Great Lakes all-weather ice information system

A system is described which utilizes an X-band Side-Looking-Airborne-Radar (SLAR) for determining type, location, and aerial distribution of the ice cover in the Great Lakes and an airborne, S-band, short pulse radar for obtaining ice thickness. The SLAR system is currently mounted aboard a U.S. Coast Guard C-130B aircraft. Digitized SLAR data are relayed in real-time via the NOAA-GOES-1 satellite in geosynchronous orbit to the U.S. Coast Guard Ice Center in Cleveland, Ohio. SLAR images along with hand-drawn interpretative ice charts for various winter shipping areas in the Great Lakes are broadcast to facsimile recorders aboard Great Lakes vessels. The operational aspects of this ice information system are being demonstrated by NASA, U.S. Coast Guard, and NOAA/National Weather Service. Results from the 1974-75 winter season demonstrated the ability of this system to provide all-weather ice information to shippers in a timely manner

Olympic Coast National Marine Sanctuary Area to be Avoided (ATBA) Education and Monitoring Program

The National Marine Sanctuaries Act (16 U.S.C. 1431, as amended) gives the Secretary of Commerce the authority to designate discrete areas of the marine environment as National Marine Sanctuaries and provides the authority to promulgate regulations to provide for the conservation and management of these marine areas. The waters of the Outer Washington Coast were recognized for their high natural resource and human use values and placed on the National Marine Sanctuary Program Site Evaluation List in 1983. In 1988, Congress directed NOAA to designate the Olympic Coast National Marine Sanctuary (Pub. L. 100-627). The Sanctuary, designated in May 1994, worked with the U.S. Coast Guard to request the International Maritime Organization designate an Area to be Avoided (ATBA) on the Olympic Coast. The IMO defines an ATBA as "a routeing measure comprising an area within defined limits in which either navigation is particularly hazardous or it is exceptionally important to avoid casualties and which should be avoided by all ships, or certain classes of ships" (IMO, 1991). This ATBA was adopted in December 1994 by the Maritime Safety Committee of the IMO, “in order to reduce the risk of marine casualty and resulting pollution and damage to the environment of the Olympic Coast National Marine Sanctuary”, (IMO, 1994). The ATBA went into effect in June 1995 and advises operators of vessels carrying petroleum and/or hazardous materials to maintain a 25-mile buffer from the coast. Since that time, Olympic Coast National Marine Sanctuary (OCNMS) has created an education and monitoring program with the goal of ensuring the successful implementation of the ATBA. The Sanctuary enlisted the aid of the U.S. and Canadian coast guards, and the marine industry to educate mariners about the ATBA and to use existing radar data to monitor compliance. Sanctuary monitoring efforts have targeted education on tank vessels observed transiting the ATBA. OCNMS's monitoring efforts allow quantitative evaluation of this voluntary measure. Finally, the tools developed to monitor the ATBA are also used for the more general purpose of monitoring vessel traffic within the Sanctuary. While the Olympic Coast National Marine Sanctuary does not currently regulate vessel traffic, such regulations are within the scope of the Sanctuary’s Final Environmental Impact Statement/Management Plan. Sanctuary staff participate in ongoing maritime and environmental safety initiatives and continually seek opportunities to mitigate risks from marine shipping.(PDF contains 44 pages.

Enhancing AIS to Improve Whale-Ship Collision Avoidance and Maritime Security

Whale-ship strikes are of growing worldwide concern due to the steady growth of commercial shipping. Improving the current situation involves the creation of a communication capability allowing whale position information to be estimated and exchanged among vessels and other observation assets. An early example of such a system has been implemented for the shipping lane approaches to the harbor of Boston, Massachusetts where ship traffic transits areas of the Stellwagen Bank National Marine Sanctuary frequently used by whales. It uses the Automated Identification Systems (AIS) technology, currently required for larger vessels but becoming more common in all classes of vessels. However, we believe the default mode of AIS operation will be inadequate to meet the long-term needs of whale-ship collision avoidance, and will likewise fall short of meeting other current and future marine safety and security communication needs. This paper explores the emerging safety and security needs for vessel communications, and considers the consequences of a communication framework supporting asynchronous messaging that can be used to enhance the basic AIS capability. The options we analyze can be pursued within the AIS standardization process, or independently developed with attention to compatibility with existing AIS systems. Examples are discussed for minimizing ship interactions with Humpback Whales and endangered North Atlantic Right Whales on the east coast, and North Pacific Right Whales, Bowhead Whales, Humpback Whales, Blue Whales and Beluga Whales in west coast, Alaskan and Hawaiian waters

An operational all-weather Great Lakes ice information system

A description is given of the NASA developed all-weather ice information system for the Great Lakes winter navigation program. The system utilizes an X-band side looking airborne radar (SLAR) for determining type, location, and areal distribution of the ice cover in the Great Lakes and an airborne, S band, down looking short pulse radar for obtaining ice thickness. Digitized SLAR data are relayed in real time via the NOAA-GOES satellite in geosynchronous orbit. The SLAR images along with hand drawn interpretative ice charts for various Great Lakes winter shipping areas are broadcast to facsimile recorders aboard vessles is the area via the MARAD marine VHF-FM radio network. These data assist such vessels in navigating both through and around the ice

