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OIL SPILL RESPONSE ACTIONS IN JONES INLET County of Nassau, New York - T-AM E A S T M I D D L E B A Y 77@ B A Y 10 A T L A N T I C 0 C E A N Long IslaNd R * 9 1 o a a IPlanning Board H L e eD e n n i s c n0 f f i c eBu Aing TD Veterans M e m o r i a IHighway 427 Hauppauge, N . Y .11788 P4 0384 Dr. Lee E. Koppelmon 1981 P r o j e c t0 i r e c t o r OIL SPILL RESPONSE ACTIONS IN JONES INLET County of Nassau, New York E A 5 T Am M I D D L E B A Y B A Y 'N NZ A T L A N T I C AMR" 0 C E A N Long Island Regional Planning Board H. I. e eD e n n i s a n0 f f i c eBu Aing TD Veterans M e m o r i a IHighway 427 Hauppauge, N. Y. 11788 P4 0384 Dr. Lee E. Koppelmom 1981 P r o j e c t0 i r e c t o r OIL SPILL RESPONSE ACTIONS IN JONES INLET COUNTY OF NASSAU, NEW YORK Prepared by Long Island Regional Planning Board H. Lee Dennison Office Building Veterans Memorial Highway Hauppauge, New York 11788 31 October 1981 CEIP Agreement D164093 Task 7.3 CEIP Grant-In-Aid Award No. NA-79-AA-D-CZ054 The preparation of this report was financially-aided through a Federal grant from the Office of Coastal Zone Management, National Oceanic and Atmospheric Administration under the Coastal Zone Management Act of 1972, as amended. This report was prepared for the New York State Department o7f State. OIL SPILL RESPONSE ACTIONS IN JONES INLET COUNTY OF NASSAU, NEW YORK Prepared By Long Island Regional Planning Board H. Lee Dennison Office Building Veterans Memorial Highway Hauppauge, New York 11788 Dr. Lee E. Koppelman Project Director Staff - PlAnning DeWitt Davies Edward Mc Tiernan Mark Riegner Ronald Verbarg Michael Volpe Clarke Williams, Ph.D. Cartography Anthony Tucci Support Staff Lucille Gardella Edith Sherman Gail Calfa Consultants Woodward-Clyde Consultants, San Francisco, CA Carl Foget Michael A. Acton Tetra Tech, Inc., Pasadena, CA James Pagenkopf Henry L.M. Fong Acknowledgements The staff of the Long Island Regional Planning Board was greatly assisted in the preparation of this report by Mr. Harold Udell, Commissioner, Town of Hempstead, Department of Conservation and Waterways, and Mr. Tom Doheny, Director of the Department's Conservation Division. The Department provided the results of tidal current studies and also made the arrangements for a field survey of Jones Inlet and the adjoining bay environments. Special thanks are due Mr. Joseph Shapiro of Commander Oil Corporation, Oyster Bay, New York, and his associate, Mr. Edgar J. Barnett, Jr., for their efforts in organizing a Long Island Oil Terminal Association (LIOTA) oil spill cooperative. The members of LIOTA have responded by providing listings of oil spill equipment and contacts. TABLE OF CONTENTS Page 1. Introduction ................................................ I 1.1 Study Overview .......................................... I 1.2 Technical Consultants ................................... 3 1.3 Review Comments ......................................... 3 1.4 Background Information ................................. 4 2. Oil Spill Scenario .......................................... 5 2.1 Offshore Spill Scenario ................................. 5 2.2 Likelihood of Spill Event as Described in the Scenario ............................................ 6 3. Conclusions and Recommendations .............................. 8 4. Hydrographic Conditions at Jones Inlet ....................... 10 4.1 Hydrographic Setting .................................... 10 4.2 Hydrographic Characteristics of Jones Inlet ............. 12 5. Recommended Oil Spill Response Actions ....................... 17 5.1 Introduction ............................................ 17 5.2 Details of Spill Scenario ............................... 18 5.2.1 Scenario Parameters ................................... 18 5.2.2 Spill Movement ........................................ 19 5.3 Priority Analysis ................................. o ..... 23 5o4 Response Actions .... oo ......o...... o..... o .............. 24 5o5 Equipment Performance ............... oo ........o ....o .... 37 5.6 Spill Response Assessment ............................... 41 5.7 Mosquito Ditches .......... o....................... o ..... 41 5.8 Dispersant Use ...... o..o ...o ........ o............. 0 ..... 42 6. Refere-nces .................................................. 43 Appendix A - Review of Comments on Draft Report Submitted by Interested Parties ......... o A 1 Appendix B - Part I - Inventory of Oil Spill Contractors and Equipment in the Long Island Region .... B I Part II - Publicly Owned Oil Spill Containment and Clean-Up Equipment B 16 Part III - Spill Equipment Owned by Long Island Terminal Association Members ........ B 20 Appendix C - Oily Waste Disposal oo .................. o.. C I Appendix D - Dispersants ............... o............ o.0. D I Appendix E - Filter Fence/Sorbent Barrier o...... o. E 1 iv LIST OF FIGURES Figure Page I Location of Jones Inlet Study Area ..................... 11 2 Comparison of Modeled and Measured Flow Distribution Near Jones Inlet ....................................... 13 3 Tetra-Tech Link-Node Model Results Maximum Spring Tide Flood Currents (Knots) ............. 15 4 Shoreline Contamination without Response Action Implementation ......................................... 21 5 Shoreline Contamination with Response Action Implementation ........................... *....0 ...... 22 6 Response Action Location ................................ 30 v LIST OF TABLES Table Page 1 Booming Locations and Equipment/Manpower Requirements - Reynolds Channel ......................................... 27 2 Booming Locations and Equipment/Manpower Requirements - Long Creek Channel .......................... o ............ 28 3 Booming Locations and Equipment/Manpower Requirements - Sloop Channel ... o ..... o.............. o... o.......... o .... 29 4 Deployment Times for Reynolds Channel Response Actions ... 31 5 Deployment Times for Long Creek Channel Response Actions . 32 6 Deployment Times for Sloop Channel Response Actions ...... 33 7 Response Times for Oil Spill Contractors in the Jones Inlet Area (To Point Lookout Marina) .............. o ...... 34 8 Equipment Rental Cost for One 10-Hour Day ......... o ...... 35 9 Labor Cost for One 10-Hour Day .... - ................... o 36 10 Skimmer Performance Criteria ............. o ................ 39 11 Oil Recovery Effectiveness of Skimmers for Crude Oil Spill. 40 vi SECTION I INTRODUCTION 1.1 STUDY OVERVIEW The Long Island Regional Planning Board (LIRPB) with funds provided by the N.Y.S. Department of State under the Coastal Energy Impact Program, and with the assistance of the Regional Marine Resources Council and State and local governmental entities, initiated a three phase program in 1978 to develop options for the protection of all Long Island south shore bay environments from oil spills originating either from Atlantic Outer Continental Shelf (OCS) Oil production activities or the tanker transport of petroleum products in the New York Bight. There are five shallow tidal inlets along the Island's south shore that link the bay environments with the Atlantic Ocean: Shinnecock, Moriches, Fire Island, Jones and East Rockaway Inlets. Under Phase I, the LIRPB prepared a report that contained recommended response actions for the containment and cleanup of oil spills impacting the Fire Island Inlet region (Long Island Regional Planning Board, 1979). The subject report, Oil Spill Response Actions in Jones Inlet, has been prepared under Phase II; this phase also includes the preparation of a companion report for the Shinnecock Inlet region. Completion of Phase III is expected by the end of 1981; spill control plans for both Moriches and East Rockaway Inlets will be prepared under this phase. All of the response plans prepared under this effort provide detailed site specific information for use by the U.S. Government On-Scene Coordinator in responding to significant oil spill events. The program addresses the need as identified in the N.Y.S. Department of Environmental Conservation report, New York State and Outer Continental Shelf Development - An Assessment of Impacts, for the development of adequate oil spill cleanup capability. Oil spills - either from OCS activities or the tanker transport of petroleum - will continue to occur in the future in or 1 near New York's coastal zone.* Coastal areas are fortunate if oil spill trajectories are offshore. However, onshore trajectories from spills origi- nating offshore, and nearshore spills, regardless of their trajectories, pose crises requiring a rapid response if meaningful attempts are to be made to safeguard valuable marine resources found in shallow bays.** Experience has shown that should a major oil spill off the south coast of Long Island occur tomorrow, it would be impossible to clean up the largest portion of the spill. This oil would threaten the south shore beaches and bays. While little could be done to prevent the fouling of the beaches, certain response actions, as identified in this report, can be implemented to contain/collect oil near the ocean inlets before it fouls widespread portions of the productive habitats found in the barrier beach lagoons. Oil spill contingency plans usually take the form of chain-of-command lists that identify responsibility for spill cleanup, and contain the addresses of potential contractors who have spill cleanup equipment. The state-of-the- art of such plans has been improved through the development of detailed, feasible oil spill cleanup strategies for the Jones Inlet region. The strat- egies contain information on how and where available oil spill containment/ *The worst oil spill in Long Island waters since authorities began keeping records of such incidents in 1972 occurred on 11 January 1978 when the tank barge Bouchard 100 spilled 210,000 gallons of heating oil into Long Island Sound waters near Eatons Neck. **On 23 February 1981, the Coast Guard informed the LIRPB that a barge contain- ing 2.7 million gallons of #6 oil was adrift in heavy seas eight miles south of Shinnecock Inlet. The barge broke from tow and there were no people aboard the vessel. The wind direction in the afternoon was from the southeast, and it was expected to shift to the southwest during the course of a storm pre- dicted for the evening of 23 February. Coast Guard vessels were on the scene, and an attempt was being scheduled to reconnect the tow rope apparatus. For- tunately, the barge was reconnected during the early morning hours of 24 February and there was no spillage of oil. There are probably many events of this nature occurring that do not result in actual spills. However, the events continue to pose the potential of major oil spills along the south shore of Long Island that could seriously impact not only the ocean shoreline, but bay shorelines as well. cleanup equipment can be most effectively deployed in an initial response effort. The potential oil spill problem and its relationship to the south shore bays has been documented in N.Y.S. Department of Environmental Conservation (1977), Long Island Regional Planning Board (1979), Hardy, Baylor, Moskowitz and Robbins (1975), and Stewart and Devanney (1974). These reports contain information on the susceptibility of Long Island's south shore to oil spills, as well as the environmental and economic consequences associated with such spills. Suffice it to say that an oil spill entering the south shore bays could have a devastating effect on estuarine habitats that support extensive commercial and recreational fisheries and waterfowl populations. These bays are also used extensively for re-creational boating and water-related recrea- tional activities. 1.2 TECHNICAL CONSULTANTS The conduct of this study required the services of consultants having expertise in: 1. oil spill containment and cleanup technology, and; 2. hydrodynamic modeling. Woodward-Clyde Consultants of San Francisco, CA and Tetra Tech, Inc., of Pasadena, CA were retained by the LIRPB for these services. The process em- ployed by the LIRPB in selecting consultants is reviewed in Long Island Regional Planning Board (1979) and other documentation prepared under Contract D142688 for the Fire Island Inlet spill response study. 1.3 REVIEW COMMENTS Review comments on all phases of the work performed in the development of this spill control plan for Jones Inlet were solicited by the staff. Meetings with local government personnel and the Regional Marine Resources Council were utilized to monitor consultant performance and discuss the technical aspects of oil spill control. A draft of the response plan was 3 distributed to members of the Council and selected Federal, State and local agency officials with responsibilities involving oil spill control and/or environmental protection, and a request for comments was made. Appendix A contains a digest of the formal comments submitted by those responding to this request, as well as responses by the staff and its consultants to the issues/points raised. This digest is an integral part of this report, as it contains information pertaining to the implementation of recommended strate- gies detailed in Section 5. 1.4 BACKGROUND INFORMATION Part of this study was devoted to the preparation of inventory informa- tion on subjects germane to the cleanup and disposal of oily waste. Appendix B contains an inventory of oil spill equipment available in the Long Island region. This appendix is in three parts: 1. equipment owned by spill contractors and spill cooperatives; 2. equipment owned by Federal, State and local agencies; and 3. equipment owned by members of the Long Island Oil Terminal Association (LIOTA) under cooperative clean up agreement. Appendix C consists of an up-to-date listing of facilities that are capable of processing oily waste, as well as a listing of approved waste oil collectors located in the New York Metropolitan Region. Preparation of this appendix was necessary because of the problems associated with finding a location for the disposal of oil contaminated materials resulting from spill cleanup. Information on dispersants, their application techniques and environmental effects is contained in Appendix D. Appendix E deals with sorbent barrier construction for use at the entrances to mosquito ditches and other low current areas. 4 SECTION 2 OIL SPILL SCENARIO The primary objective of this study is the development of recommended initial response actions to prevent or minimize oil pollution in the Nassau County south shore bay system that might result from oil spills impacting the Jones Inlet region. In order to develop initial response plans it was necessary for the LIRPB staff to define an oil spill scenario that would reflect various factors influencing the selection of response actions. The scenario described below represents a "worst case" situation; it is based on the characteristics of petroleum transport activities in the New York Metro- politan Region. 2.1 OFFSHORE SPILL SCENARIO The Port of New York and New Jersey is one of the major ports of the world. In 1975 ship arrivals at the Port were estimated at over 10,000 vessels. Seventy one percent of the total waterborne commerce - 127 million short tons - consisted of shipments of petroleum products and crude oil to terminals in the Port of New York and New Jersey for refining. Even if pipe- lines are used to transport crude oil that may be produced from Atlantic Outer Continental Shelf areas, "there is still a substantial danger of spills from- tankers that presently travel nearly parallel to Long Island " in the Nantucket/ Ambrose traffic lanes south of Long Island (N.Y.S. Department of Environment- al Conservation, 1977, p. 67). Approximately one-third of the 2,400 trips of all tankers between the 20,000 and'70,000 DWT range entering the Port in a given year travel the Nan- tucket/Ambrose traffic lanes. Tanker traffic in these lanes could increase up to 19% (150 additional trips), if all the potential oil produced from the Georges Bank were tankered to the Port and foreign oil imports were not dis- placed. The additional tanker traffic would increase the risk of oil spills. Tankers up to 85,000 DWT utilize the Nantucket/Ambrose lanes to transport oil 5 to the Port of New York and New Jersey. However, vessels of this size and others in excess of 40,000 DWT must lighter their cargo at sea. The following scenario developed by the staff for the preparation of a spill response plan at Jones Inlet reflects petroleum transport activities in the northern section of the New York Bight. The Loss of an 85,000 DWT tanker carrying crude oil south of Long Island at the approximate Location, 40028% 73035'W; during summer weather conditons that are conducive to the northerly trans- port of spilled oil. oil from this spill event is assumed to strand along the shore of Lido Beach and the Jones Beach State Park, and also enter Jones Inlet. The spill site is located directly south of Jones Inlet in the separation zone between the Nantucket/Ambrose traffic lanes. The oil spill technology consultant was instructed to amplify this scenario through the provision of sufficient detail that would be required in the formulation of spill control strategies. 