Collapse, and this new one, Upheaval, but for me it’s interesting to note that each of them arrived when they did in a particular cultural, intellectual moment. That begins with Guns, Germs and Steel — it’s obviously a quite nuanced historical survey, but it was also read coming out when it did, as a kind of explanation for Western dominance of the planet …

I would say you’re giving me more credit than I deserve. But one-third of the credit that you give me I do deserve. And that’s for Collapse. Guns, Germs and Steel, I don’t see it as triumphalist at all.

No, I don’t either. I don’t mean to say that. But it met the moment of Western triumphalism in our culture, I think.

The fact is that you and I are speaking English. We’re not speaking Algonquin and there are reasons for that. I don’t see that as a triumph of the English language. I see it as the fact of how history turned out, and that’s what Guns, Germs and Steel is about.

If you don’t mind dwelling on Collapse for a second … Has your view of these issues changed at all over the intervening years? I mean, when you think about how societies have faced environmental challenges, how adaptable they are and how resilient they might be, do you find yourself having the same views that you had a decade and a half ago? 

Yes. My views are the same because I think the story that I saw in 2005, it’s still true today. It still is the case that there are many past societies that destroyed themselves by environmental damage. Since I wrote the book, more cases have come out. There have been studies of the environmental collapse of Cahokia, outside St. Louis. Cahokia was the most populous Native American society in North America. And I when I wrote Collapse it wasn’t known why Cahokia had collapsed, but subsequently we’ve learned that there was a very good study about the role of climate changes and flooding on the Mississippi River in ruining Cahokia. So that book, yes, it was related to what was going on. But the story today, nothing has changed. Past societies have destroyed themselves. In the past 14 years it has not been undone that past societies destroyed themselves.

Today, the risk that we’re facing is not of societies collapsing one by one, but because of globalization, the risk we are facing is of the collapse of the whole world.

How likely do you think that is? That the whole network of civilization would collapse?

I would estimate the chances are about 49 percent that the world as we know it will collapse by about 2050. I’ll be dead by then but my kids will be, what? Sixty-three years old in 2050. So this is a subject of much practical interest to me. At the rate we’re going now, resources that are essential for complex societies are being managed unsustainably. Fisheries around the world, most fisheries are being managed unsustainably, and they’re getting depleted. Farms around the world, most farms are being managed unsustainably. Soil, topsoil around the world. Fresh water around the world is being managed unsustainably. With all these things, at the rate we’re going now, we can carry on with our present unsustainable use for a few decades, and by around 2050 we won’t be able to continue it any longer. Which means that by 2050 either we’ve figured out a sustainable course, or it’ll be too late.

So let’s talk about that sustainable course. What are the lessons in the new book that might help us adjust our course in that way?
As far as national crises are concerned, the first step is acknowledge — the country has to acknowledge that it’s in a crisis. If the country denies that it’s in a crisis, of course if you deny you’re in a crisis, you’re not going to solve the crisis, number one. In the United States today, lots of Americans don’t acknowledge that we’re in a crisis.

Number two, once you acknowledge that you’re in a crisis, you have to acknowledge that there’s something you can do about it. You have responsibility. If instead you say that the crisis is the fault of somebody else, then you’re not going to make any progress towards solving it. An example today are those, including our political leaders, who say that the problems of the United States are not caused by the United States, but they’re caused by China and Canada and Mexico. But if we say that our problems are caused by other countries, that implies that it’s not up to us to solve our problems. We’re not causing them. So, that’s an obvious second step.

On climate in particular, there seem to be a lot of countervailing impulses on the environmental left — from those who believe the only solution to addressing climate is through individual action to those who are really focused on the villainy of particular corporate interests, the bad behavior of the Republican Party, et cetera. In that context, what does it mean to accept responsibility? 

My understanding is that, in contrast to five years ago, the majority of American citizens and voters recognize the reality of climate change. So there is, I’d say, recognition by the American public as a whole that there is quite a change in that we are responsible for it.

Right.

As for what we can do about it, whether to deal with it by individual action, or at a middle scale by corporate action, or at a top scale by government action — all three of those. Individually we can do things. We can buy different sorts of cars. We can do less driving. We can vote for public transport. That’s one thing. There are also corporate interests because I’m on the board of directors for the World Wildlife Fund and I was on the board of Conservation International, and on our boards are leaders of really big companies like Walmart and Coca-Cola are their heads, their CEOs, have been on our boards.

I see that corporations, big corporations, while some of them do horrible things, some of them also are doing wonderful things which don’t make the front page. When there was the Exxon Valdez spill off Alaska, you can bet that made the front page. When Chevron was managing its oil field in Papua New Guinea in a utterly rigorous way, better than any national park I’ve ever been in, that certainly did not make the front page because it wasn’t a good picture.

And then finally the Republican Party, yes. Government has a role. In short, climate change can be addressed at all these levels. Individual, corporation, and the national level.

In the book, when you write about the present day — you talk about climate, you talk about resources, but you also talk about the threat of nuclear war and nuclear weapons. It may be kind of a foolish question to ask, but … how do you rank those threats?
I’m repressing a chuckle because I know how people react when I answer that. Whenever somebody tells me, “How should we prioritize our efforts?” My answer is, “We should not be prioritizing our efforts.” It’s like someone asking me, “Jared, I’m about to get married. What is the most important factor for a happy marriage?” And my response is, “If you’re asking me what is the most important factor for a happy marriage, I’d predict that you’re going to get divorced within a few years.” Because in order to have a happy marriage you’ve got to get 37 things right. And if you get 36 right but you don’t get sex right, or you don’t get money right, or you don’t get your in-laws right, you will get divorced. You got to get lots of things right.

So for the state of the world today, how do we prioritize what’s going on in the world? We have to avoid a nuclear holocaust. If we have a nuclear holocaust, we’re finished, even if we solve climate change. We have to solve climate change because if we don’t solve climate change but we deal with a nuclear holocaust, we’re finished. If we solve climate change and don’t have a nuclear holocaust but we continue with unsustainable resource use, we’re finished. And if we deal with the nuclear problem and climate change and sustainable use, but we maintain or increase inequality around the world, we’re finished. So, we can’t prioritize. Just as a couple in a marriage have to agree about sex and children and in-laws and money and religion and politics. We got to solve all four of those problems.

What should we do? Are there lessons from history?
To conduct a happy marriage, it’s not enough to sit back and have a whole listed view of a happy marriage. Instead you need to discuss your budget and your in-laws and 36 other things. As far as the world is concerned, solving national crises, the checklist that I came up with in my book is a checklist of a dozen factors. Now, I could make a longer checklist, or I could make a shorter checklist, but if we have a checklist of three factors it would be obvious we’re missing some big things. And if we had a checklist of 72 factors, then nobody would pick up my book and they wouldn’t pay attention to it.

