[From the U.S. Government Printing Office, www.gpo.gov]
TD 427 .P4 T69 1981 V. 1 OIL SPILL TOWN OF BABYLON SUFFOLK COUNTY NEW YORK OIL SPILL CONTINGENCY PLAN A COASTAL ZONE INFORMATION CENTER (FOUNDED IN 1872) ALLEN & GRANT, P. C. CONSULTING ENGINEERS SURVEYORS 50 Elm Street H u n t i n g t o nNew York 11743 1981 TOWN OF BABYLON SUFFOLK COUNTY NEW YORK SUPERVISOR RAYMOND C. ALLIVIENDINGER COUNCILMEN WALLACE H. BOYLE LOUIS J. MAESTRI WILLIAM J. CANARY , JR. HAROLD J. WITHERS DEPARTMENT OF ENVIRONMENTAL CONTROL COMMISSIONER DENNIS J. LYNCH PROJECT MANAGER RICHARD J. HANINGTON ALLEN a GRANT, R C. CONSULTING ENGINEERS SURVEYORS 50 ELM STREET HUNTINGTON NEW YORK I 17 4 3 Town of Babylon OIL SPILL CONTINGENCY PLAN COUNTY OF SUFFOLK, NEW YORK Prepared by Allen & Grant, P.C. Consulting Engineers 50 Elm Street Huntington, N.Y. 11743 September 1981 CEIP GRANT NO. NA79-AA-D-CZ054 COMPTROLLERS CONTRACT NO. D-164092 U S DEPARTMENT OF COMMERCE NOAA COASTAL SERVICES CENTER 2234 SOUTH HOBSON AVENUE CHARLESTON SC 29405-2413 The preparation of this document 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 document was prepared for the New York State Department of State. 40 PRELIMINARY CONTENTS SECTION I OIL POLLUTION II OIL SPILL RESPONSE - GENERAL PLAN FOR THE TOWN OF BABYLON III NOTIFICATION LIST AND OTHER PERTINENT NUMBERS IV EQUIPMENT INVENTORY V OIL SPILL CONTROL EQUIPMENT VI OIL SPILL CONTROL TECHNIQUES VII OIL SPILL RESPONSE SCENARIOS VIII REFERENCES APPENDIX I o Map of Coastal Areas for the Town of Babylon APPENDIX II - Manufacturer's Catalogs of Oil Spill Equipment o Booms o Skimmers o Sorbents o Boats o Vactors o Miscellaneous SECTION I OIL POLLUTION The Problem Oil is ever becoming a scarce commodity, but none- theless remains one of the necessities of modern industrial society. Under control, serving its intended purpose, oil is efficient, versatile and productive. Out of control, it can be one of the most devastating substances in the environment. Spilled into water, it spreads for miles around. Oil spills, large and small, have long been of concern to pollution control authorities. Once an area has been contaminated by oil, the whole character of the environ- ment is changed. When it has encountered something solid to cling to, whether it be a beach, a rock, a piling, the feathers of water fowl, or a bather's hair, it does not readily let go. Cleaning up an oil contaminated area is time consuming, difficult and costly. To the costs of the clean-up must be added the impacts on the environment, the destruction of fish and other wildlife, damage to property, contamination of public water supplies, and any number of other material and esthetic losses. Depending on the quantities and kinds of oil involved, these losses may extend for months, years and sometimes decades, with correspondingly heavy costs of restoring the area to its prior condition. The risks of contamination by oil are as numerous and varied as the uses made of the product and the means of transporting it. These risks involve terminals, loading docks, refineries, tankers, freighters, pleasure craft, barges, pipelines, tank cars, trucks, filling stations, offshore drilling facilities, and everywhere that oil is used, stored, or moved. All are subject to mechanical failures compounded by human carelessness and mistakes. There are countless opportunities for oil to get out of control. Federal, State and local regulations and ordinances have been developed in recent years in an attempt to dis- courage oil spills. In spite of preventive efforts there will still be spills, either due to carelessness or to calamities beyond human control. Figure I-1 , is a location map showing the Town of Babylon coastal areas that are prone to contamination from oil spills. A large 2000 scale map is included in the latter portion of this report and is intended to be an aid for oil spill pre- vention, containment, clean-up and disposal. 1.2 Oil Characteristics The term "oil" is applied to a wide variety of petroleum products ranging from crude oils to different grades of re- fined products. 2 w ci: C; TOWN OF j BABYLON ISLIP co) BELLPORT lZ SAY GREAT SOUTH SAY FIRE ISLAN INLET FIRE ISLAND FIRE ISLAND TOWN OF BABYLON COAST GUARD STATION COASrAL AREAS ATLANTIC OCEAN FIGURE-1-1 LOCATION OF COASTAL AREAS IN THE TOWN OF BABYLON. AL CONSULTI HUNTINGTON Crude petroleum, or crude oil, is not a uniform sub- stance and its properties vary widely from one location of origin to another and even from one well to another within the same oil field. Carbon and hydrogen are the most abundant elements in crude oil, accounting for more than 95 percent of the com- position. The molecular weight of hyrdocarbons in crude oils ranges from a minimum of 16 to greater than 850. These hydrocarbons are separated from crude oils through boiling and vapor recovery processes. The lighter hydrocarbons generally vaporize at lower temperatures. As an example, gasoline would be one of the first products (low temperature) distilled from a crude oil, and lubricating oils are derived from a higher temperature fraction. The majority of compounds that make up residual fuels, such as bunker "C," come from the fraction left behind after most of the lighter fractions are distilled. The physical properties of oil are important in assessing the method of clean-up to be initiated. Some of these proper- ties include; density, viscosity, pour point, flash point and surface tension. These characteristics are often treated with laboratory precision in the petroleum industry, but at the site of an oil spill it would be most improbable to have this information at hand. -The judgment and experience of the res- ponse team will more than likely be the only information available. Some general information regarding the movement of an oil slick that may be of some use follows: o There are two main factors controlling the movement of oil, namely wind and current. If the wind is in excess of 5 to 9 knots, the wind will become the primary factor and drive an oil slick at about 3.4% of the wind velocity, and be independent of current. o Another accepted relationship for determining the direction and speed slick motion is Ut = Uc + 0.03 Uw where U tis the total motion vector; Uc is the current vector and Uw is the wind vector at the air/water interface. Thus the speed and direction of the slick mass is proportional to the vector sum of the current area surface winds. At low wind velocities (below 5 knots) the current is the signifi- cant factor while as higher velocities, the wind effects predominate. o Surface tension of oil dominates the spread of oil slick thickness as it becomes thin. The surface tension of oils vary from type and location of its source. Spreading rates and oil film (slick) thick- ness have been tabulated for various types of crude oils as follows: 5 46 Thickness in millimeters of slick from spillage of 100 M 3 (26,412 gallons) of oil after spreading for: Type 10 2sec. 10 3sec. 104sec. 10 5sec. Libyan 2.28 0.49 0.11 0.02 Iranian 3.27 0.70 0.15 0.03 Kuwait 2.10 0.45 0.10 0.02 Iraq 2.57 0.55 0.12 0.03 Venezula 2.55 0.55 0.12 0.03 Source: Manual of Practice for Protecting and Clean-Up of Shorelines: U.S.E.P.A. o Oil films are defined as an oil slick thinner than 0.0001 inch (0.00254 mm) and may be classified as follows: Gallons of Oil Standard Terms Per Sq. Mile Appearance "Barely Visible" 25 Barely visible under most favorable light conditions "Silvery" 50 Visible as silvery sheen on water sur'face "Slightly Colored" 100 First trace of color may be observed "Brightly Colored" 200 Bright bands-of color are visible Source: National Oil and Hazardous Substances Pollution Contingency Plan 6 1.3 Coastal Contamination Coastal processes that affect oil contamination of shorelines deal primarily with sediment transport on and off a beach. A beach begins below the surf zone of a shoreline and extends landward to the limit of storm wave activity usually marked by a storm ridge, vegetation, dunes, or a cliff. Beaches are generally divided into three areas: the backshore, intertidal, and nearshore. A profile of a typical beach is shown in Figure 1-2. The backshore area of a beach is located above the berm or level of normal wave activity. Exposure of the backshore to wave activity occurs only during exceptionally high tides or storm surges. Oil deposited in the backshore during these times can only be affected by wave action during subsequent exceptional high tides or storm surges. Backshore areas can be biologically productive and sensitive as well as difficult to clean. Debris, trash, and/or log accumulations and vegetation are frequently pre- sent in the backshore and could cause clean-up difficulties. However, the location of this debris can provide a useful indicator of where the oil may concentrate by determining the maximum limit of the water level at the time of the last high water or storm level. The maximum inland distance that oil can be expected to be deposited during these periods of high water levels can then be estimated from the debris line. Special effort should be taken to protect backshore areas from contamination as soil penetration is likely and clean- up difficult. Damage to vegetation on sandy backshores could result in severe wind erosionproblems. 7 BEACH NEARSHORE INTERTIDAL BACKSHORE STORM RIDGE BERM HIGH TIDE LOW TIDE FI GURE 1-2 TYPICAL BEACH PROFILE ALLEN a GRANT,PC. CONSULTING ENGINEERS /SURVEYORS HUNTINGTON NEW YORK 1981 The intertidal zone is the area of the beach extending from the low water mark to the high water mark. Oil con- tacting a shoreline under normal conditions will be deposited within this area. On high-energy'shorelines, the heaviest concentrations of oil occur along the upper intertidal area. The lower intertidal zone usually remains wet, and because oil does not readily adhere to a wet surf ace, oil in this area can be refloated by a flooding tide and carried to the upper parts of a beach. Oil deposited in the upper intertidal zone is, however, usually eroded rapidly if wave action is present. In low-energy environments or where large volumes of oil are washed ashore, oil can coat the entire intertidal zone. The nearshore zone is located below the low water mark and within the zone of wave-generated processes. Because this area is always submerged, it receives little contamina- tion except of the small amount of oil that sinks or from oil-coated sediments eroded from the shoreline. 9 SECTION II OIL SPILL RESPONSE GENERAL PLAN FOR THE TOWN OF BABYLON 11. 1 Introduction An oil spill within or around the Town of Babylon portion of Great South Bay or Atlantic Ocean, can cause serious environ- mental damage and my jeopardize the safety of human life and well-being. The purpose of this plan is to describe procedures to be followed by the Town of Babylon in the event of an oil spill. Federal as well as State and local agencies will be notified to take on the ultimate responsibility. In order to accomplish a timely and coordinated containment and clean-up effort, the Town of Babylon should cooperate as much as possible with these other agencies. The general response plan contained herein presumes that the Town of Babylon will be the initial authority informed of an oil spill. The user of this plan should adjust his actions as necessary to insure proper and timely response of all agencies and organizations. The priorities of actions should first con- sider the protection of human life and limb, and second, to minimize ecological impact of spills. 11.2 Authority and Responsibility The Federal Council on Environmental Quality was delegated responsibility in Executive Order 11735, to prepare a "National Oil and Hazardous Substances Pollution Contingency Plan." This If 10 plan is contained in Title 40 of the Code of Federal Regula- tions, Part 1510. The Plan seeks to insure a coordinated Federal response at the scene of an oil spill or other hazardous substance spills. In the event of an oil spill, a predesignated Federal official, named the "On Scene Coordinator" (OSC), will have the responsibility to coordinate and direct the Federal response to the spill. Participation and assistance by State and local governments is encouraged by the Federal plan. The OSC is designated by the U.S. Environmental Protection Agency for inland waters, and by the U.S. Coast Guard for the coastal waters. The OSC's for the Town of Babylon area are listed in the "Notification List" located further in this document. Since it will be of utmost importance to act quickly in the event of an oil spill, the National Response Center (NRC) and designated On Scene Coordinator (OSC) should be contacted as soon as possible. The OSC has the authority to expend funds for private firms to assist in containment and clean-up activities. It is of the utmost importance that the Town of Babylon fully cooperate with the OSC, and assist wherever possible with men and equipment. The OSC will have the ultimate responsibility for the coordination, containment and clean-up of an oil spill. If The Town of Babylon presently has the authority, as further described in The Unified Code of Ordinances, Chapter 6,, Article Is, Boats, Docks and Waterways, as amended by the Town Board on October 21, 1980, to fine the person or organization responsible for an oil spill. CA copy of the amended ordinance is included in the back of this section.) Federal regulations require the person or organiza- tions responsible for the spill to bear all costs related to the clean-up, containment and ultimate disposal. If the responsible party for the discharge or threat of discharge does not act promptly, or take proper removal actions, or if the party responsible for the discharge is unknown, the Federal OSC may authorize spill removal actions. A pollu- tion discharge revolving fund, administered by the Commandant, USCG, has been established through Federal regulations to pay for necessary action. New York State also has a fund which is administered through the New York State Department of Transportation. 