2.2 LIKELIHOOD OF SPILL EVENT AS DESCRIBED IN THE SCENARIO The oil spill event described above is based on characteristics of petroleum transport in the New York Bight. While both small and large spills associated with tanker casualties are not uncommon events when viewed on a global scale, it is not possible to make accurate predictions of spill events, and the probabilities associated with them on local time and space scales. In general terms, smaller spills are more probable than larger spills, but again, quantification of the likelihood of such spills was not attempted in this report. Such a computation would also be complicated by adding dimensions of spill location and timing, both of which would act to decrease the likeli- hood of the scenario event. What can be said is that the specific spill event as described in the 6 scenario is highly unlikely. For the purposes of oil spill planning, it was necessary to relate response actions to an event whose occurrence is possible in the region, and has the potential of causing major environmental disruption. SECTION 3 CONCLUSIONS AND RECOMMENDATIONS This study shows that in the event of an offshore oil spill, conven- tional booming and skimming techniques would be effective in limiting con- tamination of the wetlands and bay shorelines within Jones Inlet to a small area. Due to the fast currents coming through the inlet, which can attain speeds of 1.8 knots at maximum flood tide (Norman Porter Associates, 1964), these response actions would be implemented inside Jones Inlet, where the tidal currents are considerably less. The use of booms and skimmers within the inlet would be ineffective because of the fast currents (Vanderkooy) et al., 1976). Since oil must pass through the inlet prior to its containment and cleanup, a minor amount of shoreline would be contaminated. The amount of oil spill equipment available in the Long Island area would be more than adequate to respond to a spill off Jones Inlet. Effective booms (Optimax), self-propelled skimmers, and other spill equipment could be provided by Clean Harbor Cooperative, Marine Pollution Control, and other spill contractors upon request of the U.S. Government On-Scene Coordinator. Oil spill equipment is also available from members of LIOTA. There would be sufficient response time (difference between the time of the spill and the time when the slick reaches Jones Inlet) to allow for spill response by local contractors and others, Storage of oil spill response equip- ment at the Toxm of Hempstead Marina at Point Lookout would decrease response times. The ocean beaches of southern Long Island could not be protected from contamination using these same conventional booming and skimming techniques. Dispersants would have to be used to treat the oil slick in the offshore area. Applying dispersants would prevent or reduce beach contamination providing the 8 oil is amenable to dispersant treatment. However, since dispersed oil mixes in the water column, the possibility would still exist for some oil to reach the beaches or to be carried through the inlet by subsurface currents. These subsurface currents are relatively uninfluenced by winds and are therefore slower than wind-aided surface currents* These subsurface currents tend to move along shore in a westerly direction. An immediate decision to use dispersants would have to be made because from 24 to 36 hours are necessary to implement a dispersant spraying system. Steps should be taken to assemble dispersant application equipment and personnel immediately in the event of a major spill. The decisionmaking process leading to use of this alternative should also be initiated immediately. A berm constructed at the mid-tide line on Jones, Lido, and the other barrier island beaches would limit contamination and make cleanup easier. It would be advisable to construct permanent anchor points at the shore- line boom termination points shown in Figure 6. These would provide stable anchoring points for booms with high tensile forces placed on them (i.e., diversion booms). Deployment times would be reduced when booms could be rapidly connected to shoreline. 9 SECTION 4 HYDROGRAPHIC CONDITIONS AT JONES INLET In order to conduct an assessment of the environmental factors which would effect oil spill response actions, it was necessary to review and analyze the available hydrographic data for Jones Inlet. An existing link-node tidal current model of the Nassau County south shore bay system was used to supplement actual measurements of current velocity (Tetra Tech Inc., 1980a). 4.1 HYDROGRAPHIC SETTING Jones Inlet connects the Atlantic Ocean with the Nassau County south shore bay system, a series of interconnecting estuaries on the south shore of Long Island (Figure 1 provides a location map for the study area). East Rockaway Inlet towards the west interacts with Jones Inlet in this region. Reynolds Channel is on the shore side of the barrier beach and is the main passageway for water transport between East Rockaway and Jones Inlets. Similarly, Sloop Channel is the main connection between Jones Inlet and South Oyster Bay, Western Great South Bay, and Fire Island Inlet towards the east. Approximately 1,500 million cubic feet of water pass in and out of Jones Inlet on an average tide. Water transport and exchange through Jones Inlet primarily affects Middle, East and South Oyster Bays (located from west to east, respectively). Middle Bay extends from Island Park on the west to Petit Marsh on the east. Several channels link the shallow, open sections of the bay with Reynolds Channel to the south. Long Creek and Swift Creek are the deepest channels, dredged to about 20 ft. The northern part of East Bay is open and is less than 2 ft. deep. The southern part of this bay is similar to Middle Bay with tidal flats, islands, and dredged channels. Haunts Creek is the major channel and is about 10ft. deep. 10 now w mm me**" mmmoalm Uo tAevi q ev%. Iwo io n d V% 0 n L-0 n 9 coun%l su jou c-ouoll LOCATI On OCCAN GRAPHK ANT ATL 10 5 FIGURE ILOCATION OF JONES AND SHINNECOCK INLET STUDY AREA South Oyster Bay extends from Great Channel on the West, eastward to a narrow passageway to Great South Bay south of Carman and Narraskatuck Creeks. The State Boat Channel along Jones Beach is approximately 20 ft. deep and brings water from Jones Inlet into Great South Bay. Amity Channel runs through the lower part of the bay and is about 10 ft. deep. The rest of the bay is open and between one and three ft. deep. Tidal flow and distribution in the Nassau County south shore bay system is complicated by the great number of channels and marsh islands. About 61% of the average tidal flow entering Jones Inlet travels easterly through Sloop Channel. The remaining 39% of the tidal flow travels westerly and is rather evenly distributed between Long and Reynolds Channels. (see Figure 2.) 4.2 HYDROGRAPHIC CHARACTERISTICS OF JONES INLET Available information regarding littoral forces that would affect oil spill response actions in Jones Inlet is reviewed in Tetra Tech, Inc. (1980b). From this review it was determined that tides within the study area are semi-diurnal, with a period of 12.42 hours; the mean tidal range in the Atlantic Ocean south of Jones Inlet is about 4.2 ft. with a spring tide range of 1.0 ft.; and the mean tidal range inside the bay varies from 4 * 0 ft. at Jones Inlet to about 2.0 ft. at the Nassau-Suffolk border in South Oyster Bay. Along the south shore of Long Island, the prevailing winds are from the southwest. On a seasonal basis, the prevailing winds are from the southwest from April through October, from the west in November and December, and from the northwest in January, February and March. At Sea, the winds from the westerly quadrants prevail. Velocities approaching 100 miles per hour have been reported along the south shore during storms. The Jones Inlet area is also subject to hurricanes and extratropical cyclones, which are also known as northeasters. 12 Uj Q: 2 U4 REYNOLDS Cft4NN EL 491 C S, _OO? JONES. INLET Measured SOURCE: PORTER, 1964 13% 121% 16% SLOOP CHANNEL a+--,* 50% 63% JONES 100% INLET Calculated FIGURE 2 COMPARISON OF MODELED AND MEASURED FLOW DISTRIBUTIONS NEAR JONES INLET 13 The direction and velocity of tidal flow in the Jones Inlet area is highly variable. The results of previous runs of a semi-one-dimensional link-node model of the south shore bay system were used to supplement avail- able information on currents in the channels leading to and through Jones Inlet (Tetra Tech, Inc., 1980a). In this model, the direction.of tidal flows and currents is constrained along the axis of the grid lines or "channels". In addition, thei ability of the calculated currents to represent real world currents is determined by the degree of approximation made in specifying the grid geometry. For the Jones Inlet vicinity, the assumption of one-dimensional flow is fairly reasonable due to the highly channelized nature of the bay and inlet system. However, even in these channels velocity variations will occur across the channel, with the maximum velocities occurring at mid-channel and minimum velocities at the channel sides due to boundary layer frictional effects. The modeled currents, on the other hand, represent the gross average channel velocities obtained by dividing the instantaneous channel flows by the corresponding channel cross-sectional areas, which vary over the tidal cycle. Therefore, currents produced in the model indicate the channel velocity integrated over the entire width and depth of the channel. In terms of an oil slick moving in a channel, the model will tend to underpredict the speed of the slick along the channel centerline and overpredict the speed of the slick along the channel banks, such that the average penetration of the slick edge across the-channel width is approximated by the model. Figure 2 compares the results of the modeled system with the measured flows in the various channels behind Jones Inlet. After model set7up and testing the model was used to calculate mean tidal rangers, co-tidal lines, channel flows and current velocities under spring and neap tide conditions. Model results for spring tide current 14 I I velocities are summarized in Figure 3. The full results of this analysis can be found in Tetra Tech, Inc., (1980a). I I I I I I I I I I I I I I I I I 1 15 P.,# 7.. East Rocka.,y 01*111,d* 56 Is;- MAXIMUM MEASURED FLOOD VELOCITY Station Maximum Flood Vel. (knots) F 0.8 G 0.6 6 1.8 L/ .%p2 Watts Palk D e CA 1.2 .......... Fe Pa.., list. La,g B*o,h I.: I. a / -Atianbc 9,, ch L.da B-h r 64- 2 aolfs 'ILE, ATLANTIC OCEAV GI-IC ICALI 8011*1 FIGI.Ff 3 TETRA Tm LINK-NoDE ftEL REsLLTs MWIM04 SPRING TiDE RmD WwNTs MOTS) SECTION 5 RECOMMENDED OIL SPILL RESPONSE ACTIONS 5.1 INTRODUCTION The Jones Inlet region of Long Island is comprised of extensive beach and marshland which support ecologically diverse resources of biological, aesthetic, recreational, and economic importance. The marsh areas of Middle, East, and South Oyster Bays support populations of various hawks, herons, and egrets. Hard clams are abundant in these bays, especially ad- jacent to the marshes. Most of the bays are closed to shellfishing because of water quality problems. However, portions of East Bay, Sloop Channel and Haunts Creek are open to shellfishing year-round. Large numbers of visitors use Jones, Lido, and the other beaches on the south shore of Long Island during the summer months. More than 100 marinas and extensive residential and commercial areas line the shoreline of the bays inside Jones Inlet. An oil spill occurring in the coastal waters off Jones Inlet could have adverse effects on all the aforementioned resources. The effects of such a spill could be minimized through the use of efficient spill control and containment actions. The degree to which these spill response actions can be effectively implemented is predicted using a wide variety of incident specific factors such as the amount of time after the spill before shore- line contamination occurs, oil type and quantity, available spill response resources, ocean currents and tides, and prevailing winds and temperature. By examining a hypothetical spill scenario that closely approximates an incident that could occur, the feasibility and effectiveness of response actions can be predicted with sufficient accuracy for planning purposes. 17 5.2 DETAILS OF OIL SPILL SCENARIO The scenario put forth in this study represents the most probable major oil spill that would occur at Jones Inlet; a spill 11 miles offshore in the shipping lane resulting from a tanker accident. The scenario will be evaluated using the following procedure: 1) Slick Modeling. The general trajectory and spread of the spill will be predicted for the scenario conditions. Key factors desired from this effort include first arrival time, rate of subsequent movement, probable extent of water and shoreline contamination and the net movement of the slick within the inlet. 2) Priority Analysis. This analysis considers the resources of the immediate area and their biological, aesthetic, recreational, and economic values. These resources are assigned primary or secondary protection priorities according to both their sensi- tivities to spilled oil and their value. 3) Local/Regional Response. Local and regional oil spill response resources were inventoried and their probable performance (i.e., response time) evaluated. Response time evaluations are based on an initial reaction and mobilization period, es- timated travel time to the response site, and estimated deploy- ment time as a function of equipment type. 4) Equipment Performance. Most spill control equipment only functions effectively within a certain range of environmental conditions. This evaluation will consider limiting charac- teristics of the inlet and vicinity, limiting scenario criteria, and performance characteristics of locally and regionally available equipment. 5) Scenario Assessment. The preceding factors will be assessed for response feasibility, effectiveness, and generalized impacts. 5.2.1 Scenario Parameters The scenario presented here involves a- crude oil spill resulting from an 85,000 DWT tanker casualty. Collision with another vessel would be the likely cause of the incident, which occurs approximately 11 miles south of Jones Inlet at 730 34' 46" W; 40 0 26' 12" N. Other pertinent spill scenario parameters include the following: Spill Size. Total loss of two adjacent cargo tanks with an approximate volume of 107,000 barrels (16,000 tons) is assumed to occur within minutes. 18 Oil Characteristics. Oil density of 0.854 gm/cm 3 (340 API Gravity), pour point of -150F, viscosity of 43 sus @ 1000F Season. Summer Tide. Slick encounters Jones Inlet at maximum flood tide. Wind. From the south at 10 knots Waves. Calm conditions, waves less than 1 foot inside Jones Inlet. Temperature. 