As an example of one of those factors that the United States is really messing up now, it’s the factor of using other countries as models for solving problems. Just as with personal crises, when someone’s marriage breaks down or is at risk of breaking down, one way of dealing with it is to look at other people who have happy marriages and learn from their model of how to conduct a happy marriage. But the United States today believes what’s called American exceptionalism. That phrase, American exceptionalism means the belief that the United States is unique, exceptional, therefore there’s nothing we can learn from other countries. But we’ve got this neighbor, Canada, which is a democracy sharing our continent and there are other democracies throughout Western Europe in Australia and Japan. All of these democracies face problems that we are not doing well with. All of these democracies have problems with their national health system. And they have problems with education. And they have problems with prisons. And they have problems with balancing individual interests with community interests. But the United States, we too have prisons and we’ve got education and we have a national health system, and we are dissatisfied. Most Americans are dissatisfied with our national health system, and most Americans are increasingly dissatisfied with our educational system.

Other countries face these same problems and other countries do reasonably well, better than the United States in solving these problems. So, one thing that we can learn is to look at other countries as models and disabuse ourselves of the idea that the United States is exceptional and so there’s nothing we can learn from any other country, which is nonsense.

Do you think of this as being a sort of book about the path forward for the U.S.? Or do you think of it as having a broader, global audience?
It is a book about the U.S. plus 215 other countries. The United States is one country in the world, and we’ve got our own problems, which we are struggling with. I came back from Italy and Britain. Britain when I was there was at the peak of Brexit, but Britain is still at the peak of Brexit.

They’re not leaving that behind.
They’re making, I would say, zero progress with Brexit. Italy has its own big problems. Papua New Guinea has its own problems. I’m trying to think what country does not have problems …

It’s hard.
Norway is doing pretty well. What else?

Portugal maybe is doing relatively well.
Which one is that?

Portugal, maybe.
Portugal, maybe. Costa Rica, all things considered. Well, Costa Rica has problems because I think all four of Costa Rica’s last four presidents are in jail at the moment. That’s a significant problem.

If there’s hardly a nation in the world that seems to be a good model, a thriving example for other nations of the world to follow behind, how much faith does that give you that we can find our way to a kind of sustainable, prosperous, and fulfilling future?
That’s an interesting question. If I had stopped the book on the chapter about the world without writing the last six pages, it would have been a pessimistic chapter, because at that point I thought the world does not have a track record of solving difficult problems. The U.N., well bless it, but the U.N. isn’t sufficiently powerful, and therefore I feel pessimistic about our chances of solving big world problems.

But then, fortunately, I learned by talking with friends that the world does have a successful track record in the last 40 years about solving really complex, thorny problems. For example, the coastal economics. So many countries have overlapping coastal economic zones. What a horrible challenge that was to get all the countries in the world to agree with delineating their coastal economic zones. But it worked. They’re delineated.

Or smallpox. To eliminate smallpox it had to be eliminated in every country. That included eliminating it in Ethiopia and Somalia. Boy, was it difficult to eliminate smallpox in Somalia, but it was eliminated.

I wonder if I could ask you about California in particular. It’s interesting to me in the sense that when I look at the example of California, I see a lot of reasons for hope in the sense that there’s quite focused attention on climate and resources used there — probably more sustained interested in those subjects than there really is anywhere else in the U.S. And it has policy that’s, by any metric, I think more progressive than the relevant policies elsewhere in the U.S.

And yet, it’s also a state that — maybe it’s an unfortunate phrase — by accident of geography is also facing some of the most intense pressures and dealing with the most intense impacts already, from water issues to wildfire and all the rest of it. As a Californian who’s informed by these concerns looking at the future and thinking about the future, how does the future of California look to you?
California has problems like every other place in the world. But California makes me optimistic. It does have the environmental problems but nevertheless we have, I would say, one of the best state governments, if not the best state government in the United States. And relatively educated citizens. And we have the best system of public education, of public higher education in the United States. Although, I, at the University of California, know very well that we are screaming at the legislature for more money. So we have problems but we’re giving me hope at how we’re dealing with those problems.

I’m a native New Yorker and lived my whole life in this environment on the East Coast. And when I see images of those wildfires and when I hear stories of people I know or people I meet, and the fact that they’ve evacuated, the fact that no matter where you are in Southern California, also in parts of Central California and Northern California, you have an evacuation plan in mind. I just don’t understand how you guys can live like that. It must begin to impose some kind of psychic cost.
Well, I understand psychic costs and I understand getting my head around it because I was born and grew up in Boston. The last straw for me was that in Boston I sang in the Handel and Haydn Society chorus, and we were going to perform in Boston Symphony Hall the last week in May and our concert was canceled by a snowstorm that closed Boston down. And for me that was the last straw. I do not want to live in a city where a concert in Symphony Hall is going to get closed down in the last week of May by a snowstorm.

That’s just one event, but the fact is that Boston is and was miserable for five months of the year in the winter and then it’s nice for two weeks in the spring and then it’s miserable for four months in the summer, then it’s nice for a few weeks in the fall. Similarly with New York. So when I moved here, my reaction is, “Yes, we have the fires and we have the earthquakes and we have the mudslide and we have the risk of flooding. But, thank God for all those things because they saved me from the psychic costs of living in the Northeast.”

\



How the 1969 Santa Barbara oil spill led to 50 years of coastal protections in California



By TIMES STAFF
JAN 31, 2019 | 11:40 AM 



Three million gallons of oil began leaking from an offshore drilling site off the Santa Barbara coast in 1969. It eventually would be contained, but the incident helped spark landmark environmental legislation to protect the nation's waters and air. (Los Angeles Times)

Fifty years ago this week, a massive oil spill off the coast of Santa Barbara spewed an estimated 3 million gallons of crude oil into the ocean, creating an oil slick 35 miles long along California’s coast and killing thousands of birds, fish and sea mammals.

It sparked a coastal preservation act and marked a turning point in the state’s environmental movement.

Here is the story of the spill from the archives of The Times:

An oil-drenched duck undergoes a cleaning. The 1969 spill killed many seals and dolphins. (Los Angeles Times)

What happened?

The Jan. 28, 1969, blowout was caused by inadequate safety precautions taken by Unocal, which was known then as Union Oil. The company received a waiver from the U.S. Geological Survey that allowed it to build a protective casing around the drilling hole that was 61 feet short of the federal minimum requirements at the time.