11.3 Definitions The following is a list of Federal definitions and terms relevant to the Town of Babylon Oil Spill Response Plan: National Response Center (NRC) - is the national com- munications center for activities related to pollution incidents. It is located at the Washington, D. C. Headquarters of the U.S. Coast Guard. First notice of pollution discharge should be made to the NRC Duty Officer, toll-free telephone (800)424-8802. 12 National Response Team (NRT) - consists of representatives from participating agencies, such as, U.S. Environmental Protection Agency (USEPA), and the U.S. Department of Transportation (USDOT). It 'is the national body for planning and prep aredness before a pollution discharge and for coordination and advice during a discharge. Regional Response Team (RRT)- serves as the regional body for planning and preparedness actions before a pollution discharge and for coordination and advice during a pollu- tion discharge. The RRT consists of Federal, State and local government agencies and/or representatives. On Scene Coordinator (OSC) - is the Federal official pre- designated by the USEPA or the USCG to coordinate and direct Federal response to spills, and discharge removal efforts at the scene of a discharge. Discharge - includes, but is not limited to, any spilling, leaking, pumping, pouring, emitting, emptying or dumping of oil or hazardous substances. Coastal Waters - generally means waters which are navigable by deep draft vessels, and other waters subject to tidal influence. Inland Waters generally means waters upstream from coastal waters. 13 Minor Discharge - a discharge to the inland waters of less than 1000 gallons of oil; or a discharge to coastal waters of less than 10,000 gallons of oil. (For'Great South Bay use les s than 1000 gallons.) Medium Discharge - a discharge to the inland waters of 1,000 to 10,000 gallons of oil; or a discharge to coastal waters of 10,000 gallons to 100,000 gallons of oil. (For Great South Bay use 1,000 to 10,000 gallons.) Major Discharge - a discharge of more than 10,000 gallons of oil to the inland waters; or more than 100,000 gallons of oil to the coast al waters. (For Great South Bay use 10,000 gallons or more.) Note: The above discharge classifications were depicted from the "National Oil and Hazardous Substances Pollution Contingency Plan." The classifications are not meant to imply associated degrees of hazard to the public health or welfare, nor are they a measure of environmental damage. Any discharge that poses a substantial threat to the public health or welfare, or results in critical public concern shall be classed as a major discharge regardless of the above classi- fications. 14 IIA oil Spill Response Actions In accordance with requirements of the National Oil and Hazardous Substances Pollution Contingency Plan, five sets of actions or "Phases" should be followed as response to an oil spill in Great South Bay or in the Atlantic Ocean wtiere shore contamination is imninent. Phase I - Discovery and notification Phase II - Evaluation and initiation of action Phase III - Containment and countermeasures Phase IV - Clean-up, mitigation and disposal Phase V - Documentation and cost recovery The following describes in greater detail, each phase and what actions should be accomplished: Phase I -Discovery and Notification A discharge or potential discharge may be discovered by any number of means. When a spill is called in and/or discovered, the following information should be obtained where possible: 1. Name, title, address and telephone number of person making the initial notification. 2. Date and time of notification. 3. Type and quantity of oil spilled. 4. Quantity reaching watercourse. 5. Spiller - including address, phone number and contact. 6. Location of spill. 7. Action being taken to contain and clean-up spill, by the spiller, or other parties. 15 8- -Probable direction and time of travel of discharged oil. 9. Natural resources, including fish and wildlife and their habitat and propert y which may be affected. 10. Other relevant information such as flammability, toxicity and safety precautions. First notice of a discharge should be called into the NRC Duty Officer, Headquarters USCG, Washington, D.C., toll free telephone (800) 424-8802. The Federally designated On Scene Coordinator should also be immediately contacted, numbers for.which are in the "Notification List" located in Section III of this document. A proposed "Discovery and Notification Form" is also included in Section III of this document. Phase II - Evaluation and Initiation of Action The OSC is responsible to make a detailed assessment of the oil spill. The OSC will need pertinent facts regarding the discharge, such as potential impacts on human health and welfare and the environment. Most of the needed informa- tion is listed in Phase I. The OSC will advise and coordinate additional agency and response team efforts if the additional help is deemed necessary. The amount and types of equipment necessary should also be assessed during this phase. Aerial observation may be necessary to track the movements of the spill. Helicopter flights can be invaluable in planning strategy. The OSC may require assistance from other agencies to insure 16 - adequate surveillance over whatever actions are initiated. It is extremely important for all involved to cooperate with the OSC. 16a Phase III - Containment and Countermeasures Defensive actions should begin as soon as possible after a discharge is discovered. This phase may include actions to protect the public health and welfare such as: o Placement of physical barriers (booms,etc,) to deter spread of spill. o Analyzing water samples to determine the source and spread of the spill. o Procedure to control the source of discharge. o Measures to keep waterfowl and other wildlife away from the contaminated area. o Damage control or salvage operations. o Use of booms or barriers to protect specific installa- tions or environmentally sensitive areas. o Use of chemicals and other materials in accordance with environmentally sound judgment and regulations. The map developed for the Babylon coastal areas will be of great value in accomplishing this phase of the oil spill response. The map locates some of the more important environmentally sensitive areas in addition to access roads, navigation routes, deployment sites, boat ramps and potential spill sources such as marinas, storm drains and petroleum storage sites. It is intended that this map be a useful logistical and tactical aid for contaminant and clean-up efforts. 17 - Phase IV -Clean-up, mitigatio n and Disposal The purpose of the previous phase was to contain and control an oil spill. After that is accomplished, clean- up actions to recover the oil from the water can begin. These actions include the use of; skimmers, sorbants and other collection devices to pick up the floating oil. Skimmer boats, vacuum trucks, pump trucks, oil water separators and other auxiliary equipment are usually necessary to support this activity. Disposal of oil waste and oily contaminated waste due to the clean-up efforts should be disposed of in an environmentally acceptable and approved manner. The OSC and supporting response team will have to make the ultimate disposal decisions on a case by case basis. Phase V - Documntation and Cost Recovery The costs involved with the containment cleaning up and ultimate disposal of wastes as a result of an oil spill, can be astronomical, not to mention damage done to environ- ment and property. Documentation is necessary to provide a legal record for the possible recovery of costs from the party(s) responsible for the oil spill. The OSC and other responsible agencies, should during the course of the contaminant clean-up and disposal operations, keep logs and records describing: daily clean-up operations, 18 recording complaints, visual inspection of environmental and property damage, daily weather conditions, and any other items that may be relevant to the understanding of the pollution incident sometime in the future. Photographs showing the source and extent of pollution may be helpful. Samples of the oil should be collected for analysis to later ascertain the identification of the responsible parties and for future research and development. The samples and other information must be gathered as soon as possible after the spill, otherwise wind and current may disperse the evidence. 19 "RETYPED FRO M A COPY OF THE ORIGINAL" RESOLUTION NO. 9 OCTOBER 21, 1980 ADOPTING AMENDMENTS TO THE UNIFIED CODE OF ORDINANCES. The following resolution was offered by Councilman Canary and seconded by Councilman Maestri: WHEREAS, the Town Board of the Town of Babylon having duly called and held a Public Hearing at the Town Hall, 200 East Sunrise Highway, Lindenhurst, New York, on the 21st day of October, 1980, upon the question of amending the Unified Code of ordinances of the Town of Babylon, NOW, THEREFORE, be it RESOLVED AND.ORDAINED by the Town Board that the amendments to the Unified Code of ordinances of said Town Chapter 6, Article I, Boats, Docks and Waterways, In General, be and the same is hereby enacted as follows: REPEAL: SECTION 6-17 through 6-20. ARTICLE I. ENACT: SECTION 6-2 AMENDED, SECTION 6-17 through 6-20. ARTICLE I, as follows: Section 6-2 Definitions - add Garbage-shall mean putrescible animal and vegetable waste resulting from the handling, preparation, cooking and consumption of food, and readily combustible material such as paper, cardboard, wood, excelsior, cloth, food cans, glass food containers and bottles; also dead birds, cats, dogs, and other small animals. Rubbish-shall include ordinary household or store trash of an inflammable character such as barrels, cartons, boxes, crates, furniture, rugs, clothing, rags, mattresses, blankets, small tree trimmings, small stumps and similar garden waste; large dead animals, hay, fodder, feed, meal, or other discarded animal or vegetable matter originally intended for animal consumption; planing 19a - mill waste, shavings, sawdust, and such other materials not other- wise defined herein as may be readily consumed by incineration. Section 6-17 Dumping of Oil, Chemicals, Cesspool Waste, Garbage and Rubbish. The dumping of oil, chemicals, cesspool waste, garbage and rubbish in canals, rivers, creeks, channel systems or the Great South Bay is prohibited. Section 6-18 Discharging of Toilets in Basin, Marina, Dock and Bathing Areas. The discharging of toilets is prohibited in areas designated as basin, marina, dock and bathing areas. Section 6-20 Penalties for offense. A. Any person convicted of dumping rubbish or garbage in canals, rivers, creeks, channel systems or the Great South Bay shall be guilty of a violation and punishable as follows: 1. For a first conviction, by a fine of not less than $100.00 nor more than $250.00. 2. For a second conviction or subsequent convictions within five (5) years of a previous conviction for a like offense, by a fine of not less than $250.00 nor more than $500.00. 3. A misdemeanor for a third conviction within five (5) years of a previous conviction for a like offense and punishable by a fine of not less than $500.00 nor more than $1,000.00 or by imprisonment for not less than six (6) months nor more than one (1) year or by both such fine and imprisonment. B. Any person convicted of discharging or dumping oil, chemicals, toilets, cesspool waste in canals, rivers, creeks, channel systems or the Great South Bay shall be guilty of a violation and punishable as follows: 1. A violation for a first conviction and punishable by a fine of not less than $250.00, nor more than $500.00, or by imprisonment for not more than fifteen (15) days, or by both such fine and im- prisonment. 2. A misdemeanor for a second conviction or subsequent convictions within five (5) years of a previous conviction for a like offesne, and punishable by a fine of not less than $500.00 nor more than $1,000.00, or by imprisonment for not less than six (6) months, nor more than one (1) year, or by both such fine and imprisonment. 19b - and be it further RESOLVED, that the Town Clerk shall publish this amendment of said ordinances once in the Babylon Beacon. VOTES: 5 YEAS: 5 NAYS: 0 The resolution was thereupon declared duly adopted. DATED: TOWN OF BABYLON, NEW YORK OCTOBER 21, 1980 19C SECTION III NOTIFICATION LIST AND OTHER PERTINENT NUMBERS .National Response Center (NRC) Duty Officer Headquarters, USCG Washington, D.C. (800) 424-8802 On Scene Coordinator USCG Captain, Port of New York (212) 668-7920 or 668-7936 Fire island (516) 661-9100 On Scene Coordinator *Albany 24 Hour Oil Spill Notification (518) 457-7362 New York State Department of Transportation (516) 979-5030 Town of Babylon Department of Environmental Control (516) 957-3153 New York State Department of Environmental Conservation (518) 457-7362 (Albany) (516) 751-7900 (Local) U.S. Environmental Protection Agency 24 Hour Notification (201) 548-8730 Suffolk County Health Department (516) 231-3900 Police Department 911 Fire Department (516) 226-1212 (General Emrgency Nunher) Weather Bureau (516) 936-1212 (Recordinc (212) 399-5561 (Office) U.S. Fish and Wildlife Service (516) 271-2409 (516) 345-3300 (Alternate) New York oiled Bird Rescue (516) 922-3200 Important numbers to call immediately upon notification of an oil spill. Other numbers are for reference only. 20 - Town of Babylon Department of Environmental Control Discovery and Notification Form Date Time of Notification official A. Person(s) making initial notification Name & Title Address Tel. No. B. Location of Spill C. Type of Contaminant Spilled (i.e., oil, chemicals, etc.) D. Spiller Name Address Tel. No. E. Quantity Spilled F. Quantity'Reaching Watercourse G. Probable Direction and Travel of Contaminant H. Natural Resources and Environmentally Sensitive areas that have been/may be affected I. Action being taken to contain and clean-up spill, by spiller, or other parties. 