Governance and Performance: Theory-Based Evidence from US Coast Guard Inspections

Given three stylized facts about the US Coast Guard (USCG), namely, soft penalties for safety violations, low incidence of penalties relative to the number of violations, and substantial resources devoted to inspections of vessels, this paper seeks (i) a theoretical lens to view USCG activities and (ii) an empirical assessment of whether those activities improve performance. Harrington’s (1988) model is motivated by these stylized facts about US regulation in general, and provides a solution via targeting of good and poor performers. The model generates hypotheses about optimal regulation in the context of pollution prevention activities of the USCG. An organization-level panel data set consisting of thousands of US flag tank barges is constructed to test those hypotheses. A count model that controls for vessel heterogeneity yields mixed evidence. If USCG inspections are considered exogenous variables (as the theory presumes), they appear to prevent pollution spills. But if inspections are endogenous and respond to previous spills then correcting for endogeneity reverses the earlier result. In addition, violations are found to be good predictors of pollution occurrences, suggesting that inspections are not as effective as they could be. Targeting as in Harrington’s model therefore appears to be incomplete, and the findings suggest that more complete targeting could increase performance. An interesting finding is that stronger penalties could increase performance.Harrington model; Inspections; Penalties; Oil Spills; USCG;

Oil Spill Response Capacity in Nunavut and The Beaufort Sea

WWF-Canada commissioned a series of reports to identify barriers that will prevent northern communities from effectively responding to a shipbased oil spill. Parallel reports for the western Beaufort region and Nunavut outline these barriers. A third report provides a framework for developing realistic oil spill response plans for Nunavut communities. To effectively address the issues of oil spill response capacity in the North, engagement with communities is crucial to developing a framework that works within the Arctic context

The Potential Economic Benefits of Integrated and Sustainable Ocean Observation Systems: The Southeast Atlantic Region

The South East Atlantic Coastal Ocean Observing System (SEACOOS) collects, manages and disseminates coastal oceanic and atmospheric observation information along the Atlantic coast of the southeastern United States. This paper estimates the benefits of SEACOOS information in eleven benefit categories. Following a methodology used in similar studies of other U.S. coastal regions, we evaluate the impacts of conservative changes in economic activity in each sector. The annual economic benefit of SEACOOS information is $170 million (2003$'s), an estimate that falls between annual benefits of $33 million for the Gulf of Maine region and$381 million for the Gulf of Mexico.

Estimating the Economic Damage of Hurricanes Katrina and Rita on Commercial and Recreational Fishing Industries

A USGS analysis of land change data from satellite imagery and field observation indicated that 217 square miles of Louisiana's coastal wetlands were converted to open water because of Hurricanes Katrina and Rita. Because of their physical location and marine-dependence, commercial and recreational fishing sectors in Louisiana received a disproportional economic impact from the hurricanes of 2005. Storm surge modeling was accomplished using the ADCIRC model with data generated by the National Weather Service on storm trajectory and storm magnitude and detailed data on coastal bathymetry and elevation. In our application of the ADCIRC model, a grid composed of 1 square-mile cells (and encompassing the entire coastal management zone) was used within a GIS context to predict peak storm surge water heights at every known fixed fishing infrastructure location (dealers, processors, marinas, etc.) in Louisiana. We then collected primary data from a sample of these locations that was used in estimating, among other things, the percent of infrastructure that was lost due to the storms and the dollar amount of that damage for each location. These two pieces of information were then used to statistically estimate a geographically specific surge height damage function that was subsequently applied to all (non-sample) infrastructure sites in coastal Louisiana, thereby allowing the calculation of aggregate storm impacts. Developing an estimate of direct damages to the commercial and recreational fleet required two distinct pieces of information - an accounting of the number of vessels lost or damaged during the storms, and a measure of the market value of each of the lost vessels. Given that no comprehensive listing of lost or damaged vessels was compiled post-storm, the loss of vessels was estimated by comparing the presence of vessels in trip-ticket data during the 8 month period following the storms with the same period from the previous year. A vessel that was absent in the post-storm period was assumed lost, and valued by its physical characteristics by employing a price regression estimated using data collected from the major commercial used-vessel marketing trade publications and websites. The loss of recreational vessels was similarly estimated using market-based price data from non-commercial marketing publications and state-maintained databases of recreational vessels and their characteristics. Loss estimates were developed separately for each of the 4 coastal management zones in Louisiana and then aggregated. In aggregate, dealers were estimated to have incurred $103,522,186 in losses due to the storms while processors across the coast were estimated to have experienced$63,836,142 in losses, for a total of $167,358,328. For comparison purposes, these losses are approximately 29 percent of the total annual revenue generated by the dealers and processors in Louisiana. Estimated commercial fleet losses amounted to$153,817,470, while the estimated total recreational fleet loss was estimated to be $224,004,486. Regional variations in losses were also examined and linked to specific storm characteristics. Interestingly, the sum of these loss estimates fall near the mid-point of the range of loss estimates generated by various rapid assessments in the weeks following the storms, suggesting that rapid assessment methods (at least in aggregate) may not be as subjective as they first appear.Agribusiness, Resource /Energy Economics and Policy,