The resulting explosion was so powerful it cracked the sea floor in five places, and crude oil spewed out of the rupture at a rate of 1,000 gallons an hour for a month before it could be slowed.

It was the worst oil spill in the nation’s history — until 20 years later, when the Exxon Valdez dumped 11 million gallons of crude off the coast of Alaska.

What was the impact?

Night after night, viewers were sickened by images of oil-drenched birds that couldn’t fly, sea otters that couldn’t swim and tides that brought in the corpses of dead seals and dolphins.

The spill even prompted a presidential visit to Santa Barbara, which suffered widespread damage to its sea grass and underwater flora. When newly sworn-in President Nixon saw the tarnished coastline, he remarked that the “incident has frankly touched the conscience of the American people.”

The cleanup was painstaking and slow. Oil was soaked up using straw and cat litter.

It took years for Santa Barbara’s ecosystem to recover.

How did the public and government respond?

After the 1969 spill, the California State Lands Commission placed a moratorium on all new offshore drilling in state waters, even on existing leases. A federal moratorium has effectively banned new offshore drilling in the federal waters off California for decades. Today, there are 23 offshore oil and gas leases in state waters, according to the commission.

New federal policies established after the disaster required offshore oil platform operators to pay unlimited amounts toward oil spill cleanup costs, along with penalties of up to $35 million.

In the aftermath of the spill, Nixon signed the National Environmental Policy Act in 1969, which requires environmental impact reports, and the California Environmental Quality Act was adopted the next year.

The nation’s first Earth Day, spearheaded by burgeoning grassroots environmental groups, was celebrated in 1970.

Laws regulating air and water pollution soon followed, as did legislation protecting sensitive coastal areas and endangered species.


Ship Escorting - A Changing Mission

Photo: Ă˜stensjø Rederi, Norway: Ă˜stensjø Rederi’s Ajax, VS escort tug, performing DNV full scale escort trials.
Photo: Ă˜stensjø Rederi, Norway: Ă˜stensjø Rederi’s Ajax, VS escort tug, performing DNV full scale escort trials.
BY CAPTAIN HENK HENSEN 2019-05-12 18:19:46
Ships are escorted in several ports around the world, for instance in the U.S., Europe, Australia and Japan. Escorting can be carried out in several ways, with all types of tugs at low speeds and with purpose built tugs at higher speeds. It is mainly the latter that is specifically called escorting.
What is escorting? According to the book Tug Use in Port the objective s of escorting are:
1. To ensure a safe passage through the approach channel and apply steering and braking forces to a disabled vessel by escorting tugs and to keep it afloat, or limit the impact of collision or grounding if they unfortunately happen.
2. To reduce the risk of pollution in port areas and port approaches due to groundings or collisions caused by technical or human failures on board a tanker.
The escorting tugs should be able to control the ship over a relatively large speed range, let us say from 10 knots down to zero. 
Escorting has been carried out for almost 45 years. Specific attention to the escorting of oil tankers started in the U.S. around 1975. Towing company Foss Maritime was mandated to escort tankers by the State of Washington that year. In Norway, escorting became mandatory in 1979 after the accident with the gas tanker Humboldt in the narrow approach channel to Porsgrunn on Norway’s east coast in March 1979. 
A number of years later, on March 24, 1989, the Exxon Valdez ran aground during her outgoing passage of the Valdez Arm, Alaska, resulting in a huge oil spill. As a consequence, renewed attention was paid to escorting loaded tankers in the U.S. 
Over the last 10 – 15 years, changes have taken place regarding the risks that caused escorting to be started, in the type and number of ships being escorted and the way escorting is carried out. What has changed since, let us say, 2010:
• The phasing out of single hull tankers. The final phasing-out date of single hull tankers was 2010. So, it is all double hull tankers now (with some exemptions under conditions of the flag state administration).
• According to ITOPF, the number of spills has decreased enormously, while there is still a significant growth in crude, petroleum and gas loaded.
• Risk of an LNG spill is very low. LNG carriers have multiple containment walls and insulation with eight feet between the hull and the cargo, making them very robust. No large LNG spill has been reported.
This means that the risk of pollution in port areas and port approaches due to groundings or collisions has become very low, and for that reason the need for escorting has become very low as well.       
  
What can be seen now is that the escorting of large gas carriers has increased considerably. Escorting of very large bulk carriers has started to take place, as is the case in Port Hedland, and in at least one port very large container vessels are escorted.
This means that the main purpose of escorting has become only the above mentioned objective 2, viz. to ensure a safe passage through the approach channel and apply steering and braking forces if needed. In other words, to keep the ship afloat and fairways to the ports open. Whether this is needed for a port or fairway depends on investigation of accidents that have happened and/or the outcome of risk assessments. 
Further developments are:
• Escorting of LNG tankers in particular in cold areas has increased, requiring special designed tugs.
• Escorting with two tugs, so-called dual-escorting, has emerged. Dual-escorting requires special attention so that the forces generated in the towline by the tug are not too large for a ship’s deck equipment. The same applies for escorting of bulk carriers and container vessels. Bulk carriers and container vessels do not need to comply with the requirements for emergency towing equipment which can be used for connecting towlines too.
This and much more, even autonomous tugs, is discussed in the new third edition of the book Tug Use in Port. The large-format hardback book is illustrated with a wealth of detailed diagrams, graphics and photographs. The book can be ordered at a price of €45 at The ABR Company Limited.

The opinions expressed herein are the author's and not necessarily those of The Maritime Executive.

SOUNDS OF SILENCE



It’s been 30 years since the Exxon Valdez oil spill. 
Here’s what we’re still learning from that environmental debacle.



1 of 11 | To try to ease the toll on the Prince William Sound, hundreds of workers spread
 out along the shores of Green Island after the... (Harley Soltes / The Seattle Times) More 



Seattle Times staff reporters
March 24, 2019 at 6:00 am Updated March 25, 2019 at 9:09 am

Before dawn on March 24, 1989, Dan Lawn stepped off of a small boat and onto the boarding ladder dangling from the side of the grounded Exxon Valdez oil tanker. As he made the crossover, he peered down into the water of Prince William Sound, and saw, in the glare of the lights, an ugly spectacle he would never forget.

“There was a 3-foot wave of oil boiling out from under the ship, recalls Lawn, who was then a Valdez-based Alaska Department of Environmental Conservation employee helping to watchdog the oil industry. “You couldn’t do anything to stop it.”


Lawn was one of the first responders to reach the 986-footlong Exxon Valdez after it went off course and punctured its hull on Bligh Reef in a debacle that marks its 30th anniversary Sunday.