80 0F 5.2.2 Spill Movement Predictions of oil slick movement were extrapolated from current Model- ing provided by Tetra-Tech Inc., (1980b). Slick spreading and wind deflection were also incorporated. Spreading of the oil slick was calculated using the equations of Premack and Brown (1973). Following the tanker accident south winds and the general circulatory patterns will drive the slick toward Jones Inlet at approximately 3 percent of the wind speed. Under these conditions the slick will cover the 11 mile distance from the accident site to Jones Inlet in 40 hours. When the slick reaches the shores of Long Island its diameter is approximately 3 nautical miles. A considerable portion of the slick will come ashore on the beaches both to the west and east of the 0.5 mile wide inlet. It is difficult to determine exactly how much of the slick would actually enter Jones Inlet and pass into Middle, East, and South Oyster Bays. However, at maximum flood tide it is believed that a considerable entraining effect would occur near the inlet and perhaps 30 percent of the oil remaining after 40 hours would enter. Under the conditions presented in this scenario, including air temperatures of up to 800F and a slick thickness which decreases from 19 7.00 mm at 1 hour to .32 mm at 40 hours, the light crude oil is subject to considerable evaporative loss. This loss would decrease the slick's volume by approximately 48 percent (Mackay, et al., 1980), from 107,000 to 55,600 barrels, during the initial 40 hours. Approximately 16,700 barrels, or 30 percent of this oil remaining after 40 hours would enter Jones Inlet. It should be noted that the majority of this evaporative loss would con- sist of the oil's toxic, low molecular weight 'Llydrocarbon components such as benzene and toluene. Upon entering Jones Inlet the oil slick would be driven by the incoming flood tide and southerly winds up into the wetlands of Middle, East, and South Oyster Bays. The majority of flood tide flow (61 percent) moves up Sloop Channel once inside the inlet (Norman Porter Assoc., 1964). The re- mainder of the flood tide flow is into Reynolds Channel (20 percent) and Long Creek Channel (19 percent). It can be assumed that an oil slick will move in the same approximate proportions. Figure 4 shows the extent of shoreline oil contamination which would occur on the initial flood tide without the implementation of the recom- mended response actions. Approximately 20 miles of marsh shoreline would be impacted. Figure I shows initial flood tide shoreline oil contamina- tion with the execution of response actions. In this case marsh contamina- tion is reduced to approximately 3 miles. The portion of the slick that did not enter Jones Inlet would initially contaminate 1.25 miles of beach on both sides of the inlet. Over time,, the slick would move westward due to the longshore current patterns, extending shoreline beach contamination toward East Rockaway Inlet. 20, 45 44 45 f 44,- meanside r, 45 44 44 48"@ V 43 41- 47 0.7 0.6 43 - t , - - 0.7 AL, @qq 9P,' 46- 42- @Jw _V 0.5 -42 42 W1 1451, 44 43 42 0.32 1.4 42 1.2 f,Pw 41 Udo j,.5,'-'.,`.-,'-@,`@, Lido Mwh J jw "do 40 LEGEND Shoreline contarnination-initial flood tide (south wind) ------ Subsequent shoreline contamination due to longshore drift _45- Hourly advance of oil (currents plus wind) 1.2- Maximum flood tide currents (knots) :/42 _--42 GWI o-I ... nag, Oceanside '00 M I D F) 1, E v -v E % 41 z 411 vv F gh S h Ld? I@eaeh @Udo B.,h odo 0 LEGEND Shoreline contamination-initial flood tide (south wind) - - - - -Subsequept shoreline contarivination due to longshore drift 5.3 PRIORITY ANALYSIS A large crude oil spill would have dramatic environmental effects on most of the area's resources making it difficult to establish which of these resources should receive protection and cleanup priority in the event of such a spill. Ecologically, all the bay wetland areas inside Jones Inlet should receive priority consideration. Not only are these marshlands sus- ceptible to the toxic and smothering effects of spilled oil, but oil also tends to persist for longer periods of time in these areas. The extensive marshlands of Middle and East Bays are inhabited by marsh and rough legged hawks, louisiana, little blue, black crown night, and yellow crown night herons, and snowy, great, and cattle egrets. A significant hard clam popu- lation is supported in this bay system, particularly adjacent to the marshes, although shellfishing is prohibited in many areas due to water quality problems. Since the beaches surrounding Jones Inlet are visited by large numbers of people during the warmer months, they too should receive priority con- sideration. Oil on these beaches or in the near shore zone would drastic- ally curtail visitor use. During the winter months recreational use of these beaches is almost nonexistent, meaning greater priority could be given to the marsh areas where spilled oil would create more long-term problems. The 120 or so marinas which ring Middle, East, and Hempstead Bays should also receive priority consideration. Residential and commercial shoreline, which is extensive on the north shore of Middle and East Bays, would fall under lower priority and receive secondary consideration during spill containment and cleanup. 23 5.4 RESPONSE ACTIONS Response to an oil spill typically includes attempts to contain the spilled oil, to exclude it from environmentally sensitive areas, and to remove it. When considering overall impact, response actions that limit the area of oil contamination are most significant. For the scenario in question, feasible protection response actions to the predicted movement of the spilled oil were considered. These actions were developed by set- ting priorities for sensitive areas which might be impacted by spilled oil. Type and amount of oil spill equipment available in the New York area, pre- vailing environmental conditions (water depth, current velocities, access, areas of natural oil accumulation), and spill response times were all con- sidered in determining the feasibility of the responses. Due to the high current speeds (up to 1.8 knots) which occur in Jones Inlet standard booming techniques were not considered feasible in the inlet. Therefore, oil passing through Jones Inlet must be allowed to migrate to more quiescent waters inside the inlet before it can be contained or cleaned up. Once oil entered Jones Inlet it would move in three basic directions: up Reynolds Channel, Long Creek Channel, or Sloop Channel. Diversion and exclusion booms placed along these channels at creek and marsh entrances and in between islands would limit the spread of the slick and prevent con- tamination of the extensive marshlands of Middle, East, and South Oyster Bays. Small skimmers and vacuum trucks could be used in conjunction with these booms to cbllect oil at points of natural accumulation. Table 1 gives the spill response actions for Reynolds Channel. Response action locations, lengths and types of boom required, equipment and manpower requirements, boom placement times, and first day response action costs are included in the table. Spill response actions for Long Creek Channel and Sloop Channel are given in Tables 2 and 3, respectively. Figure 6 shows the locations of 24 booming sites and points where vacuum trucks or units could be placed on the shoreline to recover oil for all three channels. Self-propelled skimmers could be positioned in the more quiescent waters inside the inlet to pick up oil. Attaching "V" booms to the skim- mers would increase their efficiency. Probable locations for these skim- mers ate shown in Figure 6. Ta@lles 4, 5, and 6 give the estimated total response times for boom deployment at each location for two different cases. The first case takes into account a 4.5 hour average response time for local spill contractors to transport their equipment to the Town of Hempstead Marina at Point Look- out (average taken from Table 7 Response Times for Oil Spill Contractors in the Jones Inlet Area) and get the equipment into the water. Travel time to the boom deployment location, the time required to deploy the boom once on site, and a lag time are added to the initial 4.5 hours to give a total response time. A lag time is added to some of the response action times ; because it is highly unlikely that a separate boat would respond simultan- eously to each booming location. Therefore, response action priorities based on environmental sensitivity and values determine which sites are responded to first. In situations where response time is minimal prior to oil contamination, actions at primary sites would be executed first, followed by secondary site actions. The total response times in Tables 4. 5. and 6 were calculated using 6 boats for boom deployment: 2 each in Reynolds, Long Creek, and Sloop Channels. Booms would be placed in the water at the Town of Hempstead Marina at Point Lookout and towed to the various booming locations. These 6 boats would be able to deploy booms at all the spill response sites in roughly 12 hours. With adequate notification, boom response actions for this scenario would be completed well in advance of the oil slick's arrival. Since suffi- 25 cient response time is available, booming would not have to follow a prior- ity sequence. It would also be unnecessary to use more than 6 boats for boom deployment. These 6 boats would eventually remain and tend boom at the 6 locations where diversion booms are deployed. Using only 6 boom boats would also help to limit traffic in and around the marina. Having more than this number of boats towing boom would create a congested situation which would delay response times and increase the risk of accidents' Case 2 is predicated on 15,050 feet of boom (total boom requirement from Tables 1, 2, and 3) being stored at the Town of Hempstead Marina at Point Lookout for deployment by local response teams such as the Town of Hempstead Department of Conservation and Waterways or U.S. Coast Guard. Travel time to the boom deployment location and time required to deploy the boom once on site, added to a 1.5 hour mobilization time, make up the total response times for each location in Case 2. In both cases, vacuum truck responses to the scene would require between 3 to 10 hours. The total response times given are for optimum conditions. Calls for assistance during other than working hours (nights and weekends), poor road conditions, heavy road traffic, or inclement weather could increase these times by a factor of two or three. The estimated costs for implementation of spill response actions at each location during the first day (10 working hours) are given in Tables 1, 2, and 3. The total amount of equipment required and their rental costs are listed in Table 8. Total number of man-hours required and labor rates are given in Table 9. The $33,550 equipment rental cost and $13,650 labor cost give a total first day response action cost of approximately $47,000. This daily total cost would probably increase on subsequent days as addition- al booms, boats, and vacuum trucks were used and shoreline cleanup operations initiated. 26 Table 1. BOOMING LOCATIONS AND EQUIPMENT/MANPOWER REQUIREMENTS REYNOLDS CHANNEL Equipment and Manpower Boom Placement First Day Length and Boom Required to Deploy and Time From Point Response Booming Location Type Required Maintain Booms and Skim Oil I Lookout Marina Action Cost2 Primary Booming Locations 1. Point Lookout Marina- 800 ft Optimax 1 - Boat w/2 - man crew 0.6 hr $1000 Exclusion Booming Curtain Boom would remain to tend boom and let boats in and out of marina 3 - Anchors 2. Loop Parkway Bridge 700 ft Optimax 1 - Boat w/2-man crew would 0.6 hr $1400 Diversion Booming Curtain Boom remain to tend boom 1 - Vacuum truck and 2-man crew w/small skimmer on shore 3 - Anchors 3. Alder Island Creek 300 ft Optimax 1 - Boat w/2-man crew 0.8 hr $ 350 Entrances - Curtain Boom 4 - Anchors Exclusion Booming (150 ft per creek entrance) Secondary Booming Locations 4. Shore to Middle 700 ft Optimax 1 - Boat w/2-man crew 0.75 hr $1200 Island - Curtain Boom 1 - Small skimmer w/2- Exclusion Booming man crew on shore 1- 500 Gal. pillow tank 3 3- Anchors 5. Middle Island to Long 800 ft Optimax 1 - Boat w/2-man crew 0.75 hr $ 500 Meadow Island - Curtain Boom 3 - Anchors Exlusion Booming 6. Long Meadow Island to 450 ft Optimax 1 - Boat w/2-man crew 0.7 hr $ 400 Alder Island - Curtain Boom 3 - Anchors Exclusion Booming Reynolds Channel 200 ft Optimax 2 - Boats each w/2-man crew 0.2 hr $3900 Entrance - Curtain Boom 1 - Self-propelled skimmer Skimmer w/"v" booms (2 - 100 ft w/2-man crew sections w/each skimmer) 1 Source: C.R. Foget et al., 1971, 2 Source: Appendix B 3 Flexible, portable. rubber storage bag. 27 Table 2. BOOMING LOCATIONS AND EQUIPMENT/MANPOWER REQUIREMENTS-LONG CREEK CHANNEL Equipment and Manpower Boom Placement First Day Length and loom Required to Deploy and Time From Point Response 2 Booming Location Type Required Maintain Booms and Skim Oil Lookout Marina Action Cost Primary Booming Locations 7. Alder Island Creek 400 ft Optimax 1 - Boat w/2-man crew 1.0 hr $350 Entrances - Curtain Boom 4 - Anchors Exclusion Booming (200 ft per creek entrance) 8. Loop Parkway Bridge #1- 700 ft Optimax 1 - Boat w/2-man crew 0.75 br $1800 Diversion Booming Curtain Boom would remain to tend boom 1 - Vacuum truck and 2-man crew w/small skimmer on shore 3 - Anchors 9. Loop Parkway Bridge #2- 600 ft Optimax 1 - Boat w/2 man-crew - 0.75 hr $1700 Diversion Booming Curtain Boom would remain to tend boom 1 - Vacuum truck and 2-man crew w/small skimmer on shore 3 - Anchors Secondary Booming Locations 10. Sea Dog Creek - 450 ft Optimax 1 - Boat w/2-man crew 1.0 hrs $400 Erclusion Booming Curtain Boom 3 - Anchors 11. High Meadow to 1500 ft Optimax 1 - Boat w/3-man crew 1.5 hrs $1000 North Meadow - Curtain Boom 6 - Anchors Exclusion Booming 12. North Meadow Channel - 450 ft Optimax 1 - Boat w/2-man crew 1.0 hr $400 Exclusion Booming Curtain Boom 3 Anchors Long Creek Channel 400 ft Optimsx 4 - Boats each w/2-man crew 0.4 hr $7800 Entrance - Curtain Boom 2 - Self-propelled Skimmers Skimmers w/"v" boons (2 - 100 ft sections w/2-man crew w/each skimmer 1Source: C.R. Foget et al., 1979. 2Source: Appendix B 28 Table 3. BOOMING LOCATIONS AND EQUIPMENT/MANPOWER REQUIREMENTS - SLOOP CHANNEL Equipment and Manpower Boom Placement First Day Length and Boom Required to Deploy and Time From Point Response Booming Location Type Required' Maintain Booms and Skim Oil Lookout Marina Action Cost 2 Primary Booming Location 13. Swift Creek - 800 ft Optimax 1 - Boat w/2-man crew - 1.7 hrs $1500 Diversion Booming Curtain Boom would remain to tend boom 1 - Vacuum truck and 2-man crew w/small 'skimmer on shore 4 - Anchors 14. Meadobrook Parkway 1500 ft Optimax 1 - Boat w/3-man crew - 1.75 hrs $1800 Bridge - Curtain Boom would remain to tend boom Diversion Booming 1 - Vacuum truck and 2-man crew w/small skimmer on shore 6 - Anchors Secondary Booming Locations 15. Wife Lead - 400 ft Optimax 1 - Boat w/2-man crew 1.7 hr $ 500 Exclusion Booming Curtain Boom 3 - Anchors 16. Haunts Creek 1200 ft Optimax 1 - Boat w/3-man crew 2.0 hrs $ 800 Exclusion Booming Curtain Boom 5 - Anchors 17. Deep Creek Meadows 300 ft Optimax 1 - boat w/2-man crew 2.0 hrs $ 400 to Snipe Island - Curtain Boom 2 - Anchors Exclusion Booming 18. Snipe Island to 800 ft Optimax 1 - Boat w/2-man crew 2.5 hrs $ 650 Great Island Curtain Boom 4 - Anchors Exclusion Booming 19. Wantagh Parkway 800 ft Optimax 1 - Boat w/2-man crew 2.6 hrs $ 650 Bridge - Curtain Boom 4 - Anchors Exclusion Booming Sloop Channel Entrance- 800 ft Optimax 8 - Boats each w/2-man crew 1.0 hr $15300 Skimmers w/"v" boons Curtain Boom 4 - Self-propelled skimmer (2-100 ft sections w/2-man crew w/each skimmer) 1 Source: C.R. Foget et al., 1979. 2 Appendix B Source: 29 t v 7- M 1 1.) 