20a - I I k J. Other relevant information (such as flammability, toxicity I and safety precautions) I - I I I I I I 1P I I I I I I I No I - 20b - I SECTION IV EQUIPMENT INVENTORY An inventory of oil spill response and support equipment available within the Town of Babylon vicinity has been developed to gain rapid access to resources during emergencies. The in- ventory contained herein is essentially an update of information contained in the Long Island Regional Planning Board's report completed in 1979. Telephone numbers and other pertinent data were added in this revision to enable quick communication with the various organizations. Large spills will more than likely require that a qualified private contractor be called in to handle the bulk of the con- tainment, clean-up and disposal operations. They are well equipped and have perhaps greater experience dealing with spills. Prior to bringing in a private contractor, funds must be authori- zed to compensate them for their participation. The U.S. Coast Guard and New York State Department of Transportation presently have authority to use "General Funds" for this activity. For smaller spills, mutual assistance from local govern- ments and agencies may be practical. Although there is no pre- sent agreements between the various governmental groups, most appear to be willing to assist others if needed., A reprint of "Response Times for Oil Spill Contractors in the Fire Island Inlet Ar ea," is included as Table IV I in the back of this section for general information. 21 Inventory of Equipment Owned by Federal, State and Local Agencies Which May be Available for Initial Oil Spill Response Town of,Oyst er Bay (Division of Environmental Control) (516) 921-7347 Boats 1 - 30 Columbia Patrol Boat 2 -20 Boston Whalers 2 - 17 Boston Whalers 1 - 20' Garvey 2 - 35 LRC 5 Amphibious Landing Craf t 1 - 12' Dinghy Vehicles 2 Vans 1 Plymouth Wagon Equipment 1 - 1/2" Fire Salvage Pump 1 - 1/4' Wash Down Pump 1 - 500 GPM Fire and Salvage Pump 1 - Oil Spill Containment Boom 22 Town of Islip (Department of Environmental Control) (516) 224-5640 Boats 1 - 36' Lightnew Bt., Scow (1974) 1 - 551 LCM (1945) 1 - 20' Wellcraft Runabout (1974) 1 - LCVP with engine 1 - 281 Chris Craft (1973) 1 - 241 North American (1973) 1 - 361 Navy Vessel 1 - 26' Sembler (1975) 1 - 171 Mako (1978) Materials Limited amounts of sorbents may be on hand. Town of Huntington (Department of Environmental Protection) (516) 351-3255 Boats 1 - 26' Work Boat with VHF Radio 2 - 231 Patrol Boats with VHF Radios 1 - 12' Skif Vehicles 1 - 4 Wheel Drive GMC Pick-Up 1 - 6 Wheel Drive Truck and Trailer Materials 3001 - Absorbent Sweeps 500 - Absorbent Pads 50 - Absorbent Collars' - 23 - Town of Hempstead (Department of Conservation and Waterways) (516) 431-9200 2 - Tugs 2 - Barges 1 - 301 Work Boat with hydraulic hoist - 151 boom (3 ton capacity) also contains a 2" salvage and fire pump. 1 - 401 Twin Screw Tug Boat (Sea going) with 2" fire pump. 1 - 381 Shallow Draft Work Boat contains a double drum hydraulic winch with 15' boom (4 ton capacity). Also has a 3" salvage and fire pump. 1 - 321 Flat Barge, used for transporting heavy equipment and materials. 1 - 30' Laboratory Boat, shallow draft, used for sampling purposes, could be utilized for rescue transportation. 1 - 16' Whaler, utilized for transportation purposes. 1 - 201 Utility Garvey (flat bottom). 4 - Patrol Boats Vehicles 1 - Van Boom 1 - 3500 lb. Trailer containing 10001 of MP oil containment boom Equipment and Supplies (Contained on Trailer) 4 - 500 Watt Floodlights 3001 Electrical extension cords 24 - Town of Hempstead (Continued) 2 - Chain Saws 1 - Portable Electric 200 amp. Welder 2 - Acetylene Cutting Torches 2 -3500 Watt Portable Generators 1 -3" 400 GPM Pump Mobile Portable Radio Equipment Sorbents 20 Cases of Conweb Sorbent Pads. Town of Brookhaven (Department of Environmental Control) (516) 654-7914 Boats 1 - 32' Uniflite 2 - 20' Sealarks 2 - 19' Garveys 1 - 19' Shamrock Town of Babylon See Equipment List on Page 95. 25 - Fire Island National Seashore (516) 289-4810 Boats 1 - 22 Outrage - Outboard 1 - 23 Skimmer - Inboard Tunnel 1 - 24 K.C. Patrick - Inboard Tunnel 1 - 21 ' Revenge - Outboard 1- 19 Revenge - Outboard 5- 17 Whalers - Outboard 1- 21 Steiger - Outboard 1- 30 FINS II - Inboard Diesel 1- 32' FINS III - Inboard Diesel 1- 27 FINS IV - Inboard Diesel Vehicles 3 - 4 x 4 Cherokee Jeeps 3 - Chevy Suburbans 1 Dodge Rack Truck 1- Dodge Club Cab 1- Dodge Pick-Up 1- Chevy Pick-Up 1- Jeep Pick-Up 26 Long Island State Parks & Recreation Commission (516) 669-1000 Boats 2 - 181 Boston Whalers 1 - Work Barge with crane 1 - 271 Utility Boat 1 - 211 Fiberglass Runabout Note: Boats are located at Jones Beach area. Suffolk County Police Department (516) 286-5000 Boats 3 - 37' Egg Harbors 1 - 31' Chris Craft 4 - 30' Columbias 2 - 201 Shamrocks 1 - 19" Revenge 3 - 161 Boston Whalers 1 - 151 Airgator 3 - 201 Challengers Note: The Suffolk County Police Department has pointed out that some of these boats are not available on the south shore. 27 UNITED STATES COAST GUARD CG Station Rockaway (212) 6 34 -284 8 10001 containment boom 2 bales sorbent pads 250' sorbent boom 2--41' boats with radar 1--44' boat with radar 1-221 boat (stored in shed Nov-Feb) CG Station Short Beach (516) 785-2988 250' absorbent boom 2 bales sorbent pads 1--41' boat with radar 1-441 boat with radar 1-211 boat (stored in shed Nov-Feb) CG Station Fire Island (516) 661-9100 250' sorbent boom 2 bales sorbent pads 1--44' boat with radar 1--46' buoy boat with radar 1-411 boat with radar 1--21' boat (no winter use) 1--20' boat (no winter use) CG Captain of the Port/Group New York (212) 668- 7920 or (212) 668-7936 300' containment bood 20 bales sorbent pads 2001 sorbent boom 5--32' boats without radar 2-411 boats with radar 28 Inventory of Oil Spill Contractors and Equipment Name and Address.of Contractor Telephone Marine Pollution Control, Inc. Bus.Hrs.(516)928-6222 460 Terryville Road 24 Hr.# (516)473-9132 Port Jefferson Station,L.I.,N.Y. 11776 (516)928-0835 AAA Oil Pollution Specialists, Inc. 40-10 Crescent Street Long Island City, N.Y. 11101 (212)729-2122 Peabody Clean Industry, Inc. (Coastal Services, Inc.) 43-09 Vernon Blvd. Long Island City, N.Y. 11101 (212)729-2121 Duane Marine Corporation Box 435 Great Kills Staten Island, N.Y. 10308 (212)984-5566 Clean Venture P. 0. Box 418 Linden, New Jersey 07036 (201)225-4130 29 - Equipment Marine Pollution Controlr Inc. Boom 3,000 ft Jayton Harbor Boom 6" X 1211 1,500 ft Uniroyal Sealdboom 6" X 12%1 Skimmers 2 - Parker* Weir type 2 - slurp weir type Boats 1 - Salvage Barge 1 - 10,000 gal. Vacuum Barge 1- 65 ft Utility Boat 1- 60 ft Crew Boat 1- 40 ft Crew Boat 2- 56 ft LCM-6 2- 50 ft LCM 2- 24 ft Work Boat 2- 18 ft outboard Work Boat 2- 12 ft Aluminum Work Boat 1 Boston Whaler with 50 h.p. motor 1 Debris Boat (Boatadozer) Oil/Water Separation Equipment 3 - 2, 500 gal. vacuum trucks 1 - 1,100 gal. skid mounted vacuum unit 30 Marine Pollution Control, Inc. (Cont'd) miscellaneous Equipment 2 Backhoes 5 Front end loaders 1 Bulldozer Numerous other applicable materials and equipment such as; sorbents, trucks, trailers, generators, floodlights, com- pressors, pumps, etc. 31 AAA Oil Pollution Specialists, Inc. Boom 20,000 ft Uniroyall Sealdboom 611 X 12" 12,000 ft American Marine Optimax 6" X 18" 8,000 ft Containment Systems 6" X 18" harbor Skimmer 6 - Acme weir skimmers 4 - Acme FS-40 electric type Boats 1 - 30 ft Work Boat 15- small work boats with outboard motors 1 - 21 ft Maco Oil/Water Separation Equipment 4 - 3,000-5,000 gal. vacuum trucks 2 - 4,400 gal. tank trucks 3 - 3,000 gal. tank trucks Miscellandous Equipment 2 high pressure washing units Numerous other applicable materials and equipment such as; sorbents, trucks, trailers, 10 K.W. generator with search lights, pumps, etc. 32 Peabody Clean Industry, Inc. (Coastal Services, Inc. - Long Island City Branch) Boom 2,000 ft Marine Pollution 6" X 12" 1,000 ft Marine Pollution 12"X 24" Skimmers 3 - Floatation skimmers Boats 1 - 14 ft aluminum boat and motors Miscellaneous Equipment 6 - Transfer and wash pumps Numerous other applicable materials and equipment such as; sorbents, dispersants, and from satellite locations; additional boats, trailers, skimmers, oil separators, generators, etc. 33 Duane Marine Corporation Boom 5,000 ft Cascade Harbor 1 6" X 12' 5,000 ft Slickbar Harbor 61' X 1211 Skimmers 4 - Manta Ray skimmer heads 6 - Slurp skimmers Boats 14 - 24 ft outboard work boats Oil/Water Separation Equipment 2 - 2,500 gal. vacuum truck 2 - 2,700 gal. vacuum truck 1 - 20 cu. yd. vacuum induction truck Miscellaneous Equipment Numerous other applicable materials and equipment such as; sorbents, trucks, construction equipment, generators, com- pressors, pumps, etc. 34 Clean Venture Boom, 3,000 ft Colloid boom 12" X 2411 7,000 ft Parker Systems, Inc. 6" X 12's 1,000 ft Colloid flat pack 611 X 1211 2,000 ft Goodyear Hi Sea Barrier 12" X 24" Skimmers 3 - Oela "Swiss" skimmers 2 - Slurp 2 - Duck-Bill (Manta Ray) 1 - Bennent MK VI E self-propelled Boats 1 - 42 ft Harbor Tug 2 - 30 ft Steel work boats 4 - 22 ft work boats 20 -19 ft outboard work boats 5 - 12-16 ft outboard workboats Oil/Water Separation Equipment 8 - 2,500-5,00.0 gal vacuum trucks 2 - 500 gal. skid mounted vacuum units 1 - 1,000 gal. skid mounted vacuum units 6 - 5,000-6,000 tank trucks 35 Response Times for Oil Spill Contractors In the Fire Island Inlet Distance MobIza loom Deplsy- Boat Deploy- Contractor to Inlet tion Time Time Time ment Time Total Response T Clean Harbors 44 mi I.S firs I hr Compactible--l fir .25 firs 3.75 to 4.75 firs (Verr&220 bridge) StandSTd--2 firs Clean Harbors S2 Ini I.S firs 1.3 firs Compectible--l hr .2S HTS 4 to S firs (upper Arthur Kill) Stendard-4 firs Clean Harbors S9 mi I.S firs I.S lira Coppactible--l fir .2S firs 4.2S to S.25 firs (Perth Amboy) Standard--2 firs Clean Wntlfft SS mi 1.5 firs 1.3 firs StandgTd--2'brs .25 hTS S hTS (Linden) Coastal Services 52 mi I.S hrs 1.3 firs Standard--2 firs .2S hTS 5 lira (E I I zshet h) Marine Pollutibn 29 wl I.S hTS .75 hr Standard-0q4 firs .25 firs 4.5 firs Lontrol 6qVort Jefferson) Duane Marint S9 of 1.5 hrs 1.5 firs Standard-4q4 firs .2S bra 5.2S firs (Perth Amboy) AAA Pollution 43 of I.S firs 1.1 firs Standard--2 hrs 2S firs 5 hrs (Long Island City) lincludes .5 hrs for notification and I hr to get etjipment on the road 2Average speed of 40 mph 3Time required to unpack. assemble, and launch 1.000 ft of boom Reprinted from LIR2qPB Fire Island Inlet Plan TABLE IV- I SECTION V OIL SPILL CONTROL EQUIPMENT V.1 This section describes the basic types of oil spill equipment. A "Product Index of Commercially Available Equipment" is included as a separate volume (Appendix II), due to its voluminous nature. The purpose of this section is to give the reader a general overview of equipment generally recognized for use during oil spills. Applicable publications and manufacturers should be consulted for more detailed information. V.2 Booms The initial action at the site of an oil spill is to contain the oil for subsequent clean-up. Containment is most often accomplished with booms. Booms are floating barriers or fences that can limit and contain the travel of floating sub- stances such as oil. There are many types, sizes and kinds of booms and are classified from lightweight general purpose booms to heavy duty offshore booms. Lightweight booms are more common as they are easier to handle and have more applications. They are small, compact and easily stored. They are limited in use to inland, calm waters with little current. 37 Heavy duty booms are cumbersome to handle and require special equipment, such as a powered storage reel for deploy- ment. They are designed for offshore use in choppy waters with large currents and high winds., Of course, these booms have limitations when conditions are severe. Booms can be specified by wave height and current or wind speed. The materials and details of construction vary greatly among manufacturers. One should be aware that "stability" of a boom is important in high current, wave and wind conditions, as some booms regardless of type, tend to flop over or lie down in these situations allowing oil to escape. A Table listing of Bz)om Capabilities for certain proprietary booms is listed in the back part of this section for general information (Table V- 1) V.3 Skimmers- A skimmer is a device which collects oil from the surface of the water. There are many types of skimmers commercially avail- able today, and work on the basis of various principles, each with limitations and varying degrees of effectiveness. Many authorities in the oil clean-up business claim that under the majority of conditions, most commercially available skimmers are ineffective. The limits of usefulness of skimmers are critically dependent on wave heights, wind conditions, oil slick thickness and type of oil spilled. 