Lawn spent a long day on board assessing the damage as oil gushed out. There would be no quick and coordinated spill response to slow the spread. Some 11 million gallons of crude would leak out of the Exxon Valdez in what was then the largest oil spill in U.S. history, and one that Lawn had long warned could happen.



The Exxon Baton Rouge, smaller ship, attempts to off-load crude
 from the Exxon Valdez that ran aground in Prince William Sound, 

Valdez, Alaska, spilling over 270,000... (Rob Stapleton / AP) More 



Eventually, the oil would foul parts of 1,300 miles of coastline, killing marine life ranging from microscopic planktons to orcas in an accident that would change how the maritime oil-transportation industry does business in Alaska, and to a lesser extent, elsewhere in the world.

Today, due to changes to U.S. law and international regulations, all oil tankers traversing the oceans are double-hulled, unlike the more breech-prone single hull of the Exxon Valdez. This significantly reduces but does not eliminate the risk of spills, as was demonstrated last year when a double-hulled Iranian tanker exploded and leaked fuel oil after crashing into a freighter in the South China Sea.



In Washington state, the Legislature overhauled oil-spill laws in the years after the Exxon Valdez. The state is a regional refining hub, with more than 9.45 billion gallons of petroleum products traveling over water annually. The lawmakers’ actions enabled the state Department of Ecology to strengthen prevention and response efforts. All barges carrying oil — as well as oil tankers — must have double bottoms. Another requirement is for a rescue tug to be stationed at Neah Bay to respond to vessels in distress.

A loon oiled by the spill awaits transport to a bird-rescue center. 
Carcasses of 395 loons of four species were collected during the spill,
 and it is estimated that 720 to 2,160 loons died from the oil.
 (Craig Fujii / The Seattle Times)

The volume of oil that tankers carry through Washington waters could increase dramatically in the years ahead. That’s because Canada is poised to approve a tripling of capacity in the TransMountain Pipeline so that bitumen processed from interior oil sands can be exported from British Columbia to global markets.

The threat of massive spills does not only come from tankers. The 2010 Deepwater Horizon drilling rig explosion that killed 11 workers led to an oil spill of 168 million gallons — dwarfing the amount released by the Exxon Valdez.

“If there is a single lesson we have learned, it’s that we have to do everything possible to prevent all sorts of scenarios that could lead to a catastrophic spill,” said Rick Steiner, a marine conservationist who — at the time of the Exxon Valdez spill — was employed by the University of Alaska in the Prince William Sound community of Cordova.



Unheeded warnings



Before the Exxon Valdez, Steiner and Lawn were outspoken critics of the Alaska oil industry’s preparation for a potential spill by the tankers that ferried Alaska North Slope crude to refiners in Washington and elsewhere in the United States.



Steiner networked with Prince William Sound fishermen who believed the oil industry had reneged on safety measures, and a disaster was all but inevitable. He pushed, unsuccessfully, for the creation of a citizen oversight council to prod the oil industry to ramp up safety measures. It was founded after the spill.



Meanwhile, Lawn sounded the alarm within the ranks of the state Department of Environmental Conservation. He said the equipment outlined in a response plan by Alyeska Pipeline Service Company, an oil-industry consortium, was not readily available. Even if it could be accessed, it would fall far short of what was needed.



“The managers were told that, but they didn’t want to hear it,’ said Lawn, who is now retired and divides his time between Kirkland, Washington, and Valdez, a Prince William Sound town where tankers load up with oil that arrives through the trans-Alaska pipeline.



When the accident happened, there was far too little response equipment, and some of it was buried in snow.



In this April 13, 1989 photo, Edward Jones of Valdez wipes off rocks 
on the shoreline of Cabin Bay on Naked island in Prince William Sound. 
Thirty years later, oil can still be found on some... 
(Bob Hallinen / McClatchy Newspapers) More 




For three days, relatively calm weather prevailed. The oil lay thick around the vessel, offering a crucial window of time for action. Then came a storm that scattered the oil, splattering coastlines to the west and south. For four years, crews embarked on a $2.1 billion cleanup that left behind crude that still can be detected on some stretches of the Prince William Sound shoreline.

Up to 10,000 workers were employed in the cleanup, and 1,000 boats. One line of an attack was using hot water on the beaches, but that was stopped when it was found to cook marine life, do more harm than good, according to research cited by the Exxon Valdez Oil Spill Trustee Council.

Amid the oil slicks in the water, killer whales surfaced to breathe. Among a resident pod of 36 whales in the area, 14 had disappeared by 1990, according to the Trustee Council.
Whales likely inhaled petroleum vapors and may have eaten contaminated prey. 
Fourteen whales in a resident killer whale pod disappeared between 1989 and 1990.

 (John Gaps III / Associated Press)



Over the long term, a transient whale pod that also frequented Prince William Sound fared the worst. Before the spill, the pod had 22 whales. Since then, the pod has declined to seven whales, and there have been no new calves born



Craig Matkin, a researcher for the nonprofit Gulf Watch Alaska, has monitored the whales since 1984. He said the transient whales, which eat seals, were probably the most heavily affected by the spill because they not only breathed the fumes and oil, but also ate oiled prey.



That pod appears doomed. “I give them maybe a two percent chance (of survival). It is so sad,” Matkin said.



Changes made, concerns linger

Three decades after the spill, Alyeska and the oil companies — under pressure from the state of Alaska — have greatly expanded measures to prevent spills. Two escort tugs, for example, accompany every oil laden tanker that motors through Prince William Sound. If needed, they can steer the tanker, counter any unwanted move or take it under tow.



If oil should escape a tanker, Alyeska has more than 40 miles of boom, compared with five in 1989.



Alyeska has 140 skimmers, compared with 13 back then, and the newer models operate much more efficiently, capturing less water.



The capacity to store cleaned up oil with barges or other floating equipment is more than 50 times greater than at the time of the spill.



As memories of the Exxon Valdez fade, a plea to Congress to retain the lessons learned







Mako Haggerty of Homer sits on the Prince William Sound Regional 
Citizens’ Advisory Council. (Photo by Liz Ruskin/Alaska Public Media)



One of the lessons of the 1989 Exxon Valdez oil spill is that the response has to begin immediately. Time is short if there’s any hope of limiting the damage.Audio Player



Congress seemed to have learned that lesson by 1990, when it imposed a per-barrel tax to pay for the Oil Spill Liability Trust Fund. The fund allows the government to launch a spill response and pay compensation, even before the company at fault is held to account.



But at the end of last year, Congress allowed that law to expire.



