Strategic and operational decision making in the multi-mission U.S. Coast Guard : a first look

Thesis (S.M.)--Massachusetts Institute of Technology, Sloan School of Management, 2008.This electronic version was submitted by the student author. The certified thesis is available in the Institute Archives and Special Collections.Includes bibliographical references (leaves 128-135).The U.S. Coast Guard performs a diverse array of missions ensuring the maritime safety and security of America as well as the stewardship of her maritime resources. It efficiently and competently performs these missions along America's coasts, internal federal waters, and overseas every day. Conduct of these missions generates significant public value in the form of safe and efficient maritime commerce systems, the security and integrity of our nation's maritime borders, the protection of natural resources, and in lives saved. This thesis evaluates and, where possible, quantifies the value of Coast Guard services performed to enable a strategic comparison, across missions, of services delivered. This was accomplished by researching, evaluating, and consolidating relevant government and industry analyses and valuations of Coast Guard services and related services performed by other entities. In addition, this thesis summarizes and evaluates the process used by the Coast Guard to develop, communicate, and modify its operational planning to achieve service level goals across multiple mission areas.by Frank R. Parker.S.M

Ecological baselines

Historical baselines for Oregon's coastal resources: what was the Oregon coast like in the past? / Roberta L. Hall -- Prehistoric baselines / Roberta L. Hall -- Shifting salmon baselines / Courtland L. Smith, Jennifer S. Gilden, Karina Lorenz Mrakovcich -- The sea otter in Oregon's past and present / David R. Hatch -- Purple sea urchins, Strongylocentrotus purpuratus, along the Oregon coast / Thomas A. Ebert -- Reflections on baselines and restoration / Roberta L. Hall.editor: Roberta L. Hall (Emeritus Professor, Department of Anthropology, Oregon State University) ; contributing authors: Thomas A. Ebert (Emeritus Professor, Department of Biology, San Diego State University), Jennifer S. Gilden (Associate Staff Officer, Communications and Information, Pacific Fishery Management Council), Roberta L. Hall (Emeritus Professor, Department of Anthropology, Oregon State University), David R. Hatch (Founding member, the Elakha Alliance; member, the Confederated Tribes of the Siletz Indians), Karina Lorenz Mrakovcich (Professor, Science Department, U.S. Coast Guard Academy), Courtland L. Smith (Emeritus Professor, School of Language, Culture, and Society, Oregon State University).This archived document is maintained by the State Library of Oregon as part of the Oregon Documents Depository Program. It is for informational purposes and may not be suitable for legal purposes.Includes bibliographical references.Mode of access: Internet from the Oregon Government Publications Collection.Text in English

Chemical data quantify Deepwater Horizon hydrocarbon flow rate and environmental distribution

Author Posting. © The Author(s), 2011. This is the author's version of the work. It is posted here by permission of National Academy of Sciences for personal use, not for redistribution. The definitive version was published in Proceedings of the National Academy of Sciences of the United States of America (2012), doi:10.1073/pnas.1110564109.Detailed airborne, surface, and subsurface chemical measurements, primarily obtained in May and June 2010, are used to quantify initial hydrocarbon compositions along different transport pathways – in deep subsurface plumes, in the initial surface slick, and in the atmosphere – during the Deepwater Horizon (DWH) oil spill. Atmospheric measurements are consistent with a limited area of surfacing oil, with implications for leaked hydrocarbon mass transport and oil drop size distributions. The chemical data further suggest relatively little variation in leaking hydrocarbon composition over time. While readily soluble hydrocarbons made up ~25% of the leaking mixture by mass, subsurface chemical data show these compounds made up ~69% of the deep plume mass; only ~31% of deep plume mass was initially transported in the form of trapped oil droplets. Mass flows along individual transport pathways are also derived from atmospheric and subsurface chemical data. Subsurface hydrocarbon composition, dissolved oxygen, and dispersant data are used to provide a new assessment of release of hydrocarbons from the leaking well. We use the chemical measurements to estimate that (7.8±1.9) x106 kg of hydrocarbons leaked on June 10, 2010, directly accounting for roughly three-quarters of the total leaked mass on that day. The average environmental release rate of (10.1 ± 2.0) x106 kg/day derived using atmospheric and subsurface chemical data agrees within uncertainties with the official average leak rate of (10.2 ± 1.0) x106 kg/day derived using physical and optical methods.This research was supported by the National Science Foundation through grants to D. Blake (AGS-1049952), J. Kessler (OCE-1042650 and OCE-0849246), D. Valentine (OCE-1042097 and OCE-0961725), E. Kujawinski (OCE-1045811), and R. Camilli (OCE-1043976), by U.S. Coast Guard contract to R. Camilli (Contract HSCG3210CR0020), and by U.S. Department of Energy grant to D. Valentine (DE- NT0005667). The August, September, and October research cruises were funded by NOAA through a contract with Consolidated Safety Services, Incorporated. The NOAA P-3 oil spill survey flights were funded in part by NOAA and in part by a U.S. Coast Guard Pollution Removal Funding Authorization to NOAA