38 The basic types of commercial skimmers are: o floating suction head skimmers o weir skimmers o adsorption skimmers o boat skimmers (which use the above basic principles). A Table listing of Skimmer Capabilities for certain proprietary skimmers is listed in the back part of this section for general information (Table V-2). VA Sorbents Oil sorbents are materials which have an affinity to attract oil particles and not water or other substances. Sorbents will, in effect, soak up oil. The use of sorbents for large spills is impractical and expensive. The major usefulness of sorbents is for "polishing" or picking up the final sheen, and for areas where other clean-up methods are impractical. The basic sorbent materials are; mineral, natura 1 organic and synthetic organic. Sorbents come in a wide variety of configurations and shapes such as; pads, pillows, booms, rugst mesh, strips, etc. V.5 Chemicals and Dispersants Chemical agents for oil spill control are those elements, compounds or mixtures that dissolve, emulsify, neutralize, precipitate, reduce, solubilize, oxidize, concentrate, congeal, entrap, fix, gel, make the pollutant mass more rigid or 39 viscous, or otherwise facilitate the mitigation of deletorious effects or removal of the oil from the water. A decision to use chemicals should not be made until all other conventional methods of oil recovery are deemed in- effective. The use of chemical agents is closely regulated by the environmental agencies and can only be initiated in situations where it is deemed the most effective and least environmentally hazardous alternative. The authority to decide on the use of chemical agents has been given to the federally designated On Scene Coordinator and response team. Chemicals can be applied using spray arms mounted to a marine vessel, or by aircraft in a crop-dusting fashion, or by manual application for very small spills or confined areas. Application of such chemicals can be extremely effective in preventing a slick from contaminating beaches, harbors, or land areas. Prudent judgment and proper authority must be exercised prior to using chemicals for oil spill control. V.6 Boats Marine vessels are a major ingredient effecting the successfulness of containment and clean-up of an oil spill. Boats are generally necessary to deploy booms, skimmers, sorbents and other spill control equipment. The size and horsepower of a boat should be matched to the type and quantity of equipment used and the conditions 40 - under which it will have to operate. For offshore spills, medium to large size boats or a tug with several thousand horsepower would be necessary. Inland spills may only re- quire 14 ft. boats with twenty horsepower outboard motors and shallow drafts. V.7 Trucks and Oil Water Separators Collection of oil on the surface of water during an oil spill is, as previously mentioned, accomplished by some type of skimming method.. It is virtually impossible to preclude water from entering the skimming device. Subsequently, the oil water mixture is directed to a storage container, such as a tank on a truck. Separation of oil and water takes place within the container given sufficient time. The excess water can then be "decanted" and will allow additional oil storage in the container. This process in effect acts as a rather crude type oil separator, and is used to collect, contain and concentrate the oil picked 'up. The effluent from the decant operation can be expected to have som traces of oil, but in the absence of any better methods, it is usually necessary to accept this type of operation. Tank trucks and vacuum container trucks will most likely become the primary recovery vehicles during oil spill control operations. Dump trucks are used for transporting debris and other waste material from the spill site to the disposal area. 41 V.8 Auxiliary and Construction Equipment Heavy equipment is generally necessary to carry out oil spill containment, clean-up and disposal operations. Equip- ment such as a crane for launching skimmers and boats, road graders, bulldozers, backhoes, and loaders are used for cleaning beaches. Special beach cleaners are available specifically for this purpose. Other construction equipment might include mulchers for spreading sorbents, four-wheel drive vehicles for hauling men and equipment to the clean-up site, and well drilling equip- ment for well point systems to contain subsurface contamination. An assortment of other miscellaneous equipment would include: hand tools, shovels, rakes, baskets, two-way radios, portable pumps, generators and flood lights, steam cleaning equipment, and other essential items. V.9 Oil Spill Response Inventory A sample of a typically well-equipped oil spill response center and approximate costs is as follows: Quantity Description Unit Cost Approx.Total Cost 1000 ft. Boom (lightweight) $15/ft. $ 15,000 1000 ft. Boom(medium weight) $30/ft. $ 30,000 1000 ft. Boom(heavy duty offshore) $90/ft. $ 90,000 2 16 ft. flat bottom boats and motors $2,500 $ 5,000 1 25 ft. boat and motor $10,000 $ 10,000 Ir 1 40 ft. open bow boat $75,000 $ 75,000 2 4 wheel drive equipment trucks $15,000 $ 30,000 42 - Quantity Description Unit Cost Approx.Total Cost 2 Vacuum trucks $150,000 $ 300,000 5 Pumps with hoses $ 3,500 $ 17,500 2 Skimmers $ 21500 $ 5,000 - Stock of various sorbents $ 50,000 Other miscellaneous equipment including 4nchors, buoys,hand tools, etc. $ 20,000 Note: The foregoing information is intended only to show the .general magnitude of prices for various items. Manu- facturers should be consulted for exact quotes. Some manufacturers can supply packaged oil spill response centers. One in particular can supply a mobile package con- sisting of a trailer with 1000 ft. of boom, buoys, anchors, pump, skimmer, hose, sorbents, portable pool, 14 ft. boat with motor, and other accessory equipment, for a price less than $50,000. V. 10 Town of Babylon Oil Spill Response Inventory An inventory of equipment that the Town of Babylon presently owns and can be used for oil spill containment can clean-up is listed in "Section IV, Equipment Inventory." To enchance the Town's oil spill response capabilities, it is recommended that the Town obtain additional equipment. The following listing of oil spill response equipment should be 43 considered as a minimum for the Town to add to its equipment inventory: Est. Cost 1000 ft Boom (light weight) $15,000 Pontoon Boat 2,500 Assorted sorbents and sorbent booms 7,500 $25,000 The above mentioned boat should be shallow draft, be easily transportable, have a large stable workdeck, be self propelled and be towable, and have space to store oil spill equipment. 43a goo Capabilities Max. Max. Sha8ql Wave -Current Net soon Boom Type Freeboard Draft Height Speed Stability Us Metropolitan Curtain 6 in 12 in 1-3 ft I it 14 oderate Goo Petroleum Metropolitan Curtain 12 in 24 In 5 ft I it Moderate List Petroleum Uniroyal Fence 6 In 12 in 1-2 ft I it Poor Poo Sealdboom Coastal Fence 6 in 12 in 1-3 ft I it Poor Poo Coastal Fence 12 in 24 in 1-3 ft I it Poor Poo O.F. Goodrich Fence 12 in 24 in 3-5 ft I it Gooj Poo Acme Curtain 6 in 12 in 1-3 ft I it Moderate Goo Cascade 6 in 14 In 1-3 ft I it Slqickbar'MK-6 Fence 6 in 12 In 1-3 ft Vut Moderate Poo American Curtain 7 In 12 in 1-3 ft I.S it Good Goo Marine Optimax Kepner Curtain a in 12 In 1-3 ft I it Moderate Goo Supercompactible Sea Curtain Kepner Curtain 12 In Is in 4 ft I it Moderate List Supercompactible Sea Curtain Reprinted from LIRPB Fire Island Inlet Plan TABLE V-1 Skimmer Capabilities Portable or max. Pal vessel Effectiveness vs. Oil Type wave Skiminj W Skimmer mounted Light medium Heavy Solid Height Speeds" 4Ik J11F 3003 V.N. High Moderate Low tow 2-3 ft- 0-3 kts 4q6 to High JBF 3001 V.N. High Moderate Low Low 2-3 ft 0-3 kts 4 to High lennent Nk IV V.N. High Moderate Low LOW 2-3 ft 1-2 kts 6 Otis "Swiss" p Moderate Moderate Low Mot 610 NA .41 to High Effective Slurp P Low Moderate Moderate Not I ft NA Effective Oil Haws - p Low Moderate Moderate Not 6" KA 6 to High effective oil Hop P High High *Law to Not 601 NA 8q6 Moderate Effective Monte Ray P Low Moderate 1AW Not 611 KA 6 Effective Acme P Low Moderate Low Not 601 KA Effective Coastal large V.M. Moderate Moderate tow Not I ft 1-2 kts 3 Skimmer Effective *Effectiveness improved with preheater. "For vessel mounted types only. Reprinted from LIRPB Fire Island Inlet Plan TABLE V - 2 SECTION VI OIL SPILL CONTROL TECHNIQUES VI.1 Protection and restoration of a shoreline from an oil spill should be initiated immediately upon the spill's detection. Rapid and effective response is necessary to limit the spread of oil and to reduce or eliminate damage to the environment. This section will describe in general terms, various techniques for the containmentl clean-up and disposal of an oil spill. VI.2 Booming Techniques There are essentially three classifications of boom deployment. They.are: � Containment Booming � Diversion Booming o Exclusion Booming An additional type of booming that,is classified within the above three is Sorbent Booming. These booming techniques will be discussed further. VI.3 Containment Booming This type of booming is used on open water to surround an approaching oil slick and contain it within the boundaries of the boom. Figure VI-1 illustrates the basic concept of this technique. 46 WIND DIRECTION OR CURRENT 0 NYLON LINE PUMP STORAGE SAG Boom X. . . . . . . . . . . . SKIMMER FIGURE-21-1 CONTAINMENT BOOMING ALLEN IB GRANT,.PC. CONSULTING ENGINEERS/ SURVEYORS 47 HUNTINGTON NEW YORK Oil on water forms a slick and spreads into shapes dictated by surface currents, winds, and phys ical bound- aries. In the absence of physic al boundaries, a circular, elliptical, or triangular slick will be formed. A cir- cular slick is formed when there are no significant surface currents or winds. An elliptical shape is formed by moderate surface currents and winds. High winds and strong currents wIll create a more triahgular-shaped slick. The triangle will widen (spread) as the slick moves away from its Source. Wave-action, generally cause d by wind, will idly distort these shapes, eventually forming streamers rapi of oil.. Therefore, it is important to try to contain an oil spill before it becomes too wide for effective con- tainment and it breakW'into streamers. A spill that is fully contained by booms is best cleaned by a skimmer (preferably self-propelled) placed inside the boomed area as the oil will tend to concentrate against the boom. The skimmer should move to this area and con- tinually position itself to skim the thickest area, as shown in Figure VI-1. When skimming becomes inefficient - after most of the spill has been removed or for small spills (less than 1 barrel) - sorbent pads or sorbent rolls may be used. Loose sorbent materials, however, should be avoided where possible. Sorbents should be used only with contained spills. This type of booming is also known as "sweep" booming. 48 VIA Diversion Booming Diversion booming is useful for diverting oil from jhe mainstream current to environmentally acceptable shorelines where it can be more readily cleaned up. This type of booming should be used where the water current in an area is greater than one knot or if the area to be protected is so large that the available boom would not be sufficient to contain oil or protect the environmentally sensitive shorelines. Diversion,booming is therefore use- ful to divert oil from sensitive areas to iot her shoreline locations that are less sensitive and more easily cleaned up. Diversion booms should be deployed at an angle from the shoreline closest to the leading edge of the approach- ing oil slick to deflect oil toward shore, where pick-up of pooled oil is more effective. (See Figure VI-2) When the boom is at right angles to the currentl sur- face flow of water and oil is stopped. At current speeds greater than about one knot, vortexes (whirlpools) and entrainment (oil droplets shearing off from the underside of the oil layer) wil 1 drag the oil down beneath the skirt, rendering the boom ineffective. If the boom is placed at an angle to the current, surface flow is reduced and diverted, permitting the oil and water to move downstream 49 ANCHOR POINT oo..4. COLLECTIOIN POINT 01c -.o.*.* - 'oo S L I C K I o. *o* *1 ;.*o*. DIRECTION OF OIL MOVEMENT FIGURE ZE-2 DIVERSION BOOMING ALONG SHORELINE ALLEN ik 6RANT, PC. CONSULTING ENGINEERS /SURVEYORS 50 HUNTINGTON NEW VORK 1 the om into the coillec i-on area and/or against the shore. The reduction in current speed perpendicular to the boom is related to the decrease in the angle of the boom relative to the direction of cur rent flow. (See Figure VI-2) The optimum angle of boom deployment is dependent on the current speed and the length and type of boom used. To avoid boom failure in strong currents the angle must be smaller tl@an in weak currents. The same relation is true with regard to boom length. The optimum deployment angle decreases as boom length increases. The various types of booms available have varying degrees of stability under increasing current conditions. The more stable the boom, the larger the optimum deployment angle for a given current speed. VI-5 Exclusion Booming Exclusion booming is used to isolate and protect the more environmentally sensitive and other areas of concern from impending damage due to an oil slick. (See Figure VI-3) Exclusion booming involves deploying the boom in a static mode, i.e., placing or anchoring the boom between two or more stationary points. This method is used primarily to prevent or exclude oil from entering harbors and marinas, breakwater entrances, lagoons, and inlets. Many of these entrances or channels have tidal currents exceeding one knot 51 . ............. ...... .......... OIL SLI WIND [@@DIREOTIOINI .......... x ANCHORS PRIMARY Boom Vo Wl. V I RONMEN TALLY AREAS SECONDARY SORBENT BOOM FIGURE'Z-3 EXCLUSION BOOMING SENSITIVE AREAS lk SECONDARY SORSENT BOOMING TECHNIQUE ALLEN S GRANT, P.C. -52- CONSULTING ENGINEERS/ SURVEYORS HUNTINGTON NLW YORK or surf breaking in the opening. Under these conditions, booms should be placed landward from the entrance in quies- cent areas of the channel, harbor or inlet. Exclusion booms should also be deployed at an angle to a shoreline when possible (preferably in the direc tion of the wind) to guide oil to an area where vacuum trucks or skimming equip- ment can recover the oil.