Mako Haggerty of Homer was among a group of Alaskans in Washington, D.C. He recently to ask lawmakers to renew the law.



“Thirty years was a long time ago,” Haggerty said in an interview outside the U.S. Capitol, between meetings. “A lot of people are moving on, and we need to remember what happened.”



Haggerty is a member of the Prince William Sound Regional Citizens’ Advisory Council. He was a commercial fisherman when the Valdez ran aground, and he worked on the spill cleanup in the sound and the outer Kenai Peninsula.





Slick on the water following the Exxon Valdez oil spill on March 24, 1989. (Public domain photo courtesy Alaska Resources Library & Information Services)



“I think we’re still suffering some of the effects of the Exxon Valdez spill,” he said. “What we want to do is prevent spills. That’s the main thing.”



Haggerty likes a bill Sen. Dan Sullivan, R-Alaska, sponsored: the Spill Response and Prevention Surety Act. It would permanently restore the oil spill fund and keep the 9-cents-per-barrel tax. But Sullivan’s bill would cap the fund at $7 billion. Once the fund reaches that level, the tax would be suspended until the value drops below $5 billion.



Haggerty said the ceiling is important.



“The fund is there just to get the cleanup started as soon as possible. So we don’t need a huge amount of money,” he said. “And anytime you have a huge amount of money sitting around, people want to use it for other purposes.”


The bill would also provide $25 million in annual grants to states for spill prevention.

Haggerty said prevention is critical. That’s one of the hard lessons of the 1989 spill.

“You have herring and bidarkis and clams and a lot of the subsistence foods from Prince William Sound, around the villages, that are still not there,” he said.

Sen. Lisa Murkowski, R-Alaska, is a co-sponsor of Sullivan’s bill, which has not yet advanced to a committee hearing.

People participate in a workshop revisiting the Exxon Valdez oil spill on Feb. 20, 2019 at the Dena’ina Center in Anchorage, Alaksa. (Photo courtesy Alaska Sea Grant)
People participate in a workshop revisiting the Exxon Valdez oil spill on
 Feb. 20, 2019 at the Dena’ina Center in Anchorage, Alaksa. (Photo courtesy Alaska Sea Grant)
















Revisiting features of the Exxon Valdez oil spill

Considering future impacts of oil and vessel distress in Alaska marine water

By Emilie Springer For the Homer News
Wednesday, March 20, 2019 

Editor’s note: This article has been updated to correct the name of the Prince William Sound Regional Citizens Advisory Council.

Three decades ago on March 24, 1989 the oil tanker Exxon Valdez struck Bligh Reef at the entrance of Valdez Arm in Prince William Sound, spilling 10.8 million gallons of crude oil in critical need of immediate response. On Feb. 20, 2019 Alaska Sea Grant hosted a workshop at the Dena’ina Center in Anchorage to revisit various dimensions of how damages of the spill were addressed through a focus on three categories relevant to community and human impacts of the environmental disaster relative to oil spills: public health, social disruption and economic loss.

Presenters and panelists incorporated a broad range of research establishments as well as state and federal organizations, including Sea Grant affiliates from both Alaska and Texas, the Prince William Sound Regional Citizens Advisory Council, United States Coast Guard, the Prince William Sound Science Center, UAA’s Institute for Social and Economic Research, Bureau of Ocean Energy Management, National Institute of Health, Alaska Ocean Observing System and the Alaska Chaddux Corporation. Most notable about this assortment is that presentations offered feedback and findings to a diverse audience — it was not solely research-structured but included more interactive response venues through local levels in both mid-size communities in the Gulf of Alaska and smaller rural villages in the northwestern coastal and island regions of Alaska. After each presentation, audience members were welcome to express themselves or ask questions.

One notable set of comments came from an elder audience member who grew up on Little Diomede Island located in the center of the Bering Strait and currently living in Wales, Alaska. The individual provided commentary in a casual conversational manner related to a general topic of change and transition over time. He talked about changes he has experienced in transportation from dog sleds to snow machines and how those dimensions influenced the need and opportunities for local collection of dog food. He also talked about transitions related to the role of how ivory collections were utilized in the community and the shift away from a once common resource has created major transitions in community identity. His concluding commentary seemed to imply that “modifications are constant, and we need to accept that changes will happen for various reasons.” This was not necessarily a positive validation of the human-caused dimension of a major oil spill, but that adaptation is inevitable.

Economist Gunnar Knapp, retired from the UAA Institute for Social and Economic Research, provided discussion comments that strongly encouraged a necessity for continually collecting base-line data and clear obligations for advance contingency plans and strategies prior to potential future disaster events. A difficulty of this dimension is acquiring funding to continually update information without required administrative obligations. Established protocols may help with response effectiveness because efforts to gather data on what is impacted once habitat suffers destruction is ineffective. Dealing with this is a political challenge. As Knapp points out, “budget cuts inevitably come from both the state and federal government. Prevention is perceived as burdensome on industry, so prevention is not the focus.” 
“Declines in funding decrease response availability and funding is a perpetual challenge,” collected conference notes suggest.However, as speaker Richard Kwok with the National Institute of Health pointed out in his presentation, “it is critical to consider features of preparedness and response because we need to expect disaster; at some point they are unavoidable and inevitable.”
“Each disaster will present new issues and uncertainties,” he also said.
Concurrently, he discussed some of the challenges of disaster examination. 
“There is no formal way to activate and coordinate research. Funding is difficult to find, official IRB protocols are challenging to follow, ethical issues are difficult to address, there is a lack of trained researchers to collect data and inclusion of community stakeholders is difficult,” he said.
That particular list of challenges is a demonstration of the contrast between endorsed, official research with more generalized interaction with impacted stakeholders. Kwok shared a useful website from the National Institute of Health related to disaster response protocols, data collection and training: https://dr2.nlm.nih.gov.

Another dimension of panel discussion that Knapp contributed to was discussion of the diverse communities and regions of western Alaska. As he noted, “what works well in one location may not in another.” Activity, availability and skills vary substantially between communities.

Another feature in Sea Grant’s collected conference notes relative to Alaska’s most rural communities suggest “prevention strategies need to be tailored to changing times. There are complex environmental issues impacting each community and the difficulty of keeping up with and monitoring all of them depends on location.” To address this requires regional communication networks and an awareness of “gatekeepers” in villages and among tribal leaders to relay information in a dependable manner.

As a speaker in one panel mentioned, “Folks in northern regions need to focus 100 percent on prevention. Though the people in those communities are resourceful, there are deficiencies to response availability.” Deficiencies, in this case, relates to what is accessible to communities in in the event of a spill disaster.

