Dispersants and Seafood Safety Assessment of the potential impact of Corexit® oil dispersants on seafood safety

The April 20, 2010 explosion and subsequent sinking of the Deepwater Horizon oil production platform (DWH) resulted in the largest oil spill in U.S. history. On April 29th, a Spill of National Significance was declared as roughly 53 thousand barrels of oil per day flowed into the Gulf of Mexico (GOM). The U.S. Coast Guard estimated 4.9 million barrels of crude oil escaped before the damaged DWH wellhead was sealed on July 15, 2010 (National Commission on the BP Deepwater Horizon Oil Spill and Offshore Drilling 2010). Oil spill clean-up methods included skimming operations, burning of surface oil, siphoning oil into tankers directly from the wellhead, and the application of chemical dispersants. The first 3 methods mentioned above physically removed spilled oil from GOM waters. The last method, chemical dispersion, distributed insoluble fractions of the oil into the water-column. This was done for 3 reasons: 1) to reduce the exposure of response personnel at-sea to volatile organic compounds emanating from the surface slick; 2) to prevent concentrated surface oil from reaching, and damaging, fragile coastal wetlands, beaches and shoreline communities; and 3) to accelerate the break-down of spilled oil by natural microorganisms in the environment. The oil spill response contingency plan (RCP) applicable to the GOM (EPA Regions 4 and 6 within the National Response Plan framework) pre-authorized the use of Nalco Co. (Naperville, IL) oil dispersants Corexit® 9527 and Corexit® 9500 among other pre-approved product formulations. From April 22 to July 19, 2010 an estimated 1.1 million gallons of Corexit® dispersant were applied over approximately 300 square miles of oiled surface waters in the GOM and 771,000 gallons were injected directly into the oil free-flowing from the wellhead 5,100 feet beneath the surface (National Commission on the BP Deepwater Horizon Oil Spill and Offshore Drilling 2010). Corexit® 9527 comprised approximately 215,000 gallons (~11%) of the total dispersant volume applied to the surface oil slick and was discontinued on May 22. The unprecedented volume of chemical dispersants used to combat the DWH oil spill elicited public concerns for the health of responders, coastal communities, marine life, and the safety of seafood from impacted areas of the GOM. This document will address the latter of these concerns

The correlation between far-IR and radio continuum emission from spiral galaxies

A sample of 30 galaxies selected for their intense IRAS flux at 60 and 100 micron using the Arecibo telescope at 21 cm to measure the continuum and HI line luminosities were observed. The centimeter wave continuum correlates very well with the far-infrared flux, with a correlation coefficient as high as that found for other samples, and the same ratio between FIR and radio luminosities. Weaker correlations are seen between the FIR and optical luminosity and between the FIR and radio continuum. There is very little correlation between the FIR and the HI mass deduced from the integral of the 21 cm line. The strength of the radio continuum correlation suggests that there is little contribution to either the radio and FIR from physical processes not affecting both. If they each reflect time integrals of the star formation rate then the time constants must be similar, or the star formation rate must change slowly in these galaxies

Forces and Moments on Sphere-Cone Bodies in Newtonian Flow

The static longitudinal aerodynamic characteristics of a family of sphere-cone combinations (fineness ratios from 1.0 to 6.0) were computed by means of Newtonian impact theory. The effects of angle of attack, fineness ratio, and center-of-gravity location are shown. The results indicate that, with the center of gravity at or near the center of volume, the sphere-cone combinations are statically stable at trim points that provide low to moderate lift-drag ratios. In general, the lift-drag ratio increased with increasing fineness ratio. As an example, with the center of gravity at the center of volume, the lift-drag ratio at trim was increased from approximately 0.05 to 0.56 by increasing the fineness ratio from 1.2 to 6.0

The Effect of Moment of Area Rule Modifications on the Drag, Lift and Pitching Moment Characteristics of an Unswept Aspect Ratio 6 Wing and Body Combination

An experimental investigation was conducted to determine the effect of moment-of-area-rule modifications on the drag, lift, and pitching-moment characteristics of a wing-body combination with a relatively high aspect-ratio unswept wing. The basic configuration consisted of an aspect-ratio-6 wing with a sharp leading edge and a thickness ratio of 0.06 mounted on a cut-off Sears-Haack body. The model with full moment-of-area-rule modifications had four contoured pods mounted on the wing and indentations in the body to improve the longitudinal distributions of area and moments of area. Also investigated were modifications employing pods and indentations that were only half the size of the full modifications and modifications with partial body indentations. The models were tested at angles of attack from -2 deg to +12 deg at Mach numbers from 0.6 to 1.4. In general, the moment-of-area-rule modifications had a large effect on the drag characteristics of the models but only a small effect on their lift and pitching-moment characteristics. The modifications provided substantial reductions in the zero-lift drag at transonic and low supersonic speeds, but at subsonic speeds the drag was increased. Near Mach number 1.0, the model with full modification provided the greatest reduction in drag, but at the highest test Mach numbers the half modification gave the largest drag reduction. In general, the percent reductions of zero- lift drag obtained with the aspect-ratio-6 wing were as great or greater than those previously obtained with aspect-ratio-3 wings. The effect of the modifications on the drag due to lift was small except at Mach num- bers below 0.9 where the modified models had higher drag-rise factors. Above Mach number 0.9, the modified models had higher lift-drag ratios than the basic model. The modified models also had higher lift curve slopes and generally were slightly more stable than the basic configuration

Effect of Tail Surfaces on the Base Drag of a Body of Revolution at Mach Numbers of 1.5 and 2.0

Wind-tunnel tests were performed at Mach numbers of 1.5 and 2.0 to investigate the influence of tail surfaces on the base drag of a body of revolution without boattailing and having a turbulent boundary layer. The tail surfaces were of rectangular plan form of aspect ratio 2.33 and has symmetrical, circular-arc airfoil section. The results of the investigation showed that the addition of these tail surfaces with the trailing edges at or near the body base incurred a large increase in the base-drag coefficient. For a cruciform tail having a 10-percent-thick airfoil section, this increase was about 70 percent at a Mach number of 1.5 and 35 percent at a Mach number of 2.0. As the trailing edge of the tail was moved forward or rearward of the base by about one tail-chord length, the base-drag increment was reduced to nearly zero. The increments in base-drag coefficient due to the presence of 10-percent-thick tail surfaces were generally twice those for 5-percent-thick surfaces. The base-drag increments due to the presence of a cruciform tail were less than twice those for a plane tail. An estimate of the change in base pressure due to the tail surfaces was made, based on a simple superposition of the airfoil-pressure field onto the base-pressure field behind the body. A comparison of the results with the experimental values indicated that in most cases the trend in the variation of the base-drag increment with changes in tail position could be predicted by this approximate method but that the quantitative agreement at most tail locations was poor