1) L E B A Y > -S T@, 4" X-x W, Bay 'i@ M, t "I ot@ I'll. Oi @1 77 _Z41 j, le 7 Fla 5 L PS 3 6-@ fjAl Z WT WT. '21 J lidp Mach N VO -Beaxh j d 0 P, d % Al 0 V LEGEND Primary booming location and number Secondary boontng location and number Shoreline oil recovery point for small skimmer and vacuum truck or storage tank Skimmer with "V" booms Table 4. DEPLOYMENT TIMES FOR REYNOLDS CHANNEL RESPONSE ACTIONS Case 2. Total Response Time Case 1. Total Response by Town of Hempstead Depart- Time by Contractors with ment of Conservation and Equipment from their Rome Waterways with Equipment Base (includes a 4.5 hour Stored at Hempstead Marina Travel Time to Time Required Average Minimum Response (Includes a 1.5 hour Aver- Boom Deployment to Deploy Boom Lag Time to Hempstead Marina-- age Minimum Response Time-- Booming Location Location at Location Time Booms and Boats in Water) Booms and Boats in Water) Loop Parkway Bridge 0.1 hr 0.5 hr 5.1 bra 2.1 bra Alder Island Creek Entrances 0.1 hr 0.7 hr 0.7 hr 6.0 bra 3.0 bra Shore to Middle Island 0.25 hr 0.5 hr 1.6 hre 6.9 hre 3.9 bra Middle Island to Long Meadow island 0.25 hr 0.5 hr 2.4 hre 7.7 bra 4.7 hra Long Meadow Island to Alder Island 0.2 hr 0.5 hr 3.6 bra 8.8 hre 5.8 bra Table 5. DEPLOYMENT TIMES FOR LONG CREEK CHANNEL RESPONSE ACTIONS Case 2. Total Response Time Case 1. Total Response by Town of Hempstead Depart- Time by Contractors with ment of Conservation and Equipment from their Home Waterways with Equipment Base (Includes a 4.5 hour Stored at Hempstead Karina, Travel Time to Time Required Average Minimum Response (includes a 1.5 hour Aver- Boom Deployment to Deploy Boom Lag Time to Hempstead Marina-- age Minimum Response Time- Booming Location Location at Location Time Booms and Boats in Water) Booms and Boats in Water) Alder Island Creek Entrances 0.25 hr 0.7 hr 5.5 bra 2.5 bra Loop Parkway Bridge #1 0.25 hr 0.5 hr 1.2 bra 6.5 bra 3.5 bra Loop Parkway Bridge #2 0.25 hr 0.5 hr 2.2 bra 7.5 bra 4.5 bra Dog Creek 0.5 hr 0.5 hr 3.2 bra 8.7 bra 5.7 bra High Meadow to North Meadow 0.5 hr 1.0 hr 4.7 bra 10.7 bra 7.7 bra North Meadow Channel 0.5 hr 0.5 hr 6.7 bra 12.2 bra 9.2 bra Table 6. DEPLOYMENT TIMES FOR SLOOP CHANNEL RESPONSE ACTIONS Case 2. Total Response Time Case 1. Total Response by Town of Hempstead Depart- Time by Contractors with ment of Conservation and Equipment from their Home Waterways with Equipment Base (Includes a 4.5 hour Stored at Hempstead Marina Travel Time to Time Required Average Minimum Response (Includes a 1.5 hour Aver- Boom Deployment to Deploy Boom Lag Time to Hempstead Marina- age Minimum Response Time-- Booming Location Location at Location Time Booms and Boats in Water) Booms and Boats in Water) Swift Creek 1.0 hr 0.7 hr 3.4 bra 9.6 bra 6.6 hra Meadowbrook Parkway Bridge 0.75 hr 1.0 hr 5.8 bra 12.0 hre 9.0 hre Wife Lead 1.1 bra 0.5 hr 3.2 hra 9.3 bra 6.3 bra Haunts Creek 1.2 bra 0.75 hr - 6.5 bra 3.5 bra Deep Creek Meadows to Snipe Island 1.5 bra 0.4 hr 6.4 bra 3.4 bra U.) Snipe Island to Green Island 1.7 bra 0.7 hr - 6.9 bra 3.9 bra Wantagh Parkway Bridge 1.8 bra 0.7 hr 4.1 bra 11.1 bra 8.1 bra Table 7. RESPONSE TIMES FOR OIL SPILL CONTRACTORS IN THE JONES INLET AREA (TO POINT LOOKOUT KARIN&) Distance Mobiliza- Travel Boom Deplo Bo t Deploy- Contractor to Inlet tion Time Time ment Time m:nt Time Total Response Time Clean Harbors 24 mi 1.5 bra .5 hr Compactible--I hr .25 hr 3.25 to 4.25 bra (Verrazano Bridge) Standard--2 bra Clean Harbors 32 mi 1.5 bra .75 hr Compactible-I hr .25 hr 3.5 to 4.5 bra (Upper Arthur Kill) Standard--2 bra Clean Harbors 39 mi 1.5 bra 1 hr Compactible--I hr .25 hr 3.75 to 4.75 bra (Perth Amboy) Standard--2 bra Clean Venture 35 mi 1.5 bra I hr Standard--2 bra .25 br 4.75 bra (Linden) Coastal Services 32 mi 1.5 bra .75 hr Standard--2 bra .25 hr 4.5 bra (Elizabeth) Marine Pollution 48 mi 1.5 bra 1.25 bra Standard--2 bra .25 hr 5 bra Control (Port Jefferson) Clean Water 85 mi 1.5 bra 2 bra Standard--2 bra .25 hr 5.75 bra (Tome River) AAA Pollution 23 mi 1.5 bra .5 hr Staudard--2 bra .25 hr 4.25 bra (Long Island City) Moran-Crovley 38 mi 1.5 bra I hr Standard-2 bra .25 hr 4.75 bra (Carteret) IIncludes .5 bra for notification and I hr to get equipment on the road. 2Average speed of 40 mph. 3Time required to unpack, assemble, and launch 1.000 ft of boom. Table 8. EQUIPMENT RENTAL COST FOR ONE 10-HOUR DAY Amount/Number Rental Equipment Required Cost Total Boom 15,050 ft $ .35/ft $ 5,300 Work Boats 20 200/day Small Skimmers 7 50/day 350 Vacuum Trucks 6 300/day 1,800 Storage Tank 1 200/day 200 JBF 3003 Skimmer 4 4,000/day 16,000 JBF 3001 Skimmer 1 2,300/day 2,300 Bennett MK6E Skimmer I 2,600/day 2,600 Marco Class-ID Skimmer 1 1,000/day 1,000 TOTAL $ 33,550 35 Table 9. LABOR COST FOR ONE 10-HOUR DAY Man Hours Required Labor Activity in 10-Hour Day Rate Total Boom Deployment 130 15.00/hr $ 1,950 Boom Maintenance 140 15.00/hr 2,100 Skimmer Maintenance 140 15.00/hr 2,100 Vacuum Truck Support 60 15.00/hr 900 Self-Propelled Skimmer 140 15.00/hr 2,100 IIV" Boom Boats 280 15.00/hr 4,200 Miscellaneous 20 15.00/hr 300 Total 910 Total $ 13,650 36 Spill response activities within Jones Inlet after the first day are not within the scope of this analysis because of the difficulty in pre- dicting spill behavior once oil has contacted a shoreline. However, clean- up of oil on the water and from shorelines could not be completed in just one day. Equipment would have to remain in place for 1-2 weeks. The use of conventional containment and skimming techniques would be ineffective in preventing contamination of the beaches east and west of Jones'Inlet. The most feasible method to prevent or reduce this contamin- ation would be to apply dispersants to the slick while it is still offshore, providing the oil is amenable to dispersant treatment. These dis persants can be applied by both aircraft and vessels. When the slick is chemically treated with dispersants, the oil is broken up into small droplets which mix into the water column and form a plume below thewater surface. Suffi- cient wave energy is necessary for dispersants to work effectively. Sub- surface currents, which generally tend to move along shore to the west, could carry some of the dispersed oil onto the barrier island beaches or through Jones Inlet. A decision to use dispersants would have to be made quickly, since a minimum of 24 to 36 hours would be required to implement a dispersant spraying operation. To lessen contamination of the ocean beaches, a 2-3 foot high berm could be constructed parallel to the shoreline at the.midtide line. Motor graders would be best suited for berm construction, although bulldozers would be adequate also. Maintenance of the berm would include possible daily reconstruction. 5.5 EQUIPMENT PERFORMANCE The booms listed in Tables I through 3 for each response action are the type of boom which have performance characteristics (stability and shallow draft water use) best suited for the type of booming actions re- 37 quired. Over 20,000 ft. of the recommended boom type is available for use through local spill contractors in the area, which is greater than the 15,050 ft. of boom required to carry out the necessary response actions. The 6 small skimmers which would be used in conjunction with booms at points of natural oil accumulation would be able to pick up oil at a rate of approximately 7,800 gallons per day. The use of self-propelled skimmers is limited to the main channels where the 4 to 6 foot operational depth necessary is present. The use of "V" booms with these skimmers increases their oil encounter -rate by increas- ing their skimming width. The encounter rate is the volume of oil that a skimmer will encounter on a water surface over a given period of time. Factors influencing the encounter rate include the thickness of the oil slick on the water, the skimming path width, and the skimmer's forward speed. Skimming without booms can be performed effectively at speeds of up to 2 knots. Using "V" booms, skimmers would skim at approximately 1 knot so that oil would not be lost underneath.the diversion booms. By deploying two short booms (each 100 feet in length) from each side of a skimmer's bow the effective sweep width of a skimmer can be increased by a factor of four (that is a skimmer with a skimming width of 15 feet can skim with a 60 foot width). The major drawback to conducting this type of skimming is the difficulty in coordinating the maneuvering of three vessels in the restricted channels and the slower (1 kt) skimming speed. Table 10 lists performance criteria for four types of self-propelled skimmers which are currently available in the New York area (4 JBF 3001, 1 Bennett Mark VI, 1 Marco Class ID). Table 11 gives the daily oil recovery rates that might be expected from these skimmers with and without "V" booms. A total of approximately 43,900 gallons of oil could'be picked up per day by the seven self-propelled skimmers. The rates given are average theoretical values 38 Table 10. SKIMMER PERFORMANCE CRITERIA Water Depth Max. Oil Skimming On-Board Oil Recoy ery Oil CoUt2nt Needed for Skiming Pickup Skimming Width Storage Off-Loading _ Factor . - Factor -- Skimmer Skimmer Speed Capability Width W/"V" Boom Capacity capacity Diesel Crude Diesel Crude JBF - 6 ft 0-3 kta 450 GPM IS ft 72 ft 4000 gal 450 GPM 65% 80Z 4OZ 60Z 3003 JBF - 4 ft 0-3 kto 100 GPM 15 ft 60 ft 1500 gal 50 GPM 65Z 80% 4OZ 60% 3001 Bennett 6 ft 1-2 kts 350 GPM 14 ft 56 ft 2500 gal 350 GPM 88Z 88Z 52Z 60Z Mark 69 Marco 6 ft 1-2 kto 50 GPM 10 ft 40 ft 500 gal 50 GPM 65% 80% 40% 601 Class ID W Volume of Oil Recovered oil Recovery Factor Volume of oil presented to skimmer. 2Oil Content Factor - Percentage of oil in the liquid recovered by skimmer. Source: L.B. Solsbery et &1., 1977; W.F. Purres and L. Solebery 1978; W.J. Logan et al., 1975. Table 11. OIL RBcovzRy JWFSMvKmgSB OF SKIM1WS FOR CEDE OIL SPILL Total Amount of Oil Actual Oil Hours of Operation Time Required That Could be Recovered Average Daill Oil Total Daily Oil Recovery Bite Until Storage 2 to Offload at In 10-Hour Day Recovery Ymber of Recovery Capacity is Reached Point Lookout (Itallons) (Itallons/doy) ismers (stallona/day) Skinner Skinner Skimer Skinnier Mar Skinnier Skimer Skinner Skimmer Available in the Ski- Skinnier Skinner Only W/ Y. Enons only W/ Y. gnom, Hours Only V/.,V.l soom, Only W/.%,.. Boom New York Area Only WPYI Boom jar 3003 1.310 2,62D 2.2 1.1 1.0 8,650 13,000 6,500 7,800 4 14,000 31,200 jar 3001 1.090 2,180 1.0 0.5 1.25 5,450 6,500 4,100 4,500 1 4,100 4,500 Bennett 1.020 2,040 1.75 0.9 1.0 6,500 10,000 4,900 6.600 1 4,900 6,000 Nut 61 Marco 730 1,450 .50 0.25 1.0 2,600 3,000 2,000 2,200 1 2,000 2,200 Class ID - TOTAL 25.000 43,900 'Actual Recovery Rate - Encounter Rate a Oil Recovery Factor - Encounter Rate calculated from skimsing speed of 2 kto for free skinning and I kt for skiming with boom, sweep width. and oil tbickness - oil loading: Crude Oil Thick- a of 0.32 sm. 2Adjusted for oil content factor. 3Includes travel time to and from skimming area. 4Adjusted for downtime and maneuvering. 5R*covery rates would increase significantly if skismers could be offloaded by barge at the skimming site. over the period of operation. Initially, oil recovery rates would be higher and would decrease with time.as the slick breaks up;and dis 'sipates. Actual recovery rates in a real spill could vary considerably from these average values depending on weather conditions, presence of debris, local concentra- tions of oil, slick thickness, etc. 5.6 SPILL RESPONSE ASSESSMENT Under the conditions set forth in the scenario, 40 hours would elapse before the oil slick would reach Jones Inlet. An additional I to 9 hours would be needed for the slick to travel from Jones Inlet to the various marsh areas. This should be more than sufficient time to implement the response actions listed in Tables 1 through 3 for either the contractor or local response team cases. Although oil cannot be prevented from entering Jones Inlet, contamination of all but a small percentage of the wetlands within the inlet can be averted through the use of self-propelled skimmers, vacuum trucks, and exclusion and diversion booming. If a spill were to impact the area during spring tide, high water, the tide would be high enough to flood the marsh islands. Under these circum- stances, the booming of channels would be ineffective in preventing oil from entering the marshes. Exclusion booming around entire marsh areas is thought to be impractical. 5.7 MOSQUITO DITCHES Numerous mosquito ditches approximately 4 to 6 feet wide bisect the marshlands of Middle, East, and South Oyster Bays. These ditches would pro- vide pathways for oil to contaminate the interior of the marshlands. Al- though current measurements were not taken in these narrow c"iannels, their placement and geometry suggest that currents in these ditche@3 are probably less than 0.25 to 0.3 of a knot. Two or three sorbent boom 3ections (each 8 feet long) placed in parallel lines across the ditch openitlgs should be sufficient in excluding oil. 41 The sorbent boom sections can be anchored to each side of the ditch by wooden or metal stakes driven into the bank. All mosquito ditches should be boomed which are located in front of the diversion booms along Reynolds Channel, Long Creek, Swift Creek, and Sloop Channel. It would require ap- Proximately 0.5 hour for a 2-man crew in a shallow draft boat to place 2 or 3 sorbent boom segments across the opening to a mosquito ditch. 5.8 DISPERSANT USE Oil contamination of Lido, Short, Long, Atlantic, and other shoreline beaches could be prevented or effectively reduced by chemically treating the slick while still offshore. Steps should be taken to assemble disper--@ sant application equipment and personnel immediately in the event of a major spill. The decision making process leading to use of this alternative should be initiated immediately. The decision to use dispersants should be made pending analysis of spill conditions and relative threats posed to the environment. This alternative is most practical during the summer months when visitor usage of these beaches is at its peak and the effects of beach contamination would be at a maximum. 42 SECTION 6 REFERENCES Foget, C.R., E. Schrier, M. Cramer, and R. Castle. 1979. Manual of Practice for Protection and Cleanup of Ocean, Estuarine and Inland Shorelines, U. S. Environmental Protection Agency. (In Press). Hardy, C.D., E.R. Baylor, P. Moskowitz and A. Robbins. 1975. The Prediction of Oil Spill Movement in the Ocean South of Nassau and Suffolk Counties, New York. Tech. Rep. Series No. 21. Stony Brook, N.Y., Marine Science Research Center. Logan, W.J., C.W. Ross, and L.D. Solsbery. 1975. Report on Mechanical Oil Recovery Equipment. Canadian Environmental Protection Service. Long Island Regional Planning Board. 1979. Oil Spill Response Actions in Fire Island Inlet, County of Suffolk, New York. Hauppauge, N.Y. Task 5.2 report, contract D142688. Mackay, D. et al. Calculation of the Evaporation Rate of Volatile Liquids. Hazardous Materials Spills Conference, 1980, p. 301. N.Y.S. Department of Environmental Conservation. 1977. New York State and Outer Continental Shelf Development - An Assessment of Impacts. Albany, N.Y. Norman Porter Associates. 1964. Tide and Current Studies, Jones Inlet and Vicinity, Nassau County, Long Island, New York. .Premack, J. and G. Brown. 1973. "Predictions of Oil Slick Motions in Narragansett Bay." 1973 Conference on Prevention and Control of Oil Spills. Washington, D.C. Purres, W.F. and L.B. Solsbery. 1978. Pumps for Oil Spill Cleanup. Canadian Environmental Protection Service. Solsbery, L.B., W.G. Wallace, and M.P. Dunne. 1977. Field Evaluation of Oil Spill Recovery Devices: Phase II. Canadian Environmental Protection Service. Stewart, R.J. and J.W. Devanney 111. 1974. Probabilistic Trajectory Assessment for Offshore Oil Spills Impacting Long Island. Cambridge, Mass., Massachusetts Institute of Technology. Tetra Tech, Inc. 1980a. Analysis of Link-Node Model Results for Jones Inlet. Long Island Regional Planning Board, Hauppauge, N.Y. Task 2.1 technical memorandum, contract D164093. -Tetra Tech, Inc. 1980b. Littoral Forces Within the Jones Inlet Study Area That May Influence the Selection and Effectiveness of Oil Spill Contaminent and Cleanup Eguipment. Long Island Regional Planning Board, Hauppauge, N.Y. Task 1.1 report, contract D164093. 43 U.S. Coast Guard. 1977. Subregional Oil Spill Contingency Plan. USCG Group Rockaway, Rockaway, New York. Vanderkooy, N., A. Robertson, and C.J. Beckett. 1976. Evaluation of Oil Spill Barriers and Deployment Techniques. Canadian Environmental Protection Service. January 1976. 