Presenter James Nunez with the US Coast Guard discussed some community reaction difficulties related to “colossal documentation” or lengthy publications.

“In these types of papers, verbosity is often too formalized and meaning can get lost in the density of composition,” Nunez explained. “There can be a real benefit to informality when trying to address the unofficial knowledge and awareness of individuals who make up a community.”

Attention to local knowledge and how to further disperse awareness and preparedness provides an opportunistic role for public journalism as an outreach tool.

“It behooves us to engage with community members to learn the most about all the nooks and crannies of identity and potential impacts. It is important to tap into and incorporate local information that can help us understand how impacts will be felt,” Nunez said.

Throughout the event, topics that emerged repetitively among speakers were community engagement and venues for integrating personal experiences and voice for better general communication across user groups and between user groups and agencies responsible for reaction to a spill event. It is important to integrate a certain degree of formality and professionalism while also capturing a spectrum of personal experiences and observations and attending to them in a proficient manner.

Sustainability of human and natural communities are reciprocal: they depend on each other and a variety of expressions. To capture the assorted influences, a diversity of voices is critical. This gathering fittingly shared that scope.


Exxon Valdez: what lessons have we learned from the 1989 oil spill disaster?



25 years since the oil tanker spilled millions of gallons of crude oil in the Gulf of Alaska, we remain callously unprepared to mitigate a future oil spill in the Arctic waters

Martin Robards

Wed 14 Feb 2018 18.15 GMT



 Staining the vista of the Chugach Mountains, the Exxon Valdez lies atop Bligh Reef two days after the grounding on 25 March 1989. Photograph: Natalie B Fobes/NG/Getty Images


It’s been 25 years to the day since human error allowed the Exxon Valdez tanker to run aground in the pristine waters of Prince William Sound in the Gulf of Alaska, dumping 11 million gallons of crude oil in what would become the greatest environmental disaster for an entire generation.

Even after the recent Deepwater Horizon incident in the Gulf of Mexico — a much larger accident in terms of the amount of oil released — the spectre of Exxon Valdez remains fresh in the minds of many Americans old enough to remember the wall-to-wall media coverage of crude-smothered rocks, birds, and marine mammals.

In the quarter century since the Exxon Valdez foundered, changing economic and climatic conditions have led to increased Arctic shipping, including increasing volumes of petroleum products through the Arctic. Sadly, apart from a few areas around oil fields, there is little to no capacity to respond to an accident – leaving the region’s coastal indigenous communities and iconic wildlife at risk of a catastrophe.

Local Alaskans and conservationists like myself – who witnessed the Exxon Valdez impact at close range – will never forget the damage. The wake of oil spread far from Bligh Reef, devastating life in Prince William Sound, killing over a quarter of a million seabirds at the large colonies in neighbouring Cook Inlet, before moving along the coast of Kodiak and to a point on the Alaska Peninsula 460 miles to the south
Exxon Valdez oil spill workers and maxi-barge hose beach after Corexit test on Quayle beach, Smith lsland in Prince William Sound, Alaska, US, on 7 August 1989. Photograph: Alaska Resources Library and Information Services (Arlis)

Yet more than memories remain. Oil persists beneath the boulders and cobbles of the affected region, sea otters have only just recovered after 25 years, and some species such as Pacific herring and the fisheries reliant on them are still not recovering at all, despite Exxon’s overtly optimistic prediction of a quick and full recovery of Prince William Sound.
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The fact is that even under ideal conditions, relatively little oil is actually recovered from a large spill. Its long-term impacts demand that we redouble our efforts on prevention to protect natural resources and the communities that rely on them – particularly in the Arctic where the environmental challenges are greater, the response and cleanup infrastructure frequently poor, and the logistics for mounting a response in remote environments immense. Furthermore, Arctic wildlife tends to aggregate in staggering numbers, rendering large portions of entire species vulnerable to a spill, like the seabirds of Cook Inlet.

Late last year, recognising that accidents will happen, I helped to lead a workshop with representatives of government agencies and coastal communities to address the lack of oil spill response capacity in the waterways separating Alaska in the United States from Chukotka in the Russian Federation. Residents from the Bering and Anadyr Straits and other villages met with representatives from federal and state agencies and other organisations in order to better identify the best ways to understand, prepare for, and respond to, an oil spill in a co-ordinated manner

While overall co-ordination of any large oil spill naturally rests with a formalised incident command, the first responders to a future oil spill in Arctic waters will more often than not be from the nearest local communities. Local hunters possess knowledge of natural resources passed down over centuries, including the migratory movements of birds, marine mammals, and fish, as well as how to operate safely in their coastal waters.

These are the people who stand to lose the most in the event of a spill, which could devastate regional wildlife and fish populations. Providing them the proper training, equipment, and infrastructure for their communities will help them to play a more meaningful role in planning for and safely responding to any future environmental disasters.

Communities, agencies, and other responsible groups on both sides of the political border must also establish predetermined roles and priorities. For example, will oil be allowed to wash ashore or will an attempt at dispersal be made? While oil on Arctic beaches is nobody’s wish, the long-term impacts of dispersant use on food security in the Arctic environment are unknown. Both options have long-term environmental and human health consequences – and only through local input into the planning process can these difficult decisions be addressed.
FacebookTwitterPinterest Valdez-based seafood processors picket Exxon's headquarters protesting a shortage of work due to the Exxon Valdez oil spill on 24 July 1989. Photograph: Arlis

During the Exxon Valdez incident, villages dependent on fishing were financially ruined. A similar event farther north, impacting the health and abundance of marine mammal populations, could be even more devastating. Such losses of iconic wildlife and damage to this stunning environment threaten not only a unique and precious part of our planet; but also the nutritional needs of coastal communities and a critical component of their cultures.

In the end, the story of the Exxon Valdez remains a cautionary tale. While simply hoping for the best may be the cheapest way forward given the resources required to establish functional networks of community and government bodies willing and able to work together, accidents do and will continue to happen. If we are to secure the long-term health and security of the Arctic’s magnificent natural resources and vibrant indigenous cultures there can be little doubt concerning the value of both prevention and preparedness.Guardian report on Exxon Valdez oil spill in 1989
• Dr Martin Robards directs the Wildlife Conservation Society’s Arctic Beringia programme



Exxon Valdez: high winds threaten Alaskan oil slick - archive, 1989



27 March 1989: Threat grows from worst US spill as tanker flounders


Wed 27 Mar 2019 


Containment booms surround the oil tanker Exxon Valdez after it ran aground in Prince William Sound, Alaska, March 1989. Photograph: ReutersHigh winds yesterday threatened to double the size of an oil slick menacing marine life in Alaskan waters as government investigators arrived on the Valdez to question the captain and crew members of the supertanker that precipitated the worst oil spill in US history.