@ In many cases, the deployment of a secondar@ boom behind the prima�y boom is desirable to contain oil that may spill under the primary boom. Exclu- sion booming of harbors or inlets may require that a small work boat be stationed at the upstream end of the boom to open the boom for-boat traffic entering or leaving the harbor. Figure VI-1 shows a typical application of exclusion booming for a sensitive area. VI.6 Sorbent Booming Sorbent booms are deployed much in.the same manner as the other booming techniques except on a smaller scale. They are limited in use to very small quantities of oil and on the forces from winds and currents. They are used primarily on quiet waters with minor oil contamination. These booms can be used as a back-up for standard boom- ing operations. The sorbent booms are deployed several feet behind (downstream of) the primary booms to trap any oil splashing over or escaping under the containment boom. They 53 can also be deployed behind skimmers to catch any oil that evades the skimmer. Permeable sorbent barriers (filter fences) construc- ted on site have been suggested and are made of wire screen or mesh and sorbents. This can be used to contain or ex- clude oil from interior areas. Permeable barriers offer the advantages of non-interference with flow, conformance with bottom configuration, and response to tidal variation. Because of flow reverses in tidal areas, double barriers are required. The practicality of these.@arriers have been questioned and further experience may be necessary to prove their effectiveness. VI.7 Clean-Up Techniques There are. numerous techniques available to clean-up a shoreline when contaminated by oil. The technique(s) chosen will be dependent on the amount of contamination, accessibility to the site, the type of equipment available, and how this equipment may effect the environment during its use. Some of the general aspects pertaining to types of equipment and their applicability to clean-up operations will be further discussed. 54 There are essentially three ways clean-up of a shoreline can be accomplished. They are: Natural Recovery Substrate Mixing Physical Removal "Natural Recovery" can be used on oil contaminated high energy beaches where wave action will remove mo st of the oil in 'a relatively short per''iod of time. This method, although not totally desirable, may become a necessity for shorelines with no acces's or where clean-up operations would be environmentally hazardous and where weather con- ditions would prevent any other type of clean-up efforts. Usually, only minor spills, light contamination and rela- tively environmentally insensitive areas are conducive to this method. The spilled oil that is washed away would hopefully volatilize and degrade natura@ly over a period of time. Periodic visits to the contaminated area would be necessary to insure that natural processes are effective. "Substrate Mixing" is a technique where the oi 1 on the shoreline is not removed, but buried into the top layer of sediments and left to degrade naturally. Biodegradable additives to accelerate this natural degradation are avail- able and should be confirmed environmentally safe prior to their use. This technique is very fast, efficient and can be used on non-recreational shorelines which are lightly contaminated. The method requires the use of a tracked loader or tractor towing a discer, similar to that used for tilling agricultural fields. 55 "Physical Removal" is perhaps the most costly method of oil spill clean-up,.but apparently necessary when envir- onmental and recreational areas are contaminated. The physical removal is usually accomplished with heavy construc- tion equipment and,much manpower. Construction equipment such as front end loaders, bulldozers, graders, etc., are used to scrape off the top layer of oil contaminated shore- line, and io transfer the oil/substrate mixture to an unloading area for further processing. The contaminated mix- ture can then be either trucked away to an approved disposal site, or may be treated on-site if the type of oil is conducive to simple gravity separation. The on-site treat- ment can cons,ist.of a simply constructed basin such as a lined.trench, pond, or portable pool filled with water. The mixture of oil contaminated substrate is dumped into the basin and agitated to release the oil clinging to the substrate particles. The oil can then be skimmed from the top of the basin and disposed of. Care must be taken during the agitation pro cess so that oil is not emulsified. When the basin is full of substrate, the relatively clean material can be removed and spread over a recuperation area where natural degradation can reduce the last remnants of the contamination. 56 Other supplemental techniques for clean-up include such things as; high and low pressure flushing, steam cleaning and sand blasting, for removing-oil coatings and residues from man made structures, boulders and rocks. Pressure flushing is also useful, when applicable, for beach clean-up. Manual clean-up*by means of rakes, shovels, hand scrapers a@d collection bags, budkets and barrels are neces- sary to supplement-most any clean-up efforts. Manual use of sorbents are not recommended for the initial phases of oil spill clean-ups, but for "polishing" later on. They can be used to remove small pools of light, non-sticky oils from mud, boulders, rock and man made structures. Sorbents can also be used to remove thin films or iridescence occur- ring during the final clean-up phases. VI.8 Disposal I Disposal of waste oil and oil contaminated debris has become an ever increasing problem. Presently these con- taminants are treated on a case by case basis at the judgment of the designated On Scene Coordinator. There have been a number of "hazardous waste" con- tractors springing up lately, most claiming capabilities to store, process and sell recycled oils including oil/water mixtures from a spill. Providing these 57 contractors survive environmental restraints and scrutiny, they may offer a reasonable disposal means for the oil portion of the waste. Oil contaminated sand and debris, including spent sor- bents, were previously disposed of in lined landfills. This disposal method is presently in doubt and other means are necessary. The future New York State hazardous waste facility may offer some solutions, but is still far off. Perhaps at this point in time the only means of disposal are to; treat contaminated sand and debris on-site in temporary basins, dispose of burnable debris at an inciner- ator or resource recovery operation, and use governmental (state) approved private firms to remove and re-process oil/ water mixtures. Wastes that are not conducive to treatment by any of the foregoing means would have to be trucked to a N. Y. State approved disposal area, possibly out of state. VI.9 Clean-Up of Birds In the event that waterfowl become oiled, it will be necessary to contact the U.S. Fish and Wildlife Service for technical assistance. When a bird comes into contact with oil there are a number of possible adverse effects. A bird's feathers# if matted with oil, can impair their thermal insulating character- istics and cause chilling. Ingestion of some oils may produce 58 toxic effects on the bird's body functions as well as other side effects. Oiled birds, when captured, can be treated at the site or at a rehabilitation center if necessary. When captured, the bird's mouth and nostrils should be swabbed clean and should be checked for signs of oil toxicity. Birds are cleaned either in detergent or light mineral oil followed b y detergent. Feathers must be thoroughly cleaned and rinsed to be waterproof. Any residue of oil or detergent which remains on feathers after cleaning,!will retard water- proofing. Cleaning of birds is a very delicate operation that requires the guidance of an expert in the field. It is recommended that people with the proper experience and qualifications be called in if birds are affected by an oil spill. Oiled Birds Designated Group Coast Watch, N.Y. Oiled Bird Rescue 134 Cove Road Oyster Bay, N.Y. 11771 Tel: (516) 922-3200 59 SECTION VII OIL SPILL RESPONSE SCENARIOS VII.1* Introduction The effective implementation of Babylon's oil spill control and @ontainment plan for any oil spill is dependent upon a number of highly variable parameters. The-se para-, meters 'include location of spill, oil type and quantity, prevailing surface winds, temperature, currents, tide conditionsj,.water depth, wave action and available Federal, State and Town resources, Different values for the parameters listed above will produce different assessments of the spill control measures necessary. A fundamental aspect of oil spill control involves the estimation of the rate of slick growth and the direction and rate of slick movement since spill control usually depends on containment as the initial response. Critical factors in slick movement is surface wind velocity and surface current. Important factors in slick expansion are oil type and water/air and oil temperature. While broad generalizations can be made relative to these factors,, quantitative and specific response to any one of an infinite number of possible situations can be difficult to determine. Specific cases (scenarios) have been 60 selected to be evaluated and should be viewed as examples of typical responses to an oil spill using the tools provided here. In this section we begin with the review and summary -of the hydrographic and meteorological data pertinent for the prediction of slick movements. Within this section will be a general discussion of how oil slicks move under various en- vironmental and physical conditions. Following thisr a spill matrix has been developed which predicts the trajectory of a slick given wind and other pertinent information. VII.2 Hydrographic Data The study area is in the western-most part of Great South Bay. Great South Bay is characterized by its open water as opposed to the highly channelized South Shore Bays of Nassau County. Immediately adjacent to western Great South Bay (the study area) is South Oyster Bay and on the eastern end of the study area are the adjacent waters of Great South Bay, Fire Island Inlet offers a direct connection between the Bay and the Atlantic Ocean. In addition to the Bay and the Inlet, the study area includes the barrier beach that separates the Bay from the Atlantic Ocean. To estimate the movement of oil one must necessarily consider the hydrodynamics of all bodies of water affecting the study area. Therefore, the hydrodynamic and meteorology of the study area and the adjacent land/water masses is discussed herein. 61 1. Tide and Tidal Currents in the Babylon Study Area Tide gauges have been installed and maintained by different agencies over varying periods of time. Table VII-1, lists tide gauge locations and periods of'operation in the vicinity of Babylon. Gauges are located as shown on Figure VII-1. Charts are available for determining hourly water levels. Vertical elevation control has been established at all gauges b@ means of level runs between geodetic bench marks. All data, therefore, are relative to the geodetic mean sea level established in 1929. Tidal circulation in Great South'Bay is regulated by the ocean tide entering at Moriches Inlet, Fire Island Inlet, and Jones Inlet. The progressive tide wave initially enters Moriches Inlet. Twenty minutes later the wave enters Fire Island Inlet with another twenty minutes delay before entering Jones Inlet. After entering the'shallow bays, friction and land masses modify the progressive wave changing its speed and amplitude. The impacts to the study area from Jones and Moriches Inlets are small compared to the impact from Fire Island Inlet. This is true on the west because the flow into this study area from the western Bay via Jones Inlet is severely restricted because of many marsh islands that restrict flow and the shallow depth of the water in this area (typically less than 3 feet), as compared to the depth in the study area of 4-6 feet. Similarily, the impact 62 Table VII-1 Selected Tide Stations in Babylon Vicinity of South Shore Bays Corps of Engineers Period of Record Oak Beach 1933 Present Timber Point 12/72 12/73 NOAA, National Ocean Survey Bay Shore 1975 Present Town of Hempstead Seamans Neck Park 1/74 Present Long Creek Marina 1/74 Present Nick's Marina 1/73 Present Point Lookout 1/73 Present Suffolk County Department of Public Works West Sayville 1965 Present 63 AlICK6 MA A'IAIA ( -r 0,F 0 WA.1 HeM,05 TeA 0) A5AJ5YL.0AJ SEANJAM5 rlmeeR po w r /-OA./4, CV'C451< A,46CK PARK CACE) ( rOWAI 0197 WES r SA Y VIL L E jq.