44 APPENDIX A Review of Comments Submitted by Agencies and Firms with an Interest in Oil Spill Control 1. Nassau County Department of Health Comment: The equipment inventory does not indicate which boats are available for service on the south shore. Response: It is very difficult to ascertain the exact location of each piece of equipment since the agencies tend to move their equipment ac- cording to their needs. It appears there will be ample boats for boom deployment. Comment: The Nassau County Police Department has more equipment than listed. Response: The draft inventory was based on information supplied by the N.C.P.D. and was updated for the final report. Comment: Why not use Short Beach as a deployment site instead of Pt. Lookout? Response: The report identifies Pt. Lookout as a deployment site because of the facilities and equipment located there. This does not preclude the use of Short Beach as well as other sites for equipment deployment. Comment: It is unclear where sorbent fence should be deployed. Response: The report was revised to clarify this point. Comment: Why are marinas identified as a second level priority? Response: The first priority is the protection of marshes and wetlands. This report identifies actions to be taken during the first tidal cycle, it is likely that the back bay areas will not be affected during this time. Since marinas contain a great-deal of valuable private property and are relatively easy to protect they were identified as a secondary protection area. Additional responses that may aid in the protection of personal pro- perty can be found in the St. Lawrence - Eastern Ontario Commission's Report "Coping with Oil Spills." Comment: The model used to predict oil slick movement only approximates the slick's edge of penetration. Response: This is recognized in the report and was determined by the oil Spill con-sultants to be sufficient for planning purposes. A 1 2. New York State Department of Environmental Conservation Comment: If the decision is made to apply chemical dispersants to the oil slick, when should they be applied? Resp.onse: As soon as possible. Dispersants work best on unweathered oil. Also, the environmental impacts of the dispersant can be expected to be less in deeper water. Comment: There should be a discussion of possible means for handling boat and vehicular traffic. Respons : The report identifies the possible needs for traffic control. Should boat traffic hamper response actions the Coast Guard has the authority to control this traffic. Comment: More shellfish areas are open than may be implied. Response: The text was revised to reflect this point. Comment: Specific recommendations for berming should be added. Response: According to EPA shoreline protection procedures, berms should be located at the midtide line. Berms should be constructed of material taken from the beach seaward of the berm. Comment: It is not clear why contaminated wastes should not be burned. 'Response: Burning O*f-.oil contaminated wastes creates air pollution problems. Comment: The scenario has been presented as a Vworst case' when, in fact, the worst case may be a spill closer to Jones Inlet. How would a smaller 11 closer-in" spill change the recommended response. Response: The worst case scenario described was selected because it is based on the characteristics of oil tanker traffic in the New York Bight. A "closer-in" spill would most likely involve less oil. If such a spill did occur and oil was about to enter the inlet it would be best to begin exclusion booming in the back bay areas. Comment: Due to the lead time required for implementing a dispersant system permission should be secured, in advance, to use dispersants. Response: Use of dispersants is regulated by the Federal Government, which will not grant blanket approval to use dispersants. One of the criteria used in determining if dispersants should be used is the degree of diffi- culty expected in controlling the spill by mechanical means. This report documents the difficulty in using mechanical means to control an oil spill impacting Jones Inlet and can be used as input into the decision process regarding the use of dispersants. A 2 Comment: The report does not recommend specific agency activities. Response: Decisions regarding actions to be taken by various agencies would be made by the U.S. Government's On-Scene Coordinator. Comment: It is not clear why Loop and Meadowbrook Parkways were desig- nated for diversion booming where adjacent current velocities seem to be below maximum current speeds for Optimax boom. Response: The currents in these channels approach the maximum velocities for which exclusion booming is effective. Thus diversion booming was re- commended for these locations in an effort to keep oil out of marsh areas along Swift Creek and Sloop Channel. Comment: The need for town cooperation in accepting out-of-town residues at lined landfills should be emphasized. Response: See response to similar comment made by Town of Brookhaven. 3. N.Y.S. Department of Transportation Comment: If oil was just outside the inlet what would the first action be? Response: It may be best to begin exclusion booming in the back bay area. Exclusion booming should take place first. Depending upon weather condi-. tions, diversion booming would be the second response. Comment: If oil is stranded can it be bermed at midtide? Where should such an operation begin? Response: See response to similar comment made by Department of Environ- mental Conservation. 4. Town of Brookhaven Comment: In light of new requirements regarding landfills there may be no place to dispose of oils and oily wastes. Response: Disposal may be the most expensive and difficult part of the spill clean-up. Various governments may have to cooperate to solve this problem. This report deals mainly with response actions during the first tidal cycle. Disposal of oily waste may present political problems requiring additional actions. Comment: Who will transport the collected material to its final disposal location? Response: Appendix C contains a discussion of disposal of recovered oil and oily waste material. This appendix contains a listing of approved waste oil collectors and haulers. A 3 Comment: There should be a regular joint meeting of all involved parties with a mock drill in order to give many agencies the experience in responding to oil spills. Response: This is a very reasonable suggestion, and such meetings and drills should be part of plan implementation. 5. Suffolk County Department of Health Comment: Once a spill takes place at sea, to what extent can it be certain that other inlets will not be impacted? Response: After a major spill has taken place it will take some time to determine slick direction and speed. This will in turn reduce response time. In the event of a major spill in variable weather conditions several south shore inlets may be threatened. Under such conditions it might be best to move equipment into a central location while tracking the slick before a final deployment decision is made. 6. Mobil Oil/N.Y.S. Petroleum Council Comment: Availability of skimmers from Clean Harbor Cooperative may be exaggerated in the report. Response: It is understood that delivery of several of Clean Harbors skim- mers is pending. Comment: It is unlikely that all of the equipment listed under various contractors and co-ops would be available at the same time. Response: The response actions out lined in the report reflect a maximum effort. All of the equipment available may not be utilized due to congestion. Availability of co-op equipment may depend upon the source of the spill. Comment: Response times may be unrealistic due to equipment requirements such as off-loading; set up and assembly. Equipment such as cranes, etc., may not be readily available at the site. Response: Minimum response times are estimated. Bad weather, human error, etc., would resultin longer times for deployment. A 4 APPENDIX B Part I - Inventory of Oil Spill Contractors and Equipment in the Long Island Region In the event of an oil spill, an efficient and effective response is essential and can be achieved partially by familiarization with the con- tractors and equipment available for use in combatting oil spills. This Appendix identifies the local contractors and various operational aspects of oil spill equipment available in the Long Island area. The type, manufacturer, quantity and location of the oil spill equip- ment owned by each contractor is listed in Table 1. Equipment which can be operated effectively in shallow water is denoted with an asterisk. The rental costs for use of oil spill cleanup equipment are competitive and standardized throughout the industry. The costs are, however, subject to frequent change as are the equipment inventories of the various con- tractors. Table 2 gives the present rental costs for the equipment owned by two of the oil spill contractors listed in the previous table. Equipmen . The primary types of equipment used in the containment and recovery of spilled oil are booms, skimmers and pumps. There are many varieties of each type of equipment available with some being better suited for certain purposes than others. A discussion of the characteristics of the different varieties of equipment is provided to enable the reader to determine which one is best suited for a specific purpose. Booms. Booms are used primarily for containment or diverting spilled oil or for protecting areas from contamination. The brands of booms available from the various contractors are listed in Table 3 along with their specif- ications and capabilities. B 1 Table 1. INVENTORY OF OIL SPILL CONTRACTORS EQUIPMENT Clean Harbors Cooperative (Verrazano Bridae)(201) 738-2438 Booms *9,000 ft American Marine Optimax 7" x 1211 3,000 ft Kepner Supercompactible Sea Curtain 12" x 18" *5,000 ft Kepner Supercompactible Sea Curtain 8" x 12" Skimmers I JDF 3003 self-propelled vessel *1 Centrifugal Systems Oil Mop v/500' of rope 1 Marco Class JD self-propelled vessel Boats *4 Raider 34' work boats v/2 - 150 hp motors *4 Orca 22' deployment boats v/2 - 85 hp motors Oil/Water Separation Equiyment None Clean Harbors Cooperative (Upper ALthur Kill) Booms *14,000 ft American Marine Optimax 7" x 1211 * 3,500 ft Kepner Supercompactible Sea Curtain 8" x 12" Skimmers 2 JBF 3003 self-propelled vessel *1 Centrifugal Systems Oil Mop v/500' of rope Boats *1 Bennent 27' Sealander v/2 - 150 hp motors *6 Ores. 22' deployment boats v/2 - 85 hp motors Oil/Water Separation Equipment None Clean Harbors CooiDerative (Perth Amboy) Booms *13,000 ft American Marine Optimax 7" x 12" 3,500 ft Kepner Supercompactible Sea Curtain 8" x 1211 B 2 Table 1. Continued Skimmers I JBF 3003 self-propelled vessel I JBF 3001 self-propelled skimming vessel I Centrifugal Systems Oil Mop v/500' of rope Boats I Bennett 271 Sealander v/2 - 150 hp motors 5 Orca 22' deployment boats v/2 - 85 hp, motors Oil/Water Separation Equipment None AAA Pollution Specialist, Inc. (Lonx Island City, NY) 212-729-2122 Booms 5,500 ft Uniroyal Sealdboom 6" z 1211 *3,000 ft American Marine Optimax 7" x 12" Boats 2 30 ft vork boats 1 21 ft MAKO v/115 hp 15 small vork boats v/outboard motors Skimmers *5 ACME Model 400 skimmers *2 ACME FS-40 Electric skimmers Oil/Water Separation Equiyment 4 3,000-5,000 gal vacuum trucks 3 4,400 gal tank trucks 5 3,000 gal tank trucks Spill Reavonse Trailers 1 32' communications and repair trailer Communication Systems 6 sets Walkie-talkies 3 sets Mobile units (in vehicles) 1 55 channel marine band B 3 Table 1. Continued Advanced Environmental Technology Corp. (Morris Plains, NJ) 201-539-7111 A New York State licensed collector and transporter of hazardous wastes. Booms None Boats None Skimmers None Oil/Water Separation Eguivment None Spill Response Trailers 4 221 trucks 1 14' truck 5 441 trucks Communication Systems 12 sets Civilian band radios Clean Venture (Linden, NJ) 201-862-5500 Booms *13,000 ft 6" x 12" harbor boom 2,000 ft 12" x 24" Goodyear offshore inflatable high seas barrier boom Boats 1 421 LCM twin screw 280 hp, IS ton DWT 2 301 steel work boat 1 30' steel harbor tug *6 22' work boats *20 15'-191 work boats B 4 Table 1. Continued Skimmers I Bennett Mark 6E oil skimmer *4 Sviss Oela skimmers *4 Duck bill skimmers *1 HK 209 oil mop skimmer & 300' mop Oil/Water Separation Equipment 3 5,000 gal vacuum tractor trailer trucks 3 2,500 gal vacuum trucks (straight) 1 3,400 gal vacuum tractor trailer trucks 1 4,200 gal vacuum tractor trailer trucks Comunication Systems 10 sets Communication trailer 8' x 351 roadable marine and land lease communications (Motorola) 19 sets Hand-held valkie-talkies Spill Response Trailer 1 8' x 40' roadable - user: change area, eating area, first aid, shelter Clean Water, Inc. (Toms River, NJ) 201-341-3600 Ship salvage and oil spill consultants - affiliated with Smit international (America), Inc. Booms 4,000 bags Filter Fence Sorbent C (Biodegradable) 4 cu ft IS lb/bag 4,000 ft 51 filter boom (in one trailer) 2,250 ft Harbor boom 8" x 2V 11,000 ft Sea sentry boom 12" x 24!' Boats lone Skimmers None Oil/Water Separation Equivment 2 121 x 41 x 51 API separators B 5 Table 1. Continued Spill Response Trailers 1 40' parts trailer Communication Systems 3 sets VHF 14 channel 8 sets Walkie-talkies Special Equipment * 1 K350 36" vide track front end loader (marshland work) *14 Mortar pans (marshland vork) 1 International boom truck v/vinch and boom (marshland work) Marine Pollution Control (Port Jefferson, NY) 516-47-9132 Booms *5,000 ft MPC harbor boom 6" x 12" 2,000 ft Uniroyal Sealdboom 6" x 12" Boats 1 65' utility boat 1 601 crew boat 1 40' crew boat 3 56' LCM-6 1 501 LCM *2 241 workboat *2 181 outboard workboat *2 121 aluminum vorkboat 1 Boston Whaler v/50 hp motor I Debris boat (Boatadozer) 1 80' salvage barge v/60 ton crane 1 10,000 gal vacuum barge Skimmers *2 Parker veir type (Oil Havg) *2 Slurp veir type Oil/Water Separation Equipment 3 2,500 gal vacuum trucks 1 1,100 gal skid mounted vacuum unit 1 8,200 vacuum truck trailer & tractor B 6 Table 1. Continued Sipill Response Trailers None Communication Systems 15 sets VBF ship-to-shore.units in boats and vehicles Moran-Crovlev Environmental Services Company (Carteret. NJ) 201-499-9777 Booms *5,000 ft Harbor boom 6" x 121' Boats *5 181 aluminum boats *3 21' vorkboats Skimmers 1 33' LPI skimmer *2 Metropet skimmers Oil/Water Separation Equiyment 1 5,000 gal vacuum truck 2 3,000 gal vacuum trucks 1 3,000 gal stainless steel vacuum truck 7 5,000 gal stainless steel storage tanks Spill Response Trailers 1 20' Command Port Travel-all Communication Systems 6 sets Walkie-talkies (marine bank) I set 40 channel marine band Nev Enaland Pollution Control (Norvalk, CT) 203-853-1990 Booms *2,000 ft. Harbor boom 6" x 1211 2,000 ft. Harbor boom 6" x 18" *1,000 ft. Inshore 6" x 6" B 7 Table 1. Continued Boats *4 15 and 18' vorkboats (up to 40 bp) 1 65' work barge Skimmers *2 Swiss Oela *6 Skim Pak *2 Slick Bar Manta Ray Oil/Water Separation Equipment 1 6,000 gal vacuum truck 1 3,500 gal vacuum truck 1 3,000 gal vacuum truck Spill Response Trailers 1 24' Co-and trailer Communication Systems 4 Hand-held Motorola (USCG Freq.) base station Peabody Clean Industry, Inc. (Perth Amboy) 201-925-6010-and Staten Island 212-729-2121 Booms *2,200 ft. Coastal boom 4" x 14" 2,300 ft. Coastal boom 12" x 24" Boats 1 16' aluminum whaler 100 hp 2 18' flat bottom boats 25 hp *1 16' work boat 15 hp *1 14' work boat Skimmers *2 Swiss Oela skinner *6 Slurp skimmer I Mash 400 skinner *3 Parker weir skimmers (oil Havg) B 8 Table 1. Continued gil/Waier Separation Equipment 2 3,000 gal vacuum trucks (straight) 5 6,000 gal vacuum trucks (tractor trailer) 1 4,000 gal vacuum truck 2 3,500 gal vacuum trucks I Vactor unit (large material mover) Spill Response Trailers Mobile Field Office & Communication Center (in Boston) Communication Systems 10 sets Walkie-talkies B 9 0 Table 2. EQUIPMENT RENTAL COSTS Contractor and Equipment Rental Costs Marine Pollution Control All Boom $0.33/ft/day ($1.15/ft cleaning) Slurp Skimmer $46.00 Parker Skimmer $46 .00/day 80 ft Salvage Barge v/ 60 ton Crane $115.00/hour 65 ft Utility Boat $60.00/6hour 60 ft Crewboat $60.00/2hour 40 ft Crewboat $50.00/2hour 56 ft LCM-6 $60.00/hour 50 ft LCM $60.00/hour 24 ft Workboat $35.00/2hour 18 ft Outboard Workboat $15.00/hour 12 ft Aluminum Workboat $85.00/day Boston Whaler (50 bp) $15.00/6hour Boatadozer $35.00/2hour 2,500 gal Vacuum Truck $37.00/6hour 1,100 gal Vacuum Unit (skid mount) $29.00/6hour 8,200 gal Vacuum Truck Trailer & Tractor $51.00/2hour 10,000 gal Vacuum Barge $60.00/2hour Clean Venture Boom up to 2128 in. 0$0.35/ft/da2y Boom over 18 in. $0.40/ft/day Bennet Mark 6E Skimmer $260.00/hour NK 209 Oil Mop $70.00/32hour B 10 0 Table 2. Concluded Contractor and Equipment Rental Costs Slurp Skimmer $60.00/day Swiss Skimmer $60.00/day Oil Hawg Skimmer $300.00/day Duckbill Skimmer $60.00/day 30 ft Harbor Tug $37.00/hour 22 ft Workboat $28.00/hour 15-19 ft Power Workboats $150.00/day Vacuum Trucks (Tractor-Trailer) $47.50/hour Vacuum Trucks (Straight Job) $41.00/hour Vacuum Unit (Skid Mount) $27.00/hour Tractor Trailer w/Pumps $33.50/hour. B 11 Skimmers. Skimmers are the primary means by which oil is recovered from the water surface. They