State officials feared that high winds could aggravate the problem by doubling the size of the slick, estimated by Exxon to be about 12 square miles, while state officials contended it was 50 square miles.




Exxon Valdez oil spill – in pictures



Deteriorating conditions could also threaten the Valdez, still carrying more than a million barrels of crude, and listing severely at the mouth of Prince William Sound.


The Coast Guard has subpoenaed for questioning by National Transportation Safety Board officials the captain, Mr Joe Hazelwood, a 20-year Exxon ship veteran who was in his cabin and not on the bridge when his ship, the Exxon Valdez, struck the well-marked Bligh reef last Friday. Blood alcohol tests have already been administered to three crewmen, but the Coast Guard has yet to disclose the results.

The ship strayed 1.5 miles outside its approved shipping lane before crashing into the reef, spilling 11 million gallons of oil into Prince William Sound, considered one of the richest marine environments in North America. The sound features towering fiords, tree-lined coasts, and rock pinnacles jutting out of the water, and teems with sea lions, seals, killer whales, and sea birds.
Emilie Springer is a freelance writer living in Homer.






Although the president of Exxon, Mr WB Stevens, said the company was giving its full resources and providing additional equipment to clean up the spill, fishermen and Alaskan officials attacked Exxon for its tardiness.



‘The initial response was inadequate and didn’t match the planned, outlined response measures to be taken in a spill,’ complained Mr Dennis Kelso, the commissioner of the Alaskan Department of Environmental Conservation.



The first containment booms and oil removal equipment did not reach the scene until 10 hours after the incident, partly because a barge needed to transport them had been damaged in a storm two weeks ago. The equipment had to be transferred to another barge.



Other state officials ridiculed Exxon’s excuse that it had first to wait for the department to assess the problem.
Because Exxon and the Alaska Pipeline Service Company dragged their feet, the slick has become too large to deal with by only mechanical means - booms and pumps. Exxon will be using dispersants - liquid detergent made by the company - to break the oil before it reaches the shore in large quantities.

A plane dropped 200,000 dispersants on Saturday, but missed the oil slick because the pilot failed to distinguish it from the ‘black’ Alaskan waters. The darkness of the sea has in fact led to conflicting estimates of the size and location of the slick.Rescue crews were trying to pump the remaining oil from the supertanker into a sister vessel, the Baton Rouge, but so far only 800 gallons have been offloaded with the two pumps in use. Exxon says it is planning to bring in another six to eight pumps to speed up the operation.An Exxon senior enviornmentalist scientist, Dr Allen Mackey, said the extent of damage to marine life could not be assessed immediately, but added that the spawning herring at Bligh Island, next to the reef, would have to be written off. Also at risk were young salmon just entering the sound from local streams.















February 6, 2019/

As reported in the Fairbanks Daily News-Miner, there are still lessons to be learned from the Exxon Valdez oil spill that occurred on March 24th, 1989.

A recent report issued by the United States Government Accountability Office (U.S. GAO) found that some organizations involved in environmental cleanup, restoration and research weren’t talking to each other during the Exxon Valdez Oil Spill or the Deepwater Horizon oil spill that occurred in 2010. In fact, some agencies weren’t even aware that the other existed.

The U.S. Congress, reacting to the Exxon Valdez spill, created the Interagency Coordinating Committee on Oil Pollution Research as part of the Oil Pollution Act of 1990. The committee’s purpose is to “coordinate oil pollution research among federal agencies and with relevant external entities,” according to the GAO. The committee, which has representatives from 15 agencies, is expected to coordinate with federal-state trustee councils created to manage restoration funds obtained through legal settlements.


GAO investigators found, however, that “the committee does not coordinate with the trustee councils and some were not aware that the interagency committee existed.”

Although three decades have passed since oil soiled the surface of Prince William Sound and rolled onto its shores, evidence of the spill remains. GAO staff visited the spill site in May of last year “and observed the excavation of three pits that revealed lingering oil roughly 6 inches below the surface of the beach …” Restoration is largely complete in Prince William Sound, but some work continues and research will continue for decades, the GAO report notes.


Background: Exxon Valdez Spill and Clean-up

As reported in History.com, The Exxon Valdez oil spill was a man-made disaster that occurred when Exxon Valdez, an oil tanker owned by the Exxon Shipping Company, spilled 41 million litres of crude oil into Alaska’s Prince William Sound on March 24, 1989. It was the worst oil spill in U.S. history until the Deepwater Horizon oil spill in 2010. The Exxon Valdez oil slick covered 2,000 kilometres of coastline and killed hundreds of thousands of seabirds, otters, seals and whales.

Exxon payed about $2 billion in cleanup costs and $1.8 billion for habitat restoration and personal damages related to the spill.

Cleanup workers skimmed oil from the water’s surface, sprayed oil dispersant chemicals in the water and on shore, washed oiled beaches with hot water and rescued and cleaned animals trapped in oil.


Environmental officials purposefully left some areas of shoreline untreated so they could study the effect of cleanup measures, some of which were unproven at the time. They later found that aggressive washing with high-pressure, hot water hoses was effective in removing oil, but did even more ecological damage by killing the remaining plants and animals in the process. Nearly 30 years later, pockets of crude oil remain in some locations.Lessons Learned
A 2001 study found oil contamination remaining at more than half of the 91 beach sites tested in Prince William Sound.
The spill had killed an estimated 40 percent of all sea otters living in the Sound. The sea otter population didn’t recover to its pre-spill levels until 2014, twenty-five years after the spill.
Stocks of herring, once a lucrative source of income for Prince William Sound fisherman, have never fully rebounded.



In the wake of the Exxon Valdez oil spill, the U.S. Congress passed the Oil Pollution Act of 1990. The Oil Pollution Act of 1990 increased penalties for companies responsible for oil spills and required that all oil tankers in United States waters have a double hull. The Oil Pollution Act of 1990 (OPA), which was enacted after the Exxon Valdez spill in 1989, established the Interagency Coordinating Committee on Oil Pollution Research (interagency committee) to coordinate oil pollution research among federal agencies and with relevant external entities, among other things.

The U.S. GAO recommends, among other things, that the interagency committee coordinate with the trustee councils to support their work and research needs

Exxon Valdez changed the oil industry forever—but new threats emerge
Thirty years ago, a spill in Alaska shocked the world. Tankers got safer, but they're not the only risks.