-A-lPr,7EAD) <7 4ool<-ou r WE JLI&FISDICTIO" OAK A5eAcA4 OF W4E 76tA/A/ (A RA4 @- COXR-5.) SC444C 1Al-Afll-X5 FIGURE VII-1 SELECTED TIDE GAUGE LOCATIONS IN VICINITY OF BABYLON franMoriches Inlet is severely restricted by land masses and is distant from the study area and therefore has little im- pact on water movement. The main channel of Fire Island Inlet is poorly ,defined because it shifts with time, however, the greatest tidal exchange (and maximum currents) flow here. Current velocities at ebb and flood tides as high as 3 knots occur in this region. The predicted tide curve in Fi re Island Inlet is that of the ocean tide as it enters the inlet. The measured curve for Smith Point represents the same ocean tide that has entered and tra'versed Moriches Bay to Smith Point. The tidal amplitude is smaller than the,ocean tide. Additionally,, the times of high tides and low tides occur at a later time than at the entrance. The tide curve for Sayville respresents the pro- gressive wave that entered at Fire Island Inlet and has been further delayed and damped. Figure VII-2, depicts the location of the crest of the predicted progressive tide wave at various times. Time zero is taken as the time of entry of the wave crest at Fire Island Inlet. This type of diagram illustrates the inter- action of the tidal flux from different inlets. The peak tide fronts that have entered at Fire Island Inlet and Jones Inlet finally meet near Howell Point in the western edge of the study area approximately 3.2 hours after the wave first entered Fire Island Inlet. The meeting of these two pro- gressive waves in the study area theoretically produces a 65 mw m m m m m m =m4e===== !shp Oakdale Z in Baypor! Nassau orup^ Sf-.c.:es 3.6 2.5 2.5 3.8 f1f 3.5 4.2 4.5 3.0 L,2,.P @&- 0-:, 3.2 CAPTREE fS ,?EA r srm /S $jvLEr 0 FiRE iSLAN o4rL4NrIC OCEA GIMPPIC SCALE Miles 3 4 5 FIGURE VII-2 COTIDAL LINES WITH TIME OF ARRIVAL IN HOURS FOR GREAT SOUTH BAY SOURCE NS 208 STUDY zero current velocity at this point. Hence, although not zero, we expect the currents throughout this portion of the study area to be minimal. The tidal ranges within the study area are shown -in Figure VII-3. and the damping of the tide as it moves away from the inlet is evident. The surface current circulation patterns due to tidal flow in Great South Bay are not well known partly because of the sensitivity to changing wind conditions that hamper the separat.ion of tidal and wind components. This is of particular importance in the shallow waters of Great South Bay. A general tidal circulation pattern has been suggested by Hardy (L.I. 208)', Western Great South Bay is influenced primarily by water entering Jones Inlet and then the State Boat Channel. Fire Island Inlet is less important in deter- mining circulation patterns in this western region. The main flow into the study area from Jones Inlet and through South Oyster Bay appears to be along the State Boat Channel. In the study area it is suggested that these flows move in an easterly direction along the southern shore and westerly along the northern shore producing a counterclockwise circulation. Confirmation of such a complicated current pattern has yet to be verified. This suggests a complicated tidal current pattern, however,, because it is of low velocity we would expect oil slick movement to be usually dominated by surface winds in this western area. 67 m c; Oakdale S. -5 gaywt 00 .6 ELL Nassau BA .6 .6 CED, R IS cReAr sourm sAy lei CAPTREE IS OD .6 &LEr .7 IR ISON ArLANTIC OCE. VUPHIC SCALE- Miles 4 5 FIGURE VII-3 RANGE OF TIDE IN FEET IN GREAT SOUTH BAY SOURCE NS 208 STUDY In the vicinity of Fire Island Inlet, the current flow tends to be dominated by the tidal flux through the inlet. The tidal surface current velocity due to the tidal flux is small and hence is dominated by surface winds. Transport of oil spills along the Atlantic side of the barrier beach (Jones Beach and Fire Island) is of interest to this Oil Spill Contingency Planbecause some of these beaches are under the jurisdiction of the Town of Babylon and potential hazards ex.ist from both oil transport and from boats and ships using oil. Generally, the $urface currents are wind driven and will be described later. Any changes in the friction acting upon the pro- gressive tide wave 'may change the propagation pattern of the wave and tidal circulation within the Bay. Changes in eelgrass distribution and dredging of navigation channels, particularly in the inlets, are some of the ways friction of the bay bottom can change. 2. Meteorological Data Climatological conditions including wind and tempera- ture affect the natural weathering processes, slick sizel shape and direction. a) Temperature The long term (30 year record)(*) average mont hly temperatures at Mineola shown in Figure VII-4, illus- trates mild seasonal changes. Records indicate July as the warmest month at approximately 78 0 F. and January as the coolest (*)U.S. Department of Qommerce, 1941-1970 Climatological 69 mm mm m m m 0%mm m m m rs o - w tsi cr cr- w 40- w 0. zw - cr 20- J F M A M J J A S 0 N D FIGURE VII-4 MONTHLY AVERAGE TEMPERATURE AT MINEOLA, LONG ISLAND (U. S- DEPARTMENT OF COMMERCZ) (1941-1970) SOURCE L. 1. 208 month at approximately 330 F. There are many non-recording temperature stations along the South Shore which provide daily maximum and minimum temperatures. Hourly and 3-hourly observations of temperature and humidity are made at John F. Kennedy Airport with records available from the National Weather Service. Temperature affects the viscosity and surface tension of both the water and the oil. These factors in turn affect the rate of slick expansion. Because the oil absorbs sunlight differently than water, it is quito possible to have an oil.temperature different (usually greater) than the sur- rounding water. Therefore, temperature effects are difficult to quantify in terms of slick development. For the Oil Spill Contingency Plan it can only be stated generally that an oil slick will tend to grow laterally more quickly in summer than in winter. Furthermore, slick break-up will occur faster in summer than in winter given the same sea state. Fortunately, reaction times to spill conditions are likely to be more rapid in summer than in winter therefore, the potential problems with slick development in the summer due to the higher tem- perature are probably minimal. b) Wind Speed and direction Wind speed and direction are one of the most important climatological factors for oil slick movement. In general, because of the low tidal current velocities the effects of surface winds usually predominates over all other 71 driving forces except in a few locals of greatly restricted flow such as Fire Island Inlet itself as shown earlier. Many climatological parameters such as solar radiation, evaporation and barometric pressure require only @a single monitoring station for both Nassau and Suffolk Counties because of their minimal lateral variability. Surface wind speed, however, is highly variable and there- fore wind sp9ed data must be obtained from stations located nearest the water body. Wind speed decreases rapidly as the air mass moves from a smooth, low friction Water surface to the rough land surface. Inland observation stations therefore, typically yield lower wind velocities than coastal stations. Also important is the diurnal sea and land breeze phenomenon during the summer months on the South Shore of Long Island. Therefore, onshore recording stations will not adequately record the wind velocities acting on the surface waters in the study area. Continuous chart records of wind speed and direction are available from Belmont Lake beginning in 1974, Medford beginning in 1973, and Smith Point since 1972. An additional recording anemometer has been installed recently at the Long Island Lighting Company Power Plant at Island Park. In addition to these continuous records, hourly observations of wind speed and direction are recorded in the operation log of the Village of Freeport Power Plant #1. The log records 72 are available from 1973. Earlier records of hourly wind speed and direction for John F. Kennedy Airport are available from the National Weather Service. Hourly observation records are on file for January-February 1965; Sep tember 1965; March ,1966; November 1967 and June 1969. Wind observations since June 1969 are recorded every three hours. Seasonal "Wind Roses"* showing the average velocities and direction of winds based on data from various references including data from the U.S. Weather Service for Fire Island and Kennedy Airport are shown in Figure VII"5. These Wind Roses show the approximate direction and percentage of the time that the wind blows in a given direction which are broadly representative of the surface wind conditions offshore and within Great South Bay. Furthermore, the data shows averages (and hence essentially excludes) the diurnal shift in surface winds that is common in summer months. This diurnal shift caused by differential land/water temperatures, results in a landward breeze during the daytime and a seaward breeze at night. As shown in Figure VII-5, the prevailing average surface winds appear to come mainly from the northwest in winterrshifting from the south to southwesterly direction in summer. Winds coming from west to northeast will cause an offshore slick to move out to sea because of the drift direction will tend to move the oil away from the coast of Long island. Thus, the greatest problems appear to occur during wind Roses are pedal diagrams showing direction of wind and ip the percent of time in that direction'. 73 %Aj F- INJ T F- 9 SUMMER FALL 17 17 ci 10 7 q to CALM CALM CALM= 5% CA L AlI "UM5EjZS IWDICATF- PER, C-EKIT OF TtMF- THAT WO-JO rRF-VAIL45 IM DIR6CTIot-i bHowi%.j FOR RE5FECTIVE F URE VII IG -5 7\\ WIND DISTRIBUTION BY SEASON (PERCENT OCCURRENCE) (WIND ROSES) the late spring/summer/early fall when winds shift and become more southerly since these will tend to drive a slick onto the barrier beaches and possibly into Fire Island Inlet. VII.3 Spill Matrix Response to an oil spill requires some necessary preliminary information to predict the future status of the oil slick. information such as; slick size, location, weather conditions, wind speed and direction, tidal condi- tions and a detailed knowledge of the area under consideration is helpful. Such detailed information will generally not be available, nonetheless, some guidelines are useful in establish- ing slick movement with a view toward estimating the trajectory, response time requirements, hardware requirements and environ- mental impact. To enable a Town of Babylon official,, or other responsible parties, to estimate or predict where and when an oil spill will eventually strand on the Babylon area shores, oil "Spill Transport Matrices" have been developed for four different conditions or scenarios. These matrices are detailed later in this section and summarized as follows: Transport Matrix 1 - Oil Slick Entering the Study Area from the East (Mid-Span Robert Moses Bridge) Transport Matrix 2 - Oil Slick Entering the Study Area from the West (State Boat Channel) Transport Matrix 3 - Oil Slick in Atlantic Ocean (10 Miles Off Fire Island Inlet) Transport Matrix 4 - Oil Slick in Fire Island Inlet 75 The Hydrodynamic information for this area indicates that surface currents in the Babylon area due to tidal flux are usually negligible compared to the wind induced surface currents. Hence, each matrix shows-wind as the primary -driving force. For the matrix development, the speed of the slick was estimated at 3 percent of the wind speed and the direction taken as the wind direction. The matrices were developed for a 10 mile per hour surface wind in the eight primary directions (N, NE, E, SE, S, SW, @1, NW). They are intended to be useful qualitative tools to predict oil slick movement. Care should be taken since a steady wind speed and direction almost never occurs on the South Shore. In fact, diurnal variation in wind speed and direction are likely on the South Shore in summer and should be factored into the slick trajectory prediction. All matrices list or consider the ultimate destination of the oil slick and the environmentally sensitive areas that should be protected first. A final column is given to in- dicate the time of travel for the oil slick centroid to reach the shoreline based on a 10 mile per hour wind speed. Transport Matrices 1, and 2, show that only certain wind conditions will result in a major spill entering the study area. Moreover, a "nodal" point at Howles Point indicates surface currents in the study area to be a minor factor in oil transport. Hence, Transport Matrices 1, and 2, show the Babylon portion of Great South Bay to have a certain "natural -.76 TRANSPORT MATRIX 1 OIL SLICK ENTERING THE STUDY AREA FROM THE EAST (Mid-Span, Robert Moses Bridge) Wind Percent of Direction Time Slick Envircnnientally Hours (From) (Summer) (2 Destination Sensitive Areas to Strand(l) North 9 Captree IsLwd, Captree Island, Grass Island,, Grass Island,, Oak Island - Oak Island 1 hr. Northeast 6 Tidal Flats Tidal Flats 1-2 hrs. East 9 Sanpwaw Point Municipal Boat to Nassau/Suffolk Launching Rmps, Bcrder Indian Island Beaches 3-4 hrs. Southeast 12 Out of Study Area South 23 Out of Study Area - 6outhwest 15 Out of Study Area West 11 Out of Study Area Northwest 10 Out of Study Area Calm 5 100 MWindspeed 10 MPH (2) See Figure VII-5 for wind distributions during other times of the year 77 TRANSPORT MATRIX 2 OIL-SLICK ENTERING THE STUDY AREA FROM THE WEST (State Boat Channel) Wind Percent of Direction Time (2) Slick Envircnmentally Hours (From) (summer) Destination Sensitive Areas to Strand") North 9 Tidal Flats on Tidal Flats & Imned iate to Nassaa/Suffolk Marshes 1 hr. Border Northeast 6 Out of Study Area East 9 Out of Study Area Southeast 12 Out of Study Area South 23 Jones Creek, Gilgo Island, Gi-Igo Island, Marshes & Tidal N.W. Boundry of Flats Babylon Southwest 15 Gilgo Island, Gilgo Island Inukediate to Thatcher Island, Thatcher Island, 1 hr. Elder Island Elder Island West 11 Gilgo Heading, Gilgo Heading,, ImTediate to Beach,Thatch. Beach,Thatch. 