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.

Consideration for UNOLS treatment of ORVs as Public Vessels

This document reviews the legal standards providing differential treatment of “public vessel” under federal regulations, including regulatory definitions of that term. In addition, it reviews language in key international legal instruments that provide similar special treatment for selected vessels owned by governments. This document is a supplement to Status of the U.S. Academic Research Fleet as Public Vessels under U.S. and International Law, which discusses the application of these and other legal authorities relevant to a determination of whether U.S. academic research fleet vessels are public vessels. The authorities presented here are separated by issuing agency (for regulatory citations). International authorities are presented separately. This document is to be used for research purposes only and is not legal advice

LORAN-C, an overview

LORAN-C a highly accurate radio navigation positioning system which operates at an assigned frequency of 10 kHz, and provides phase-coded pulses to develop hyperbolic time-difference lines-of-position (LOP's) was evaluated. LORAN-C provides precise time and time interval to within plus or minus 5 microseconds of UTC. The steps taken to plan, install, operate, and maintain the LORAN-C system up to the year 2000 are discussed. Topics included in the discussion were: theory of operation, timing, chain lanning, group repetition interval, coding delay versus emission delay, chain calibration, chart verification, system accuracy, signal reliability, and future developments

A Method for Modeling Low-Probability, High- Consequence Risk Events: Vessel Traffic on the Lower Mississippi River

[Excerpt] A variety of commodities, from chlorine to corn and petroleum to passengers, are transported on the lower Mississippi River regularly. Corn, wheat and coal are the most commonly carried commodities. From a human health and safety perspective, these are relatively benign products in that a vessel accident and spill of these are not directly hazardous to people, whatever other ecological disturbances may ensue. However, over eighty million tons of petroleum products are transported on the river annually. Over a million tons of liquid natural gas traverse the river through the center of New Orleans. Additionally, over 400,000 tons of ammonium nitrate2 pass through the center of Baton Rouge annually. The potential for a technological disaster is certainly present […] The vast majority of the literature relevant to the question of vessel accident risk concerns the question of on-board causes of vessel accidents. It is assumed that the predictors of which vessel will have an accident are on-board the vessel (i.e., vessel and crew characteristics). The most commonly cited on-board hazards include: the size of the vessel; the age of the vessel; the length of the vessel; whether the vessel is single or double hulled; the maintenance of the vessel; the classification society under which the vessel is registered; the type of ownership; the history of ownership; where the vessel is flagged (i.e., flag of convenience or traditional maritime nation); license qualifications of mates and engineers; the vessel’s casualty history; the vessel’s history of violations; whether the vessel has system (e.g., steering) redundancy; and personnel history (including manning levels and the comparison of the present levels of manning with that of the vessel in the past and with similar type vessels)