work on a variety of principles with their effec- tiveness being dependent on the environmental conditions and oil type. Table 4 lists the skimmers available locally and their specifications and capabil- ities. The majority of skimmers are small, portable units with the remain- der being mounted externally or internally to a vessel. Pumps. Because of the wide variety of pumps available from each contractor, pumps have been listed by type rather than separately. Table 5 lists the pump type with a few manufacturer's names given for each. In general, cen- trifugal trash pumps are the most common and most widely used in oil spill cleanup with single and double diaphragm pumps also experiencing heavy use. Both are well suited due to their ability to pump heavy oils and pass limited, amounts of debris. Even though centrifugal types have a high emulsification potential, this is a secondary consideration and does not affect the capacity of the pump. Other pumps are also well suited for oil spill cleanup but are not widely available. It should be noted, however, that rating pumps by type is not absolute as a few different models or manufacturers of the same pump type may have different capabilities than those listed in Table 6. B 12 Table 3. BOOM CAPABILITIES Max. Max. Shallov Boom Wave Current Water Boom Type Freeboard Draft Height Speed Stability Use Metropolitan Curtain 6 in. 12 in. 1-3 ft 1 kt Moderate Good Petroleum Metropolitan Curtain 12 in. 24 in. 5 ft I kt Moderate Limited Petroleum Uniroyal Fence 6 in. 12 in. 1-2 ft I kt Poor Poor Sealdboom Coastal Fence 6 in. 12 in. 1-3 ft 1 kt Poor Poor Coastal Fence 12 in. 24 in. 1-3 ft I kt Poor Poor B.F. Goodrich Fence 12 in. 24 in. 3-5 ft 1 kt Good Poor Acme Curtain 6 in. 12 in. 1-3 ft I kt Moderate Good Slickbar MK-6 Fence 6 in. 12 in. 1-3 ft 1 kt Moderate Poor American Curtain 7 in. 12 in. 1-3 ft 1.5 kt Good Good Marine Optimax Kepner Curtain 8 in. 12 in. 1-3 ft I kt Moderate Goo-T- Supercompactible Sea Curtain Kepner Curtain 12 T-v. 18 in. 1@@-3 ft I kt Moderate Limited Supercompactible Sea Curtain Sea Sentry Curtain 12 in. 24 in. 1-3 ft I kt Good Ell-m-ited B 13 Table 4. SKIMMER CAPABILITIES Portable Effectiveness Max. Required or Vessel vs. Oil Type Wave SkL*MIU� Water Skinmer Mounted Light Medium Heavy Solid Height Speeds Depth JBF 3003 V.M. High Moderate Low Low 2-3 ft 0-3 kta 6 ft to High JBF 3001 V.M. High Moderate Low Low 2-3 ft 0-3 kto 4 ft to High Bennett Nk 6E V.M. High Moderate Low Low 2-3 ft 1-2 kto 6 ft Oela "Swiss" P Moderate Moderate Low Not 6'@ YA 8's to High Effective Slurp P Low Moderate Moderate Not 1 ft NA 1 ft Effective Oil Havg P Low Moderate Moderate Not V NA 6'1 to High Effective Oil Hop P High High Low to Not 6's NA V Moderate Effective Manta Ray P Low Moderate Low Not 6's NA 6" Effective Acme P Low Moderate Low Not 616 NA I ft Effective Coastal V.;M. Moderate Moderate Low Not 1 ft 1-2 kto 3 ft Barge Skimmer Effective I-D V.M. Moderate Moderate High High 2.ft 0-2 kto 3 ft to High 2-3 ft 1-4 kto 3 ft LPI V.M. Moderate High High Not Effective Skim Pak P Moderate Moderate Low Not 60# NA 611 Effective Effectiveness improved with preheater. 2i or vessel mounted types only. B 14 W*@ man @-M man #mom M M Table 5 Pump Capabilities High Viscos- Small. Moderate ice Emulsification Pump Type ity Oils Debris ( < 411) Debris (k-1j") (Small Pieces Potential Disadvantages Centrifugal Poor Good Good Good High Most standard types cannot (Monarch, Hale) handle highly viscous oils at all. Centrifugal--Trash Moderate Good to Good to Good to High Typically, the higher the (Homelite, to Good Excellent Excellent Excellent debris handling ability of Gorman-Rupp) the pump the lower the high viscosity pumping and self- priming ability Single Diaphragm Good to Good* Moderate* Good* Low High degree of surging from (Homelite. Excellent to Good diaphragm action--not appli- Gorman-Rupp) cable for skimmers requiring even suction (Slurp). Double Diaphragm Good to Good* Moderate* Good' Low Slight surging--Many dia- (Wilden, Excellent to Good phragm pumps are pneumatic Sandpiper) requiring a compressor-- Diaphragms are susceptible to puncture by debris. Ln Sliding Shoe Good Good to Good Good Moderate Pump should be operated (Megator) Excellent against a total head of at least'10 ft to seat shoes and maximize efficiency._ Progressive Cavity Excellent Good to Good to Good to Low Not designed for mobile (Moyno) Excellent" Excellent" Excellent field use, may be fixed to deck of barge. Sliding Vane Moderate Poor Poor Poor Moderate Cannot tolerate any debris (Blackmere) to Good and Is III suited for cold weather. Rotary Gear Good Poor Poor Moderate High Can crush small-pieces of (Rotoking) ice but intolerable to most jolid debris. Hydrodynamic Excellent Good Moderate Good Moderate Cannot handle long pieces of (Spate) to Good debris; i.e., twigs, pencil *Some diaphragm pumps claim to handle debris up to 211. "Depending on model. Part II - Publicly Owned Oil Spill Containment and Clean-Up Equipment Nassau County Police Department 1-42' patrol boat 3-32' patrol boats (on duty 24 hrs from April to January; one (1) boat on duty from January to April) 2-27' patrol boats (3 are generally on the North Shore; 3 are on the South Shore) Nassau County Department of Health 1-23' Mako 2-16' Boston Whalers Town of Oyster Bay 1-30' Columbia OBH 1-20' Boston Whaler 1-16' Boston Whaler 1-20' Garvey 1-35' Amphibious Landing Craft w/500 gal. container 1-12' Dinghy Town of Hempstead 1 Ford Van 1 Diesel Scout 4 x 4 1 3100 lb trailer containing 1000ft of containment boom, sorbent sweeps and pads and sorbent boom, and related equipment 6 Various sized vessels for boom deployment Material Stockpile: 500 ft M-P boom 100 boxes of sorbent pads 200' sorbent boom 400' sorbent sweeps Town of North Hempstead 1-31' Bertram (with a 150 gpm water pump) 1-18' Boston Whaler 2-300' of Slickbar boom Suffolk County Police Department 2-37' Egg Harbors 1-31' Chris Craft 4-30' Columbias 2-20' Shamrocks 1-22' Aquasport 1-19' Revenge 3-16' Challengers 3-16' Boston Whalers 1-15' Airgator 3-16' Grummans, 1-14' Wolverine B 16 Town of Brookhaven 1-32' Uniflite 2-20' Sealarks 1-19' Garvey 2-19' Shamrocks Town of Babylon 1-30' Silverton (no winter service) 1-22' Airslot 1/0 Town of Huntingtop 2-23' Patrol Boats 1-26' Work Boat 1-12' Shiff 1 4 x 4 GMC Pick-up 1 6 Wheel Drive Truck and Trailer Material Stockpile: 300' absorbent sweeps 500 absorbent pads 50' absorbent collars Town of Islip In process of equipment inventory Town of Southampton 1-36' Amphibious Lark 1-30' Dongan III 1-26' Dongan I 1-M/2 Dongan II 1-20' Pro-line (outboard) 1-17' McKee Craft (outboard), 1-16' Bayrunner 1-14' Hampton Whaler 1-14' Garvey 1-14' Grumman 1-14' Duranautic 1-24'x10' Work Barge with Hydraulic Winch Fire Island National Seashore Vehicles 3 4 x 4 Cherokee Jeeps 3 4 x 4 Chevy Subarbans 1 4 x 4 Dodge Rack Truck 1 4 x 4 Dodge Club Cab 1 4 x 4 Chevy Pick-Up B 17 Boats 1-32' FINS III Inboard Diesel 1-30' FINS II Inboard Diesel 1-27' FINS IV Inboard Diesel 1-27' Boston Whaler Outrage 3-22' Boston Whalers Revenge 1-21' Stiger Outboard U.S. Coast Guard, Marine Environmental Protection (MEP) Equipment in New York Area *indicates equipment available for use in shallow water Group Rockaway 1,000 ft Oil containment boom 540' Sorbent boom (3M type) 6 bales 3M sorbent pads I bag Sorbent pads Station Rockaway *400 ft Sorbent boom * 8 bales 3M sorbent pads 1 44' boat with radar 2 41' boats with radar * 1 21' boat with outboard Station Short Beach *400 ft Oil containment boom (12") 8 bales 3M sorbent pads 1 44' boat with radar 1 41' boat with radar 1 21' boat (stored Nov.-Feb. in shed) 1 17' boat (stored Nov.-Feb. in shed) Station Fire Island *100 ft @Sorbent boom (3M) 6 bales 3M sorbent pads 1 44' boat with radar (year-round) 1 41' boat with radar (year-round) * 1 21' boat (no winter use) * 1 20' boat (no winter use) Group New York *300 ft Slickbar harbor boom * 14 bales 3M sorbent pads * 23 bales Sorbent Swdep (100'/bale) * 4 bags Oil Snare sorbent * I Slurp skimmer B 18 2 41' boats with radar 5 32' boats without radar 1 30' boat 4 Response vehicles (suburban vans) I Command Post (16' trailer) 1 Boom trailer U.S. Coast Guard Atlantic Strike Team (Elizabeth, NC) Booms 5,508 ft USCG open water(high seas) boom *1,000 ft Whittaker harbor boom *1,000 ft Spilldam. harbor boom Skimmers 1 Lockheed 2004 disc drum skimmer (self-propelled) 1000 gpm *1 Lockheed disc drum skimmer 50 gpm *1 Slurp skimmer Boats 1 22' Boston whaler (v-hull) two 85 hp 1 21' Boston whaler (Tri-hull) two 85 hp *5 Zodiac boats 35 hp *1 11' assault boats 25 hp Other 5 ADAPTS type 1 Emergency Tanker Lightering Systems 1 250,000 gal Dracone barge 2 50,000 gal Dracone barge 1 10,000 gal Dracone barge Communication Systems USCG systems - commercial equipment may not be able to interphase easily Long Island State Parks and Recreation Commission 2-18' Boston Whalers 1 Work Barge with Crane New York State Department of Transportation sorbent material stored at Hauppauge 500' Oil Containment Boom - Harbor Type 50' Light Emergency Containment Boom 160' Light Absorbent Boom 4 bales absorbent sheets 2 bales absorbent rolls B 19 Part III - Spill Equipment Owned by Long Island Terminal Association Carbo-Concord - Contact: Arnold Seltzer/James Grimaldi (516) 293-2500 400' Optimax boom 12 Bundles 3M sorbent pads, booms and sweeps 1 Pump with 200' suction hose Commander Oil Co. Inc. - Contact: Joseph G. Shapiro/Leonard Shapiro/ E.J. Barnett (516) 922-7000 Emergency No. (516) 676-9393/(516) 922-7694 1 13' Boat on trailer/25HP motor 700' Containment boom 100-50 lbs. of absorbant 4 bales (400') Sorbent sweeps (T126) 2 1/2 bales (100') Sorbent booms (T270) 61/2 bales(1300') Sorbent sheets (T151) 10 bales 3M Sorbent pads Glenhead Terminal Corp./Harbor Fuel Co., Inc. Contact: Donald Death, Jr. (516) 676-2500 Emergency No. (516) 676-0618 600' Slickbar boom 4 bundles Sorbent pads 1 bundle Sorbent boom 24 bags Oil Absorbent 25-50 401b. bags Speedi-Dri absorbent Hawkins Cove Oil Supply Co. - Contact: Bruce Hawkins (516) 676-7200/759-0227 150' Harbor boom 4 cases Sorbent pads 4 bags Sorbent pellets 10 bags Oil Dry Reliance Utilities - Contact: Lawrence F. Caputo (516) 931-6800 Unspecified quantity of Speedi-Dri, Sorbent Pads and Chemical Dispersant. B 20 Lewis - Contact: P. Miglietta (516) 883-1000/767-2434 800' Boom 20 bags Sorbent pellets 2 bails 3M Sorbent pads 2 boxes Metro Sorbent pads 1 16' Utility Boat 15 HP Northville Industries Corp. Riverhead Terminal - Contact: Capt. John Dudley/Zenon Czujko (516) 727-5600 I Aluhiinum Skiff 25 HP 1 Parker Systems Skimmer Mod. 100; Ser. 88 with accessories I Floating Power Skimmer with associated equipment 750'xl2" Floatation, Oil containment boom 300'xl2" Containment boom 1200'x6' Containment boom 100'x8" Sorbent filtering boom 1 Edson Diaphragm pump In addition the Riverhead terminal has an assortment of Sorbent materials and oil spill response support equipment such as hoses; floats and coils of polyprophylene line. Plainview Terminal - Contact: Pete Miloski (516) 349-8071/727-7286 I Scavenger Pump 30 bags Speedi-Dri Holtsville Terminal - Contact: Jeff Burns (516) 475-5060/727-6378 1 Portable pump 60 bags Speedi-Dri Consolidated Petroleum Terminal (Pt. Jefferson Dock) Contact: Mr.Vandermark (516) 941-4040 Emergency No. John Reiff/Walter Remsky (516) 941-4040 1 12' Fiberglass Skimmer Boat 2 HP 1,600' NPL Harbor Oil spill boom 3,000' 3M Sorbent sweep 20 boxes Sorbent pads 6 boxes Sorbent pillows B 21 6 cases Type 300 Oil snare 150' Sorbent blanket 1 Edson pump I Lister pump with assorted hoses and equipment Skaggs-Walsh Inc. - Contact: Peter F. Heaney (212) 353-7000 Emergency No. Tony Sabatino (516) 389-7247 Bill Michnowitz (516) 352-2571 1 Row boat w/oars 2000 lbs. Sorbent material 55 gals Dispersant 300' Boom 1 Skimmer 200 Sorbent pads Windsor Fuel Oil Inc. - Contact: D. Leoguande (516) 746-5900 150' Boom 7 boxes 3M Sorbent pads 1 10' Row Boat 10 Bales Hay Universal Utilities Inc. - Contact: Joseph Shapiro (516) 922-7000 Emergency No. E.J.'Barnett (516) 922-76794 2 bales (200') Sorbent sweeps (T126) 2 bales (80') Sorbent booms (T270) 3 1/2 bales (750') Sorbent sheets (T151) 600' Containment boom B 22 APPENDIX C Oily Waste Disposal The disposal of recovered oil and of oil-contaminated materials can pose immediate and long-range problems. Recovered oil is most easily dealt with by separating out any water that may be present and refining it locally or shipping it to its original destination. Disposal of contaminated debris is more difficult. Legal requirements for its disposal are established by the New Jersey Department of Environ- mental Protection for New Jersey and the New York Department*of Environmental Conservation or the New York City Department of Sanitation for the New York area. In most cases, contaminated wastes should not be burned. They can be buried safely on land in approved disposal sites if correct procedures are followed. It is often advisable during waste handling, transfer, or storage to cover the area of operation with plastic sheets to prevent con- tamination. Disposal can pose several problems. The first is storage and transport of oil and contaminated material to the disposal sites. Remote locations and areas sensitive to vehicular traffic impose limits on access. Heli- copters or boats may be necessary to remove pillow tanks and other small storage containers. In the case of a large spill or extended containment or cleanup activities, an access road should be constructed to permit the use of heavy equipment to transport material from the recovery area to the dis- posal site. The second problem involves the several available disposal methods. They include oil and water separation, burial, and natural degradation. The specific disposal method selected depends on the nature of the oil- contaminated material, the location of the spill, and the prevailing weather conditions. C 1 Disposal of Recovered Oil In most spill situations the oil recovered will contain a large per- centage of water which should be separated out prior to disposal or recycl- ing. In the event of a major spill, a large-scale oil/water separation operation should be set up at a local refinery, processing plant, or other facility possessing separation equipment. Many authorized waste oil and chemical processing facilities exist throughout New York and New Jersey but are oriented to chemicals and may be limited as to the quantity of material they can handle. Table I lists these facilities. A list of the regional liquid waste oil collectors is given in Table 2. Disposal of Oiled Material Oil spills can generate large quantities of oil-contaminated material consisting primarily of debris, vegetation, sediments, and sorbenst. Dis- posal of such debris is a major problem as only a few sites are authorized. to receive oily wastes. The disposal regulations for New York and New Jersey are discussed below. New York. In the State of New York there are presently no predesignated sites approved by the Department of Environmental Conservation (DEC) for disposal of oily wastes. In the event of a spill the DEC will consider requests for disposal on a case-by-case basis. Most landfill operations on Long Island are hesitant to accept oily wastes unless directed to do so by the DEC. There are three lined landfills on Long Island at Brookhaven, Oyster Bay and North Hempstead, which may take oily wastes. The NY DEC would like local communities to accept oily sand and debris collected from their own areas. A form letter sent by the NY DEC to local landfills would request their assistance. The form letter would describe the waste, state its volume, name the waste carrier and state there is no contamination (e.g., heavy metals, PCB's, etc.) in the oil. If contamination is suspected the C 2 Table 1. AUTHORIZED CHEMICAL WASTE PROCESSING FACILITIES* (DISPOSAL/RECYCLING OF LIQUID WASTES) Facility Type of Treatment Type of Waste Accepted New JerseX Advanc ed Environmental Transfer, Storage Packed laboratory chemicals, Technology Corp. vegetable oils, motor oils, The Dayton Bldg. compressor oils, laboratory 520 Speedwell Ave. chemicals, solvents, pesti- Morris Plains, NJ cides, silver, platinum, 07950 gold, copper salts, acids, (210) 539-7111 alkalis, dyes, pigments. solution Antipollution Systems, Incineration Waste oils, emulsion, water- Inc. methaiol waste, pigments, 350B W. Delilah Rd. dyes Pleasantville, NJ 08232 (609) 641-1119 B & L Oil Corp. Reprocesser Crankcase oil, fuel oil, 472 Frelinghuysen Ave. hydraulic oil Newark, NJ 07114 (201 ) 248-7 92 5 Browning Ferris In- Transfer, Storage Flammable solids, paint. dustries pigment, ink sludge, oil, 714 Division St solvent, slurries, flatm- Elizabeth, NJ 0;207 noble liquids, non-flammable (201) 352-2222 liquids Clark Systems Oil Recovery Oil and oil emulsions Formerly Blackwood Carbon Products Little Gloucester Rd. Blackwood, NJ (906) 589-7301 Duane Marine Oil/water separation Oil and oil emulsions. 