1 hr. Gilgo State Pk., Gilgo State Pk., State Boat Channel State Boat Chatulel Northwest 10 Gilgo Heading Gilgo Heading InTnediate to Calm 5 Gilgo State Pk. Gilgo State Pk. 1 hr. 100 (1)Windspeed 10 MPH (2) See Figure VII-5 for wind distribution during other times of the ye ar 78 protection" against oil pollution. However, if meteorological conditions are such that oil does get transported into the study area or a spill occurs in the study area, the spill response must be swift due to the short period of time to *strand as indicated in column 5 of the matrices. Transport Matrix 3, indicates that a spill in the Atlantic Ocean off the barrier beaches, will typically take several days,to arrive on shore. I.f the spill originates 15-20 miles offshore, it may not arrive as a homogeneous mass due, to weathering. The wind conditions of importance are from the east to southwest. These wind directions would cause major impacts on the recreational barrier beaches. Oil entering Fire Island Inlet would also be of concern. Transport Matrix 4, shows what happens in the case of a spill in Fire Island Inlet. Oil spilled here will almost invariably create environmental problems somewhere within the Babylon area. Because of the high tidal currents that can occur (4-5 mph) and the environmental sensitivity of all surrounding areas, reaction must be rapid to minimize spread and grounding of a slick. On the flood tide, oil spilled will enter Great South Bay and ground on either the Fire Island barrier beach and/or the Captree Island depending on wind directio4 in a very short time. For a north/south wind of any great magnitude (7-10 kts) much of the oil will strand on the shores of the Inlet as well as entering the Bay area. When the tide is a maximum ebb, the slick will tend to leave Fire 79 TRANSPORT MATRIX 3 OIL SLICK - ATLANTIC OCEAN (3) (10 Miles off Fire Island Inlet) Wind Percent of Direction Time (2 Slick Environmntally Hours -(From) (Summer) Destination Sensitive Areas to Strand North 9 Out of Study Area Northeast 6 Out of Study Area East 9 Atlantic Beach to Barrier Beaches 5 days Mid-Fire Island Southeast 12 Atlantic Beach to Barrier Beaches 5 days Mid-Fire Island South 23 Mid Jones Beach Barrier Beaches V, days to Moriches Inlet Southwest 15 Jones Beach Inlet Barrier Beaches 3h days to Mid-Fire Island West 11 Out of Study Area Northwest 10 Out of Study Area C alm 5 100 MWind speed 10 MPH (2)See Figure VII-5 for wind distribution during other times of the year )For different distances, or wind speeds, a linear extrapolation can be used, e.g., if the distance is 5 miles,, the stranding time will be halved, also if the wind speed is doubled, the stranding time will be halved. 80 TRANSPORT MATRIX 4 OIL SLICK AT FIRE ISLAND (3) Wincl Percent of Direction Time (2) Slick Envirmnentally Hours -(From) (Summer) Destination' Sensitive Areas to Strand North 9 W Fire Island Barrier Beaches 30 minutes (Bay s ide) to 2 hrs. Northeast (6 W Fire Island Barrier Beaches 30 minutes (Bay side) to 2 hrs. East 9 Adjacent Inlet Inlet wetland 30 minutes Beaches/Wetlands Beaches Southeast 12 Adjacent Marsh Captree Island 1 minute to Islands (Captree 3 hrs. Island) South 23 Adjacent Marsh Captree Island 1 minute to Islands (Captree 3 hrs. Island) Southwest 15 Adjacent Marsh Captree Island 1 minute to Islands (Captree. 3 hrs. Island) West 11 W Fire Island/wet- Marsh Islands, 30 minutes t lands,Marsh Islands Inlet adjacent 4 hrs. wetlands Northwest 10 W Fire Island, Fire Island, 30 minutes t (Bay s ide) Barrier Beaches, 4 hrs. Bay side, Fire Island Wetlands Calm 5 (1) T= (4) (5). Wind speed 10 MPH (Flood Tide) (2) See Figure VII-5 for wind distribution during other times of the year (3) Inlet conditions are highly.variable and the tidal currents are not negligible compared to the average preva.iling winds. Tidal current flow can lead to an oscillaroty condition within the inlet when the wind velocity is low. Under calm conditions (or low wind speed) the slick drift will be toward Captree Island and will be grounding on the eastern shore of Captree Island about 1-4 hours after spill occurrence. (5 )For ebb tide conditions,.relative calm, 'oil slick will be driven from Fire Island Inlet to ocean side where it can be treated as an ocean borne slick. 81 Island Inlet and ground at the mouth of the Inlet on the barrier beaches, depending on the wind direction. Further, as shown in Transport Matrix 1, it can be concluded that if a spill occurs to the east of the study area that only wind blowing from the north,,. northeast and east will transport the oil into Babylon Study area. The relative per- centage of time this occurs in summertime is 24 percent. Hence, even it a spill were to occur at this location it is unlikely that it would enter the study area. The most difficul@ condition would be a wind from,the' north or north- east causing widespread oil contamination on the salt marches (Captree Island, Grass Island, etc.) The time of travel for the slick to reach the environmentally sensitive areas is between one and two hours under a north or northeast wind. For easterly wind conditions the time of travel is approximately three to four hours. As is apparent, due to the small amount of time, the slick movement may be too swift for preventing contamination and therefore clean-up efforts should be the initial emphasis. Transport Matrix 2, shows a.s.imilar result. Only wind coming from the north, south, southwest, west and northwest cause oil slicks to migrate into the study area. The relative percentage of time this occurs in summertime is 68 percent. The worst condition would occur with winds blowing from the west or south- west. This would cause contamination of the large salt marshes, jr 82 such as Gilgo Island, Thatcher Island and Elder Island. The time of travel for any oil slick to grounding the the area is less than one hour. In addition to slick movement the slick will spread. In perfectly calm water, the distribution of oil will follow a Gaussian.. (bell curve) shape that gradually increases in size. Thus, the oil is thicker at the center (drop point) and thick- ness reduces ,rapidly toward the edges of the slick. The rate of expansion is a function of viscosity, slick temperature, the water temperature, as well as the oil viscosity. It is difficult to accurately assess slick spreading rates without detailed knowledge of the slick constituents, the oil/water temperature, etc. In addition, the slick shape will be distorted by the presence of complex surface currents. As a rule of thumb, for estimating slick size, Table VII-2, can be used for moderate sized spills in calm waters. Note that these values are only crude approximations and can be very strongly affected by many factors not considered. Also, thick- ness of oil films can be estimated from tables in Section I, of this report. Slick weathering gradually changes the composition of an oil slick. The lighter more volatile and toxic constituents are volatilized while the heavier fraction remain. In general, this is important for the offshore slick case, where several days may elapse before the slick is stranded on the barrier beaches. 83 TABLE VII-2 SLICK SPREAD RATES (APPROXIMATE) HIGH TEMPERATURE (250C. SUMMER) Oil Type Spread Rate (Feet/Hour) Light (Gasoline) 1000 Fuel Oil 500 Medium Crude Oil 200-500 LOW TEMPERATURE (5oWinter) Oil Type Spread Rate (Feet/Hour) Light (Gasoline) 700-1000 Fuel Oil 300-500 Medium Crude Oil 100-300 84 VII .4 Scenarios One objective of this undertaking is the development of a response plan to prevent or minimize the effects from oil pollution in the Great South Bay area and the barrier beaches of the Town of Babylon. Since there are unlimited possibilities for oil to enter the study area (based on variable wind, current, temperature, oil type, wave action and other env@ronmental factors)g two oil spill scenarios were selected as examples of how the information presented herein can be used for a spill containment afid clean-up operation. These scenarios are based on characteristics of petroleum transport activities in the region as defined by the Long Island Regional Planning Board. The scenarios are: 1. The grounding of a 1000 dead weight ton coastal tanker carrying No. 2, fuel oil within Fire Island Inlet under the probable range of meteorological (wind, temperature) and hydrographic (wave, current, surface ice), conditions found in the inlet area. I 2. The loss of an 85,000 dead weight ton tanker carrying crude oil south of Long Island at approximate location 730 20 minutes west, 400 27 minutes north, during summer weather conditions that are conducive to the normal transport of spilled oil. Oil from this spill event is assumed to strand on the South Shore of Jones Beach and Fire Island and also to enter the Fire Island Inlet and the Jones Beach Inlet. To plan for the general protection of the Babylon area of Great South Bay it is necessary to know the genera 1 nature of the oil spill trajectory. This information along with a 85 response plan, one can develop the feasibility of preventing or minimizing oil spill damage in.the study area. It should be noted that the degree to which oil spill control and containment actions can be effective is not only dependent upon the highly variable set of environmental factors previously mentioned, but also other factors that are associated with the Town of Babylon and surrounding areas such as available resources, e.4-t manpower, private contractors, available equip- ment, etc. An assessment of the feasibility of spill control can then be done through the use of specific scenarios coupled to a specific response. The spill scenarios previously defined will be considered here. For completeness we will assume that under the first scen ario (that is, the grounding of the'1000 dead weight ton coastal t anker) occurred during the winter months where ice could be a problem in Great South Bay. The offshore spill (scenario #2) will be considered for summer only because statistical wind conditions are such that the probability of an offshore spill grounding on the barrier beaches in winter is very small (e.g., less than 10%). Each spill scenario,will be investigated considering the predicted trajectory and the spread of each spill will be approxi- mated for the scenario condition. Key factors in this effort include arrival time for the centerline of the spill,. probable extent of shoreline contamination and environmentally sensitive areas that may be contaminated. 86 Scenario No. 1 Scenario No. 1, was originally investigated by the Long Island Regional Planning Board for the effects of oil spill in the Fire Island Inlet area.@ The most pr obable meteorol ogical conditions in the study area are winds at about 10 mph coming from the southwest, Under these condi- tions the slick proceeded in a northeasterly direction being driven by the,fast surface current in the Fire Island Inlet and the wind coming from the southwesterly direction. It appears that the slick is moving in the direction of the wind after it leaves the Fire Island Inlet. If the wind continues in a southwesterly direction the slick will probably never enter our study area. Hence, after a four hour period we will assume that the wind radically changes direction and blows in an easterly direction. After four hours the Long Island Regional Planning Board Study indicates a large part of t.he initi.al spill has grounded on the marshes of Captree Island. This was during maximum flood tide. We can expect that maximum ebb tide, occurring approximately 12 hours latert will transport some oil back out the inlet. However, prior to maximum ebb tide wind conditions at 10 mph will extensively carry the slick into the Great South Bay. With a shift in wind direction after four hours, towards the east, it is expected that the entire shoreline of Babylon (North Shore of study area) will be affected by the oil slick. As stated in the spill prediction matrix the environ- mentally sensitive areas on the heavily built up areas include 87 Indian Island, beaches, salt marshes, several parks, munici- pal launching ramps, marinas and private property. It should be noted that if we have a wind phase shift from the southwest to north, the more environmentally sensitive islands will be affected extensively by this kind of a wind shift. Specifically, Captree Island, Grass Island and the tital flats around the barrier beaches will be affected by the oil slick as shown in the oil slick prediction matrix.* An oil slick reaching the Babylon portion of Great South Bay from a Scenario No. 1 type occurance would in most probability be in 'a dispersed form and depending on wind direction, oil contamination may be scattered over large areas. Prevention of a large oil slick from entering the Babylon area would be essentially impossible. Control, containment and clean-up procedures should start immediately. Important environmentally sensitive areas should be exclusion boomed. Diversion booms should be set up along shorelines at locations where the greatest quantities of oil have grounded. Boats should be set into action using the containment booming technique. Advance determination as to where exact oil recovery points should be located would be highly speculative due to the infinite number of variable conditions that could occur for any oil spill. An oil spill, or a threat of oil contamination would have to be handled on a case-by-case basis, taking into consideration the variables at the time. 88 Scenario No 2 Spill scenario 2, describes a spill of crude oil in the summer off the South Shore of Long Island approximately 11 miles directly south of the Fire Island Inlet. As shown earlier, the probable wind conditions in the summer are typically from the south and southwest. This is con- ducive to a northerly transport of the oil. Under these conditions the oil has been calculated to reach the Fire Island Inlet at approximately 36 hours. The theoretical slick diameter at 36 hours was calculated to be about 5000 yards. The slick at this time would be relatively thin but still spreading. For purposes of analysis it has been assumed that the slick enters the Fire Island Inlet at approximately the same time that it enters the Jones Beach Inlet. 