BY STEPHEN LEAHY NATIONAL GEOGRAPHIC
PUBLISHED MARCH 22, 2019
ORIGINAL ARTICLE CONTAINS INFOGRAPHICS

“My eyes were watering from the oil fumes even at 1,000 feet,” recalled Rick Steiner, who flew over the Exxon Valdez oil tanker on March 24, 1989, only hours after it had plowed into a cold-water reef. “Oil was all over the deck, and it was everywhere in the water,” said Steiner, who was the University of Alaska's marine advisor in the Prince William Sound region at the time.
The Exxon Valdez was the worst oil spill in U.S. waters until the Deepwater Horizon oil spill in 2010. Within days oil from the Exxon Valdez spread some 1,300 miles along the coast of what was pristine wilderness. In the first days of the spill there was no oil recovery or clean-up equipment in the water, said Steiner, who is now a marine conservation consultant at the “Oasis Earth” project.
Eventually, massive clean-up efforts involving thousands of people were undertaken. The final death toll included 250,000 seabirds, almost 3,000 sea otters, 300 harbor seals, 250 bald eagles, 22 killer whales, and billions of salmon eggs. Populations of pacific herring, a cornerstone of the local fishing industry, collapsed. Fishermen went bankrupt.
It’s impossible to fully clean up an oil spill in the ocean, said Steiner, who’s been involved in many spills since 1989. And the impacts of these disasters can linger for decades. Thirty years later, local populations of killer whales and some seabirds in Prince William Sound have still not recovered, he said.
Some of the oil is still there, too. Recent sampling along the coast revealed pockets of oil buried four to eight inches under sand and gravel, often topped by stones. It’s likely to remain there for decades to come, according to a 2017 study by Jacqueline Michel, a geochemist specializing in oil spills, and president of Research Planning Inc.
A powerful storm or earthquake could potentially put that oil residue back into Prince William Sound, Michel said. However, digging up those residues to remove them would likely do more harm than good, she added.
Stricter laws reduce spills
In the wake of the Exxon Valdez disaster, the U.S. Congress passed a law, in 1990, that required oil tankers in U.S. waters to have double hulls (unlike that fateful ship) and increased penalties for spills. Today, all of the world’s fleet of 12,000 to 14,000 tankers for oil, liquefied natural gas (LNG), and chemicals are double hulled.
Combined with tougher regulations and better navigation equipment, oil spills releasing more than seven tons from tankers plummeted from a high of 79 spills per year in the 1970s to six per year over the past decade, according to ITOPF, an association of shipowners that responds to oil spills.
The decline in large spills greater than 700 tons was even more dramatic, falling from 24.5 per year to just two per year.
The biggest spills in histor
Perhaps surprisingly, given its notoriety and impact on the shipping industry, the Exxon Valdez spill was only the 36th worst tanker oil spill yet recorded. The biggest between 1970 and 2018 happened in 1979, off the coast of Tobago in the West Indies when the Atlantic Empress lost 287,000 tons of crude in a collision with another tanker. For comparison, the Valdez lost 37,000 tons. (There is roughly 305 gallons in a metric ton of oil.)
The worst tanker accident in the past 25 years occurred in January 2018, when two tankers collided off the coast of China. An Iranian oil tanker, the Sanchi,lost 117,000 tons of highly toxic natural gas condensate. None of Sanchi's 32 crew members survived.
By far the biggest accidental spill into the ocean was from the Deepwater Horizon oil drilling platform in the Gulf of Mexico. At 35,000 feet, it was the deepest well ever drilled until the blow out that killed 11 workers. Over nearly 90 days the broken well pumped 680,000 tons (approximately 5 million barrels) of oil into the Gulf. The spill cost oil company BP an estimated $61.6 billion, and they still couldn’t contain or recover all the oil that was spilled, said Michel, who worked on the project to assess some of the impacts.
Future risk?
Marine oil spill containment and recovery technology improved tremendously after the Valdez, but not much has changed for at least the last decade, the experts say. Spills can be located faster and their movements modelled more accurately, but full containment and cleanup remains, impossible Michel said.
It can also be difficult to prevent an undersea oil well from leaking. In 2004, Hurricane Ivan destroyed an oil platform in the Gulf operated by Taylor Energy. It’s still leaking 15 years later. Taylor is reported to have spent over $400 million working alongside the U.S. Coast Guard to contain and clean up the spill, but it’s been an ongoing challenge.
More and more oil drilling is being done offshore in deepwater off the U.S. and around the world. Last year, the Trump administration proposed opening up far more offshore areas to drilling
“Oil platform drilling in deeper water is the new paradigm of risk for oil spills in the marine environment,” said Michel.


US Congress allows oil spill tax to expire

Published date: 09 January 2019


A US government trust fund used to clean up oil spills is losing out on millions of dollars in revenue after lawmakers allowed a 9¢/bl excise tax on refiners, importers and producers to expire at the end of last year.

The tax is the main source of revenue for the Oil Spill Liability Trust Fund, which was created in the wake of the 1989 Exxon Valdez disaster as a way to ensure the timely clean-up of oil spills. The tax applies to crude received at US refineries, imports of petroleum products and domestically produced crude that is exported.

But the US Congress allowed the tax to expire on 31 December, saving refiners and importers that would otherwise pay into the fund more than $1.5mn/d in taxes, based on recent refinery runs and import levels.

"Suspending the tax is a tax giveaway to the oil industry by this Congress and administration," said Rick Steiner, a retired professor at the University of Alaska and board member for the non-profit group Public Employees for Environmental Responsibility.

Congress similarly allowed the excise tax to expire at the end of 2017, creating a two-month gap in the tax's collection before it was reinstated on 1 March 2018 through a bipartisan budget law. It remains unclear how long it might take for lawmakers to reinstate the tax. A Democratic bill to reopen the government does not include an extension of the tax.

Tax experts say it is unlikely that Congress would make the oil spill excise tax retroactive, given that refiners and importers usually pass on the tax to their customers.

"I think it would be very, very unlikely to happen, especially based on the precedent last time," KPMG federal excise tax practice managing director Deborah Gordon said.

Environmental groups have pushed to broaden the excise tax so it applies to oil sands, which is now exempt from the tax, and to cargo ships, which are covered by the fund but do not pay the tax. The trust fund had a balance of $6.7bn as of the end of last year, up from $900mn nearly a decade ago, according to budget documents.

The US Coast Guard, which administers the fund, did not respond for comment.


SEE 1969 SANTA BARBARA OIL SPILL
Tags: Exxon Valdez, oil spill, spill prevention, spill response