26 Washington St. and reprocessing. Perth Amboy, N.J. Storage facility. (201) 925-6010 Earthline Co. Organic reclamation, Organic, aqueous wastes, 100 Lister Ave. from contaminated solvents, chlorinated Newark, NJ 07105 aqueous waste, acid/ solvents, oily wastes, acids, (201) 465-9100 base neutralization, alkalis, cyanides, mixed hazardous waste de- heavy metal waste, waste toxification (oxi- fuel and lubricating oils dation reduction), fu.1 reclamation C 3 Table 1. Continued Facility Type of Treatment Type of Waste Accepted Eastcoast Pollution Transfer, Storage Cleanup debris, waste oil, Control, Inc. mixed solvents, still Cenco Blvd., P.O. bottoms Box 275 Clayton, NJ 08312 (906) 881-5100 Elco Solvent Corp. Transfer, Storage Flammable, non-flarmable 30 Amor Avenue liquids, solvents Carlstadt, NJ 07072 (601) 460-4000 Inland Chemical Corp. Reclamation, Re- Solvents, organic liquids, 600 Doremus Ave. covery aqueous-organic emulsions, Newark, NJ lacquer, paint. pigment (201) 589-4085 residues Kit Enterprises Inc. Reclamation, Re- Oil lubricants, fats and 475 Division St. covery, Blending, fatty oils, heavy and light Elizabeth, NJ 07201 Treatment hydrocarbons (201) 574-8804 L & L Oil Service Transfer, Storage, Waste oil and oil sludge Inc. Reprocesser, Blend- 740 Lloyd Rd. Ing Aberdeen, NJ 07747 (201) 566-2785 Lionetti Waste Oil Storage, Blending Motor oils, fuel oils, Service Inc. hydraulic oils 9 Line Rd. Holmdel, NJ 07733 (201) 946-2505 Marisol Incorporated Transfer..Storage, Oils, emulsions, solvents, 125 Factory Lane Reprocesser, Re- flammable organic liquids, Middlesex, NJ 08846 clamation, Recovery, non-flammable liquids, paint, (201) 469-5100 Blending, Treatment pigment residues, flammable liquids Modern Transportation Transfer, Storage, Oils, emulsions, acid, alkali 75 Jacobus Ave. Reclamation, Re- solutions, wastewaters, acids Kearny, NJ 07032 covery, Treatment, alkalis (201) 589-0277 Disposal C 4 Table 1. Continued Facility Type of Treatment Type of Waste Accepted Oil Recovery Co. Inc Storage, Reprocesser, Waste oil, solve nts, Cenco Blvd. Reclamation, Recovery, oil sludge P.O. Box 345 Blending Clayton, NJ 08312 (609) 881-7400 Rollins Environmental Inc!neration, Neutra- Sludges, contaminated Services lization, Chemical residues, spill debris, P.O. Box 221 Treatment, Recovery, process wastewater, Slurries, Bridgeport, NJ 08014 Reclamation, Transfer, tank cleanings, solvents (609) 467-3100 Storage S & W Waste, Inc. Transfer, Storage Paint, dyes, pigment 25 Delmar Rd. residues, heavy metal Jersey City, NJ residues, flammable (201) 344-4004 solids, oils, emulsions, flammable liquids, acids, alkalis, solvents Safety-Kleen Corp. Reclamation, Recovery Oil, oil emulsions, oil Almo Industrial Park sludges, mixed solvents Clayton, NJ 08312 (60'9) 881-2526 Standard Tank Cleaning Recovery, Storage Oils, emulsions, organic Co. sludges, non-flammable 184 Hobart Avenue liquids, flammable liquids Bayonne, NJ 07002 (201) 339-5222 New York Chemical Waste Processing/Treatment Sludges, paint, oil, lab Disposal Corp. Recycling/Reclamation chemicals, plating waste, 42-19 19th Ave. Distillation for oil chlorinated solvents Astoria, NY recovery (212) 274-3339 Frontier Chemical Processing/Treatment Waste oil/industrial waste, Waste Process, Inc. Recycling/Reclamation reusable chemicals, nonchlo- 4626 Royal Avenue r1nated oil, burnable liquid Niagara Falls, NY wastes, recovered methanol, 14303 recovered oil, chlorinated (716) 285-8200 solvents Haz-O-Waste Corp. Processing/Treatment Solvents, waste oil, burnable, Canal Road Recycling/Reclamation liquid wastes, acids, alkalis, Wampsville, NY Distillation sludges (315) 682-2160 C 5 Table 1. Concluded Facility Type of Treatment Type of Waste Accepted NEWCO Chemical Waste Processing/Treatment Hazardous/toxic wastes and most Systems, Inc. Recycling!Reclaration every other waste stream except 4626 Royal Ave. radioactive and shock-sensitive Niagara falls, NY 14303 explosives (716) 278-1811 SCA Chemical Waste Processing/Treatment Solvents, acid, heavy metal Services, Inc. Recycling/Reclamation sludge, ;aint wastes, PCB solids 1550 Balmer Rd. Secure landfill and sludges, contaminated soil, Model City, NY 14107 organic liquids (716) 754-8231 Sources: New Jersey Department of Environmental Protection and New York Department of Environmental Conservation *Check authorization status with the New York D.E.C. (212) 488-3862 or the New Jersey D.E.P. (609) 292-5560 prior to use. C 6 Table 2. APPROVED WASTE OIL COLLECTORS (LIQUID HAULING) Name and Address of Firm No. of Trucks New York Ace Waste Oil, 71-34 58th Avenue, Maspeth, NY 11378 Akba Waste Oil, 3836 Rahn Ave., Bethpage, NY 11714 A-Z Waste Service, Inc. 60 Harmon St., Falconer, 9 NY 14733 Albany Waste Oil Corp., RD #2, Clifton Park, 2 NY 12065 Alboro Construction Co., 90-48 Corona Ave., Elmhurst I NY 13209 Allied Chemical Corp., P.O. Box 6, Milton Ave., Solvay, 6 NY 13209 Allied Waste Corp., 88-13 204 St., Hollis, NY 11423 3 American Chemical Disposal Corp., Oser Ave., Hauppauge, NY 11778 Buckner Waste Oil Service, 21 Stonecrest Dr., New Windsor, 1 NY 12550 Certified Waste Oil, 320 Court House Rd., Franklin Square, NY 11010 C & F Pollution Control, Inc., 3266 Taylor St., Schenectady, 4 KY 12306 Chamberlain's Septic Service, 1835 Route 104, Union Hill, 6 NY 14563 Chemical Management, Inc., 340 Eastern Parkway, Farmingdale, NY 11735 Chemical Waste Disposal Corp., 42-14 19th Avenue, Astoria, 2 NY 11105 C.H. Heist Corp., 505 Fillmore St., Tonawanda, NY 14150 5 Coastal Pollution Control Services, Inc., P.O. Box 140, 4 Renesselaer, NY 12144 Cortlandt's Septic Tank Service, Inc., P.O. Box 351, 6 22 Albany Post Rd., Mentrose, NY 10548 C 7 Table 2. Continued Name and Address of Firm No. of Trucks County Tank Lines, Inc., Rte. 58 - E. Main Street, Riverhead, NY 11901 County Waste Oil, Inc., 57 Brown Place, Harrison, 3 NY 10528 Domermuth Petroleum Equipment and Maintenance Corp., 6 Box 62, Clarksville, NY 12041 Duane Marine Corp., P.O. Box 435, Staten Island, NY 10308 East Coast Tank Lining Corp., 700 Hicks St., Brooklyn 3 NY 11231 Elmwood Tank Cleaning Corp., 62 West Market St., Buffalo, 5 NY 14204 Environmental Oil, Inc., P.O. Box 315, Syracuse, NY 13209 5 E.W. Wllsworth and Sons Sanitation Service, 2 219 Mitchell Ave., Mattydale, NY 13211 Fourth Coast Pollution Control, La Grasse St., 3 Waddington, NY 13694 Frank Masone, Inc., 368 Ocean Ave., Lynbrook, NY 11563 4 Frank's Bay Ci ty Oil Service, 1117 Olympia Rd., No. Bellmore, NY 11710 Frontier Chemical Waste, 4626 Royal Avenue, Niagra Falls, 3 NY 14303 General Electric Co., P.O. Box 8, Room 2C13 K-1, 1 Schenectady, NY 12301 General Waste Oil Co., 37 Longworth Ave., Dix Hills NY 11746 Harrison Radiator Div. GMC, Upper Mountain Rd., Lockport, 3 NY 14094 Industrial Oil Tank and Line Cleaning Service Co., 307 East 4 Garden St., Rome, NY 13440 Inland Pollution Control Inc., P.O. Box 357, 63 Columbia St., 2 Rensselaer, NY 12144 C 8 Table 2. Continued Name and Address of Firm No. of Trucks J.B. Waste Oil Co., 18-18 41st St., Long Island City, NY 11105 James Parks, 2734 Chestnut St., York, NY 14592 1 Jauic Waste Oil Corp., Bay Street, Freeport, NY 11520 J.K. Waste Oil Service, 280 Grank Blvd., Deer Park, 2 NY 11729 J.W. Lenza Oil Company, 3 Court St., Staten Island, 1 NY 10304 Kroll Associates, 19 Woodgate Rd., Tonawanda, NY 14150 RENTAL Loeffel's Oil Service, RD #2, Narrowburg, NY 12764 3 Lomasney Combustion, Inc., 366 Mill St., Poughkeepsie, 2 NY 12602 Long's Landscaping, 2106 Love Rd., Grand Island, NY 14072 1 Luzon Oil Company, P.O. Box 19, Hurleyville, NY 12747 2 Manhattan Oil Service, 21-11A 46th St., Astoria, NY 11105 1 Marine Pollution Control, Inc., 460 Terryville Rd., 4 Port Jefferson Station, NY 11776 New Bra Oil Service, Inc., 402 Parsons Drive, Syracuse, 5 NY 13219 Niagra Mohawk Power Corp., 300 Erie Blvd., West Syracuse, 2 NY 13202 Niagra Tank and Pump Co., 262 Carlton St., Buffalo, I NY 14204 Oceanside Equipment Rental Corp., 70 New St., Oceanside, 3 NY 11572 Oldover Corp., P.O. Box 2, Saugertiers, NY 12477 1 Patterson Chemical Co. Inc., 102 Third St., Brooklyn, NY 11231 RGM Liquid Waste Removal, 972 Nicola Rd., Deer Park, NY 11729 C 9 Table 2. Continued Name and Address of Firm No. of Trucks Rice Tank Cleaning Corp., 434 Suffolk Ave., Box 296, 7 Central Islip, NY 11722 Wm. F. Sheridan, Jr. Industrial Oil Corp., 114 Peconic Ave., Medford, NY 11763 Southgate Oil Services, Inc., P.O. Box A, 2699 Transit Rd., 9 Elma, NY 14059 Stage Construction Co., Inc., 105 Commercial Ave., Vestal, 2 NY 13850 Strebel's Laundry, 644 Montauk Highway, Westhampton, NY Superior Pipecleaning, Inc., 168 Woodlawn Ave., Woodlawn, 5 NY 14219 Swanson Chemical Laboratories, Inc., 4 West First St., 1 Lakewood, NY 14750 Timber Lake Campground, Plato Maples Rd., RFD #1, Box 72, 1 E St., Otto, NY 14729 United Pump and Tank of Rochesters Inc., 779 Arnett Blvd., 1 Rochester, NY 14619 Verdi Construction, Route 31, Savannah, NY .13146 6 Wizard Method, Inc., 1100 Connecting Rd., Niagra Falls, 14 NY 14304 W.L. Oil Co., Inc., 178 North Elting Corners Rd., Highland, 2 NY 12528 W.M. Spiegel Sons, Inc., 461 E. Clinton St., Elmira, 7 NY 14902 World Wide Pollution Control, Inc., P.O. Box 702 New 3 Station, New Paltz, NY 12561 New Jersey A.M. Environmental Services, Inc., 1031 Market St., 7 Paterson, NJ 07513 Angus Tank Cleaning Corp., One Ingham Ave., Bayonne, 6 NJ 07002 C 10 Table 2. Continued Name and Address of Firm No. of Trucks Clean Venture, Inc., P.O. Box 418, Foot of South Wood Ave., 1 Linden, NJ 07036 Depalma Oil Co., 21 Myrtle Ave., Jersey City, NJ 07305 4 Eastcoast Pollution Control, Inc., Cenco Blvd., Clayton, 12 NY 08312 Energall, Inc., 411 Wilson Ave., Newark, NJ 07105 18 Essential Trucking Corp., Fanny Rd., Boonton, NJ 07005 3 Kisko Transportation Co., Inc., 504 Raritan St., I Sayerville, NJ 08872 Loeffel's Waste Oil Service, Inc., P.O. Box 651, 3 Old Bridge, NJ 08857 Marisol, Inc., 125 Factory Lane, Middlesex, NJ 08846 4 Nalco Chemical Co., 1927 Nolte Drive, Paulsboro, NJ 08066 1 Ned's Waste Oil Service, P.O. Box 375, Newton, NJ 07860 4 Phil's Waste Oil, 13 Ronald Drive,. E. Ranover, NJ 07936 1 Robert More Waste Oil, 124 Baltimore St., North Arlington, 1 NJ 07032 SCA Chemical Services, Earthline Division, 100 Lister Ave., 47 Newark, NJ 07105 Solvents Recovery Service of New Jersey, Inc., 2 1200 Sylvan St., Linden, NJ 07036 T/A Samson Tank Cleaning, 101 E. 21st St., Bayonne, 3 NJ 07002 Other Acme Services, Inc., 985 Plainfield St., Johnston, 7 RI 02919 Berks Associates, Inc., P.O. Box 305, Douglassville, 4 PA 19518 C 11 Table 2. Concluded Name and Address of Firm No. of Trucks Colvin's Waste Oil Service, 24 Marrer St., Warren, PA 16365 1 G & H Oil Co., 455 Hemlock Rd., Warren, PA 16365 1 Hitchcock Industrial Liquid Waste, 40 California St., 5 Bridgeport, CT 06608 Jet Line Services, Inc., 441R Canton St., Stoughton, 18 MA 02072 New England Marine Contractors, Inc., 189 Lakeside Ave., 6 Burlington, VT 05401 New England Pollution Control Co., Inc., 7 Edgewater Pl, 6 E. Norfolk, CT 06855 Schofield Oil Ltd. P.O. Box 40, Breslau, Ontario, 3 Canada NOB 1MO Solvents Recovery Service of New England, Inc.j, Lazy Lane, 6 Southington, CT 06489 The Crago Co., Inc., Route 26, P.O. Box 409, Gray, 3 ME 04039 Tansenvironmental Corp., 500 Ford Blvd., Hamilton, OH 45011 1 Tricil Limited, 602 Rte. 132, Ste. Catherine, Quebec, Canada I -C 12 NY DEC would analyze the contents. This plan is still in the fromative stages. New York City. All requests for information relative to disposal of oil- contaminated solid wastes shall be channeled through the NYC Department of Sanitation, Operations Control Office, Bureau of Waste Disposal at the following numbers: (212) 566-5326/5327 The following locations have been,designated for receipt of oil-contam- inated solid waste generated during and as a result of oil spill cleanup op- erations. Use of the following disposal facilities will be limited to those carriers possessing a "NYS DEC Industrial Waste Collector Certificat of Registration" (SW-3) and either a Department of Consumer Affairs Waste Con- veyance License or a Department of Sanitation Construction Waste Permit. Disposal of materials will be from 0800 to 1600, Sundays and holidays ex- cluded. NYC Disposal Sites - Fountain Avenue Landfill Fountain Ave. & Belt Parkway Brooklyn, N.Y. Edgemere Landfill Beach 49th St. & Beach Channel Dr. Rockaway, Queens, N.Y. Brookfield Avenue Landfill Arthur Kill Rd. & Brookfield Ave. Staten Island, N.Y. A list of qualified and approved regional oily solid waste carriers is given in Table 3. If further information be required, Mr. Gus Fischetti, Engineer in Charge of Landfills, should be contacted, (212) 272-9811. New Jersey. For disposal of oil-contaminated solid wastes within the State of New Jersey, contact the New Jersey Department of Environmental Protection for an approved dump site at (609) 292-5560. There are currently no C 13 Table 3. APPROVED OILY WASTE CARRIERS (SOLID WASTE BUILDING) Active Oil Service, Inc. National Oil Recovery Corp. 374 Main Street Hook Road & Commerce Street Belleville, NJ 07109 Bayonne, NJ 07002 (201) 482-"00 (201) 437-7300 Atlantic B.C., Inc. Newtown Refinery Corp. 145 Van Dyke Street 37-80 Review Avenue Brooklyn, NY 11231 Long Island City, NY 1110i (212) 522-3260 (212) 729-7660 Chemical Control Corp. Oceanside Equipment Rental Corp. 23 South Front Street 70 New Street Elizabeth, NJ 07202 Oceanside, NY 11572 (201) 351-5"0 (516) 678-4466 Earth Line, Inc. Oil Tank Cleaning Corp. End of Wood Avenue 107-127 27th Street Linden, NJ 07036 Brooklyn, NY 11232 (201) 862-4747 (212) 499-9608 East Coast Tank Lining Co. Petroleum Tank Cleaners, Inc. 700 Hicks Street 145 Huntington Street Brooklyn, NY 11231 Brooklyn, NY 11231 (212) 855-7272 (212) 624-4842 Guardino & Sons, Inc. Royal Tank Cleaning Corp. 80 Broad Street 687 S. Columbia Avenue New York, NY 10004 Mount Vernon, NY 10550 (212) 943-6966 (914) 664-7070 Mobil Oil Corp. Samson Tank Cleaning Corp. 4165 Arthur Kill Road 101 East 21st Street Staten Island, NY 10307 Bayonne, NJ 07002 (212) 948-5400 (201) 437-1044 Modern Transportation Co. Standard Tank Cleaning Corp. 75 Jacobus Avenue One Ingham Avenue S. Kearney, NJ 07032 Bayonne, NY 07002 (201) 589-0277 (201) 339-5222 C 14 approved dump sites in New Jersey. Approval for dumping oil-contaminated solid wastes is granted on a case-by-case basis. All vehicles used in the collection or haulage of solid waste shall properly and conspicuously display the New Jersey Solid Waste Administration (NJSWA) registration number in letters and numbers at least 3 inches in height, and shall carry the current Solid Waste Administration registration certificate in the vehicle. In addition, -in letters and numbers at least 3 inches in height, the capacity of the vehicle in cubic yards or in gallons, with the appropriate unit designated, shall be marked on both sides of the vehicle so as to be visible to the operator of the solid waste facility. Further, all vehicles containing oil-contaminated waste shall be con- spicuously placarded by the special waste hauler. Such placarding shall meet the requirements of the United States Department of Transportation for the transport of hazardous materials (49 CFR 170 et*seq.). No special waste facility shall accept oil-contaminated waste unless the vehicle is properly placarded in accordance with this section. Temporary Waste Storage. If there are large quantities of materials for disposal, a temporary storage site should be established. A temporary storage site provides a location to store oily sediment and debris removed during shoreline cleanup operations until a final disposal site has been located, approved, and made operable. The temporary storage sites should be located in areas with good access to the shoreline cleanup operation and to nearby streets and