88a In this scenario there are three major areas of concern: 1. Oil entering the Fire Island Inlet and subsequently enter- ing Great South Bay, into the Study area. 2. Oil stranding on the barrier beaches (ocean side) . 3. Oil entering the Jones Beach Inlet and proceeding through the State Boat Channel and entering the southwesternmost portion 6f the study area. Under the probably southwest wind gondition the slick would move through the Fire Island Inlet and out into Great South Bay, and unless the wind conditions changed drastically, would behave much as the slick for scenario No. 1, when the spill entered the study area. As before, primary emphasis must be on protecting the wetlands associated with the Captree Islands. Little can be done to protect the intertidal areas in the Fire Island Inlet itself. I The oil stranding up on the ocean side of the barrier beaches will contaminate the entire length of the beach during the height of the recreational season. Several environmentally sensitive areas on the barrier beaches include the Cedar Beach Tern nesting colony, the overwash ponds, and brackish marsh ponds and the expanse of Jones Beach itself. Contamination can be expected to be in the form of "Weathered oil" such as tar balls which would coat the sands and make the beach un- acceptable for recreational use. However, a significant amount of the toxic volatile fraction of the oil will have been 89 driven off leaving less of an environmental hazard. The primary problem with the barrier beach will be the effects on recreation. About 70,000 tons of oil will distribute itself in some form along the barrier beach. There is no practical method for preventing this oil from landing on the barrier beach. For- tunately, the oil will be fairly well weathered before landing and some of it will have been degraded. Conventional clean-up operations (@emoval/burial) will be necessary to keep the beaches useful. Evidence indicates that natural conditions will pretty much complete a return to the natural conditions within a year of the clean-up. Because of the turbulence of the surf in the intertidal range, the benthic community re- siding in the intertidal zone is very limited and hence biological effects will be minimized. The slick movement through the Jones Beach Inlet will only transport a small portion of the oil through the State Boat Channel and into the study area. It has been estimated in the Long Island Regional Planning Board report that from the original spill for scenario No 1, about 30% will be lost by volatization and 70% of the original spill will be left to enter the Fire Island Inlet, strand on the barrier beaches and enter the Jones Beach Inlet. If the 70% is assumed to distribute evenly between Jones Inlet and Fire Island Inlet, about 10% will enter Fire Island and Jones Beach Inlets (approximately 8000 tons) of which about 40% (3200 tons) would travel into the study area with a southwesterly 90 wind. If 40% of the oil entering via Jones Inlet (about 3200 tons) enters the study area in the southernmost portion of the study area, approximately a ton of oil will enter via the State Boat Channel. In addition, oil will surely strand on the tidal flats and the marshes in Nassau's South Oyster Bay, resulting in a smaller amount of oil that will be transported into our study area. Thus, because of the restric- tions in the State Boat Channel and the limited transport from this source, coupled with the nodal point at the western edge of'the study area, transport from this source will be of relatively small effect. A simple V boom/skimmer should take care of any oil entrant via the State Boat Channel. If the wind conditions continue in a southwesterly direction, the greatest impact will be to Gilgo Island, which is a salt marsh island. The trajectory will split around the island and effect Thatch er Island, Elder Island, Great Island, and Little Island; all tidal marshes. As the oil enters the study area it is expected to impact the tidal marsh islands almost immediately. 91 SECTION VIII References Environmental Protection Agency, Manual of Practice for Protection and Clean-up of Shorelines, Industrial Environmental Research Laborat ry, Cincinnati, Ohio,'August 1979. Environmental Protection Agencyt Contin2ency Plan for Spills of Oil and Other Hazardous Materials for Inland Waters of Region III, Philadelphia, Pennsylvania, August 1976. Council on Environment al Quality, National Oil and Hazardous Substances Pollution Contingency Plan, Federal RegisteF, March 19,, 1980. Long Island Regional Planning.Boardp Oil Uill Response Actions in Fire Island Inlet, County of Suffol@', New York, October 31-1 1979. Secretary of the Interior and the Secretary of Transportation, A Report on Pollution of the Nation's Waters bx Oil and Other Hazardous Substancest U.S. Government Printing Office, Washington, D..C., 1968. Smith, M. F., Planning, Equipment and Training for Oil Pollution Control, Slickbar, 1975. Office of Planning Serv ices, Long.Island Marine Wetlands, State of New York, March 1972. Long Island Regional Planning Board, Habitat Distribution maps and Natural Resource Inventory Maps, County of Suffolk, N.Y. 1981 New York State De partment of Transportationj Planimetric Base Maps, Albany, New York, 1975. Department of Environmental Controll Hard Clam Resource Study, Town of Babylon, New York, 1979. National Oceanic and Atmospheric Administration, Nautical Charts, U.S. Department of Commerce, December, 1979. American Petroleum Institute, Saving Oiled Seabirds, Washington, D.C., January 1978. Nassau-Suffolk Regional Planning Board, 208 Areawide Waste Treatment Management Plan, Hauppauge, New York, May 1978. 92 APPENDIX I Map of Coastal Areas f or the Town of Babylon Precise location of an oil spill is necessary to start defensive actions and set up a strategy for containment and clean-up efforts. Information regarding the location of en- vironmentally sensitive areas, access roads and navigational routes, and location of potential spill sources are also necessary when planning strategy. A-map of coastal areas for the Town of Babylon was developed, .and is intended to act as a logistical and tactical aid for a pollution response. The mapping contains the following pertinent information:. I. Topographic and Hydrographic Data - Roads, highways, elevations, depths, channels, boundaries, creeks, etc. II. Environmentally Sensitive Areas The entire area is basically sensitive to pollution spills, however, the map locates some of the areas of greater environmental importance such as: o Densily populated clam beds o Wetland areas 0 Nesting areas o Beaches o Marinas 93 III. Access Countermeasures, containment and clean-up efforts are largely dependent on how and where men, material and equipment can be deployed. For this reason the mapping pays special attention to the following: 0 Access roads to the shorelines and barrier beaches. o, Available boat ramps-and other sites for the purpose of deploying water craft. o Navigational routes and chann@l depths for waterside access. IV. Potential Spill Sources When a spill is discovered, many times it is difficult to determine its origin. To assist in possibly tracing back to the origin of a spill, the following information is included on the map: o Storm drain outfalls o Boat marinas o Petroleum terminals o Transformer sites o Other potential's-rtes such as junk yards, etc. 94 Town of Babylon Light and Heavy Equipment List Department of Environmental Control 957-3153 2 H-90 Payloaders 3 10 Wheel Dump Trucks 1 TD25 Bulldozer 2 D8K Bulldozer 4 3/4 Ton Pickup 1 3/4 4 Wheel Drive Pickup 1 221 Boston Whaler Outrage 1 221 Wellcraft Airslot Department of Buildings and Grounds 957-3096 3' Payloaders 2 10 Wheel Dump Trucks 16 Pickup Trucks 2 Packer Garbage Trucks 2 Tractor Drawn Surf Rakes 2 Flatbed Trucks Highway Department 14 4 Wheel Drive 3/4 Ton Pickup Trucks 4 Catepillar Bulldozers 6 Road Graders 9 Payloaders 30 6 Wheel Dump Trucks 4 Dynahoe Backhoes 1 Gas Utility Truck 1 Tire Truck 8 10 Wheel Dump Trucks 1 Leroi Portable Compressor 95 LISTING OF PETROLEUM TERMINALS Total Storage Type of Name/Address/Phone Number of Tanks Capacity Fuel Flame Oil Fuel Corp. 2 100,000 gallons #2 1080 Long Island Ave. - Deer Park, NY (516) 667-7653 Perillo Brothers 4 83,000 gallons #2 - 30,000 gal. 9 Murray Street & 20,000 gal. tanks Farmingdale, NY Combustible Cleaner- (516) 692-8147 3,000 gal. tank Deer Park Fuel Co. 2 20,000 gallons #2 806 Long Island Ave. Deer Park, NY (516) HA 3-3060 Park Avenue Fuel 2 30,000 gallons #2 316 Little East Neck Rd. West Babylon, NY (516) 669-1030 Amber Oil Co. 1 100,000 gallons #2 500 Marconi Blvd. Copiague, NY (516) 842-4100 Long Island Reliable Corp. 4 20,000 gallons #2 Evergreen Street West Babylon, NY (516) 226-0353 Agway Petroleum 4 84,000 gallons Box 1333 Syracuse, NY Grieco Fuel 3 57,000 gallons #2 67 John Street Babylon, NY LISTING OF PETROLEUM TERMINALS 2 Total Storage Type of Name/Address/Phone Number of Tanks Capacity Fuel Master Fuel Oil Co. Inc. 1 200,000 gallons #2 141 John Street Babylon, NY (516) 661-2580 Flame Fuel Co. 2 25,000 gallons #2 195 Ketcham Ave. Amityville, NY (516) 598-0600 Sunrise Household Svc. Co. 4 180,000 gallons #2 35 Mill Street Amityville, NY (516) 264-1060 H & K Fuel 1 20,000 gallons #2 143 Dixon Avenue Amityville, NY (516) 643-5118 Oil Associates Inc. 4 390,000 gallons #2 235 County Line Rd. Amityville, NY -- (516) 264-3432 Maria Fuel Corp. 2 25,000 gallons #2 25 Sterling Place Amityville, NY (516) 691-3465 Wilbur F. Heinley & Manna 2 40,000 gallons #2 238 Broadway Amityville, NY (516) 264-0249 M M M IM 8@10M. M M M IM . M M Mir LISTING OF PETROLEUM TERMINALS .3 Total Storage Type of Name/Address/Phone Number of Tanks apacity Fuel Diamond Fuel 5 26,000 gallons #2 119 West Montauk Highway Lindenhurst, NY (516) 226-5757 State Utilities 5 125,000-gallons #2 290 West Hoffman Ave. Lindenhurst, NY L.I. Reliable Corp. 7 260,000 gallons #2; #4; 88 East Hoffman Avenue Diesel; Lindenhurst, NY Kerosene co Slomins Fuel 1 210,000 gallons #2 590 West Hoffman Ave. Lindenhurst (516) 586-3700 Mike & Pete Sarro 3 150,000 gallons #2 Akron St. & NY Ave. Lindenhurst, NY Masters Fuel Oil Co. 3 70,000 gallons Diesel Akron Street Lindenhurst, NY (516) 661-2580 Perfect Oil Co. Inc. 2 25,000 gallons #2 133 Cortland Street Lindenhurst, NY (516) 226-2750 Cibro Petroleum of LI 6 91,080 Gasoline; 120 West Sunrise Highway Diesel; #2 Lindenhurst, NY (516) 226-0505 ==W======= MMMMMMMMrMM LISTING OF MARINA FACILITIES (not shown on the map) Marina Facilities with Possibile Spill Sources (west to east) Amityville to Village of Babylon Marine Launching Boat Lift Fuel Name/Address/Phone Railway Ramp (tons capacity) Gasoline Diesel Pearl Grey Fishing Sta. No No 20 tons Yes No 247 South Ketcham Ave. Amityville, LI (516) AM4-0564 Amity Harbor Marine No No 10 tons Yes No 30 Merrick Road Amityville, NY (516) 842-1280 Strong's Marine Centers No No 3 tons Yes No 1060 Merrick Road Copiague, LI (516) 842-0339 Wright Marine Basin No No 10 tons Yes No 1160 Merrick Road Copiague, NY 11726 - (516) 226-8010 Stern's Boat Yard No No 12,,tons Yes No 75 Sterns Lane Copiague, NY (516) 842-3005 Venice Marine No No 12 tons Yes No 711 Montauk Hwy. Lindenhurst, NY (516) 226-3320 Surfside Marine No No 21, 13, 5 Yes Yes 846 South Wellwood Ave. Lindenhurst, NY 11757 (516) 888-4171 M M LISTING OF MARINA FACILITIES (not shown on the map) Marina Facilities with Possible Spill Sources (west to east) Amityville to Village of Babylon Marine Launching Boat Lift Fuel Name/Address/Phone Railway Ramp (tons capacity) ?@a`soiine Diesel Anchorage Marina No No 30, 35 Yes Yes 401 East Shore Road Lindenhurst, NY (516) 957-9300 Boatland Marine No No 16, 25 Yes No 710 So. Wellwood Ave. Lindenhurst, NY (516) 957-6161 Rutherig Marine Service Yes No 50 tons Yes No 640 Roosevelt Ave. 501 Lindenhurst, NY 11757 (516) 957-5885 Babylon Cove Marine No No 15, 5 Yes Yes 415 Fire Island Ave. Babylon, NY 11702 (516) 669-2822 ==W===M=MM MMMMM .= Ir LISTING OF MARINA FACILITIES (not shown on map) Marina Facilities without Spill Sources, Amityville to Village of Babylon marine Launching Boat Lift Fuel Name/Address/Phone Railway Ram2 (tons capacity) Gasoline -Diesel Peterson Marine Yes No 6 No No 144 Ocean Avenue 251 Amityville, NY 11701 10, (516) 598-0353 151 Delmarine Inc. No Yes 20 No No 232 So. Ketcham Ave, Amityville, NY 11701 (516) 598-2946 Pauls Boat Yard No No 7 No No 195 S. Ketchum Amityville, NY (516) 598-0580 Yacht Service Ltd. No No No No No 144 Ocean Avenue Amityville, NY 11701 (516) 264-2267 Rosatows Marine Repair Svc. No No 12 No No 37 Beach Avenue Copiague, NY 11726 (516) 842-2030 Herby's Boat Yard No No 14 No No 786 South 9th Street Lindenhurst, NY (516) 228-7920 Karl Tank, Inc. No No 15 No No 612 Roosevelt Ave. Lindenhurst, NY 11757 (516) 957-5050 ===Arm= LISTING OF MARINA FACILITIES (not shown on map) Marina Facilities without Spill Sources, Amityville to Village of Babylon Marine Launching Boat Lift Fuel Name/Address/Phone Railway Ramp (tons capacity) Z@a`soline Diesel Kehl Marine Corp. No No @2 No No 541 W. Montauk Hwy. Lindenhurst, NY 11757 (516) 842-0777 'Bergen Point Yacht Basin No No 40 No No 601 Bergen Ave. W. Babylon, NY 11704 (516) 669-3990 Outboard Barn Inc. No No 9 No No 13 Post Place Babylon, NY 11702 (516) 226-4348 to Frost Boat Yard and No No 12 No No Marine Store 21 Shore Road Babylon, NY 11702 (516) MO 1-3764 DATE DUE GAYLORD No. 2333 PRINTED IN U S A Hill 3 6668 14108 0525