highways. Good storage site locations are flat areas such as parking lots (paved or unpaved) or undeveloped lots adjacent to the shoreline. Temporary storage sites should be selected and prepared to minimize contamination of surrounding areas from leaching oil. Therefore, storage sites should not be located on or adjacent to ravines, gullies, streams, or C 15 the sides of hills, but on flat areas with a minimum of slope. Once a location is selected, certain site preparations are usually necessary to contain any leaching oil. An earth berm should be constructed around the perimeter of the storage site. If a paved parking lot is used, earth would have to be imported from nearby areas; if an unpaved surface is used,,ma- terial can be excavated from the site itself and pushed to the perimeter thereby forming a small basin. Entrance and exit ramps should be construct- ed over the berm to allow cleanup equipment access to the site. If the sub- strate or berm material is permeable, plastic liners should be spread over the berms and across the floor of the storage site in order to contain any possible oil leachate. A front-end loader should be stationed at each storage site to evenly distribute the dumped oily material and to load trucks removing the material to final disposal. C 16 APPENDIX D Dispersants Introduction Spills of crude oil and petroleum products in the marine environment can result in varying types and degrees of environmental damage. In some cases spills may even involve threat of fire and explosion. To reduce these threats, various specialized techniques and equipment have been developed and used with different degrees of success. In almost all cases, limitation of spread and physical recovery of the spilled material represent the most environmentally acceptable actions and should always be given first consideration. However, as a result of spill size, weather, and other fac- tors, control and recovery are not always adequate or even possible. Other options to minimize impacts should be explored in these situations. An alternative to conventional methods of containment and recovery is the use of chemical dispersants. Dependant on the oil characteristics dispersants can assist the breakup and mixing of oil slicks into the water column, accelerating dilution and degradation rates. In addition, they may be used in sea states where conventional techniques are no longer effective. Federal Regulation The use of chemical dispersants is closely regulated by the federal government and can only be initiated in situations where it is deemed the most effective and least environmentally hazardous alternative. While advo- cating physical control and removal of spilled oil, the National Oil and D 1 Hazardous Substances Pollution Contingency Plan provides the basis for case- by-ca6e utilization of chemical dispersants and other treating agents. Known as Annex X, this schedule permits consideration of chemical dispersion in the following circumstances (40 CFR 1510, Annex X, Sections 2003.1-1 to 2003.1-1.3): In any case when, in the judgement of the federal On-Scene Coordinator (OSC), their use will prevent or substantially re- duce hazard to human life or limb or substantially reduce ex- plosion or fire hazard to property. e.For major or medium discharges when, in the judgement of the on-scene Environmental Protection Agency representative, their use will prevent or reduce substantial hazard to a major segment of the population(s) of vulnerable species of waterfowl. 9 For major and medium discharges when, in the judgement of the Environmental Protection Agency response team member in consul- tation with appropriate state and federal agencies, their use will result in the least overall environmental damage, or interference with designated water uses. Principals of Dispersion Dispersion may be defined as the act or state of being broken apart and scattered. Oil floating on water will ultimately disperse naturally in re- aponse to currents and waves. As the deg ree of surface energy increases, the rate of natural dispersion increases. Typically, however, the natural process is slow and agitation of some oils often results in the formation of extremely persistent and difficult to treat water-in-oil emulsions (tar balls, mousse). For some oil types dispersants can greatly increase the rate of dispersion and prevent the formation of'water-in-oil emulsions reducing the potential damage associated with floating slicks. Dispersant formulations contain varying amounts of surface active agents (or surfactants). Technically, surfact ants act to modify (reduce) the oil surface tension. Each surfactant molecule may be thought of as polar in nature, one end having an affinity for oil, and the other an affinity for D 2 water. When applied to fl.oating oil, the surfactant diffuses through the oil and individual surfactant molecules orientate themselves along the surface with their water attracting ends out. (It is critical that the dispersant contact the oil and not be applied to the surrounding water.) As the slick is broken apart by natural or manmade energy, treated particles are separated and repelled, preventing slick reformation. Eventually, treated oil particles are broken into small enough drops that they remain suspended and dispersed in the water. Because the oil particles are surrounded by surfactant molecules, they tend not to adhere to.solid objects such as boats, shorelines, etc. In dispersed form, the spilled oil has a much larger surface area which serves to accelerate solution, evaporation, photo-oxidation, and biodegradation rates. Environmental Effects The acceptance of, chemical dispersants as a means of combatting oil spills has been deterred by real and inferred environmental damages associated with a few misapplications of early high toxicity products and a limited knowledge of the potential effects of the'moderu, low toxicity dispersant formulations. However, there has been little evidence from actual field use of dis- persants to prove or disprove significant effects resulting from thelproper application of chemical agents. In contrast, the ecologic realities asso- ciated with spilled oil - particularly in coastal and shoreline areas - are dramatic and far better understood. When predictable damage or threats asso- ciated with untreated oil are compared with the known and unknown aspects of chemically treated oil, it may be possible to identify cases in which one action has significantly less total risk than another. D 3 Toxicity data on go'Vernment accepted dispersants are availab le from the EPA in the form of LC50 is. Using the effective dosage rates, the potential concentrations of dispersants in the water column can be estimated and com- pared to their LC50 values. The comparison can then be used to predict possible ecologic consequences* Some laboratory and field evidence suggests that chemically produced oil dispersions may be more toxic than naturally produced dispersions. It has been hypothesized that this phenomenon is a synergism between oil and disper- sant which produces more toxic end products. Certain toxic components in the oil are activated, and therefore, p referential release of other toxic compo- nents occurs* A dispersant can increase therate at which vol atile fractions of oil are available to enter the water column. It is generally believed, however, that the "i ncreased toxicity" of a dispersion is more related to the increased availability of the oil to various marine organisms. By breaking the oil up into minute droplets, the dispersant enhances the uptake and in-- corporation of certain oil components by many marine organisms through their breathing and feeding mechanisms. For this reason, dispersed oil at a given concentration may have a more adverse impact on a biological amenity than untreated oil at the same concentration. Undispersed oil in nearshore areas and on shorelines can smother organ- isms and plants and cause extensive physical and aes thetic impacts. Undis- persed oil is difficult and expensive to clean up because it typically adheres to shoreline surfaces. Use There are three basic type s of modern dispersants: water-base, solvent- base, and concentrate. They differ mainly in the nature of their carrier D 4 Table B.-l. DISPERSANT APPLICATION EQUIPMENT AND TECHNIQUES Type of Equipment Application Technique Dispersant Type Hand-operated Manual application from vessel Premixed solvent garden sprayer &r dock base, water base or concentrate Portable pump and Manual application from vessel Premixed solvent hand-carried spray or dock base or concen- nozzle trate Spray boom and low Direct application from vessel Premixed solvent pressure pump at sea; agitation with breaker base boards Spray boom, high pres- Direct application from vessel Concentrate or sure pump and e4uctor at sea: agitation with breaker water base or metering pump boards, water streams or prop- diluted on- wash optional board with sea water Fire monitor/hose, Direct application from vessel Concentrate or high pressure pump, at sea or from dock: agitation water base and eductor or meter- optional dilluted. on- ing pimp board or dock- side with sea water Helicopter with spray Aerial application: agitation Undiluted con- booms from wind and waves centrates Light aircraft with Aerial application: agitation Undiluted con- crop dusting apparatus from wind and waves centrates Heavy aircraft with Aerial application: agitation Undiluted con- spray booms from wind and waves centrates D 5 medium and the ease with which dispersions are formed. Dispersion using water-base formulations typically requires more time and energy. Because they use water as a solvent, these products can be diluted on7site with seawater, thus lending themselves to vessel application. Solvent-base formulations tend to disperse more easily, but are generally more toxic and require higher dosage rates. They are ineffectual when diluted with water. Concentrates contain high percentages of surface active agents. Depending on the pro-duct, they may be used neat, diluted with seawater, and/or diluted with hydrocarbon solvents. The "self-mixing" type of concentrate requires extremely low levels of mixing energy. By virtue of their versatility, dispersant concentrates lend themselves to most methods of application. Dispersant use is greatly affected by the type of oil. Rapidly spread- ing oils are more easily dispersed than heavy or slowly spreading oils. Solvent base dispersants were form ulated primarily for use on heavy or paraf- finic oils as they are harder to break down. Chemical dispersion of highly weathered oils or water-in-oil emulsions is typically very difficult, if not impossible. Application Techniques and Equipment There are three basic techniques used to apply dispersants to floating oilt each has its own variety of application equipment. The three applica- @ion techniques are: manual, vessel and aerial. The actual equipment and technique used depends on the type of dispersant to be applied, and the size and location of the spill. Table B-1 lists the type of equipment needed for the various dispersing agents and application techniques. D 6 Manual Application. -Manual application is typically limited to use in very small spills or confined areas. The equipment consists of three-to-five- gallon garden sprayers, usually the backpack type, or portable pumps with hand-carried nozzle sprayers. Equipment should*be fitted with nozzles producing a coarse spray for applying dispersants. Manual application-is usually done from the shoreline, a dock or pier, and can also be done from small boats. Vessel Application. Basically, there are three types of vessel mounted application systems: bow spray, Warren Spring Laboratory (WSL) - type, and high-pressure jet spray. The bow spray and WSL systems both use booms fitted with spray nozzles to apply the dispersants. The nozzles produce coarse flat sprays which overlap slightly at the water surface. The bow spray system has the booms mounted near the vessel bow. With the WSL sys- tem, booms are positioned slightly aft of midship. The WSI system also incorporates breaker boards.towed behind the spray booms to provide external mixing energy. Bow wakes and propellor wash from several small boats and high-pressure water streams from fire fighting equipment can also be used to supply energy. The third system uses fire fighting monitors or hand-held nozzles to apply dispersants. The high-pressure streams are directed in an arc up over the slick or played back and forth across the oil. In most cases the ves- sel's own salt-water fire fighting system is used. These systems are used primarily to apply water-base or concentrated dispersants in heavily diluted solutions. The systems operate by drawing water from the sea and supplying it to the booms or monitors at high pressures T)7 and volumes (100 psi and.100-250 gpm respectively). The dispersant is in- troduced into the mainstream of water using an eductor or metering pump at a rate which produces the desired concentration.' Also available is a WSL low pressure volume system for applying hydro- carbon-base dispersants. In this case the agent is supplied directly to the booms with no dilution. Aerial Application. Three types of aircraft have been used in aerial appli- cation of dispersants: helicopters, light, and heavy fixed-wing aircraft. Suitable aircraft typically come fitted with agricultural or fire fighting spray systems which require only minor modification for dispersant use. The spray systems are usually supplied with misting or atomizing nozzles which must be replaced with ones producing a coarse spray. Two types of spray systems are available for use with helicopters. One is the on-board 'type which has the spray booms, tanks, and motor fitted directly to the helicopter. The other system has a single unit consisting of the booms, tank and pump, which is slung underneath the helicopter. The advantage of this system is that it can be hooked up in a matter of minutes to almost any available helicopter. Dosage Dosage required for effective dispersion will vary with each spill situ-, ation. Most manufacturers supply or can provide dosage recommendations with their products. Subject to regulatory approval, these recommendations can be used as a starting point for dosage determination. The optimum dosage (number of gallons of dispersant applied per acre of slick), is primarily governed by the slick thickness. Generally, the amount of dispersant required is directly D 8 Id proportional to the thick.ness, and therefore the volume of oil per acre. Under normal conditions the recommended dosage for most dispersants is 5 to 10 gallons per acre for an average slick thickness of 0.5 to 2.0 mm. By trial application, dosage should be adjusted to Achieve the desired result at the minimum application rate. D 9 APPENDIX E Filter Fence/Sorbent Barrier Permeable barriers constructed onsite and made of wire screen or mesh and sorbents can be used to contain or exclude oil from interior areas such as marsh, channelsand mosquito ditches. Permeable barriers offer the advantages of noninterference with flow, conformance with bottom configura- tion, and response to tidal variation. Because of flow reverses in tidal areas, double barriers are required. A diagram of a typical permeable bar- rier is shown in Figure A-1. While a variety of screen and mesh fencing is available, heavier materials are recommended. When subjected to high cur- rents and debris, lighter material such as chicken wire will probably fail. Single-sided permeable barriers may be constructed in small streams or channels having continual water flow in one direction. In this case a single line of posts is driven into the stream bottom with the screen fastened to the upstream side. Sorbent is also placed on the upstream side of the bar- rier only, relying on the current to hold it in place. The screen height in both cases must be sufficient to prevent sorbent from going over the top at high tide and under the bottom at low tide. The screen mesh size must be compatible with the type and size of the sorbent used. E 1 Pipe Supports /Cyclone Fence Floating Sorbent Water _R, Level Support Cable (optional) )dA, V J;Ak )V@, N1 V"Y' Vyy M x .@ W,V 7 d A ifI L 11 jk A@ Ui A `-Away NY % .. .. ....... Figure TYPICAL PERMEABLE BARRIER E 2 GAYLORDINo. 2333 PRINTED III U S A 3 6668 14108 0467