Where Are the Pacific Garbage Patches Located?

Microplastics, small plastics less than 5 millimeters long, are an increasingly common type of marine debris found in the water column (including the “garbage patches”) and on shorelines around the world. Based on research to date, most commonly used plastics do not fully degrade in the ocean and instead break down into smaller and smaller pieces. (NOAA Marine Debris Program)

The Pacific Ocean is massive. It’s the world’s largest and deepest ocean, and if you gathered up all of the Earth’s continents, these land masses would fit into the Pacific basin with a space the size of Africa to spare.

While the Pacific Ocean holds more than half of the planet’s free water, it also unfortunately holds a lot of the planet’s garbage (much of it plastic). But that trash isn’t spread evenly across the Pacific Ocean; a great deal of it ends up suspended in what are commonly referred to as “garbage patches.”

A combination of oceanic and atmospheric forces causes trash, free-floating sea life (for example, algae, plankton, and seaweed), and a variety of other things to collect in concentrations in certain parts of the ocean. In the Pacific Ocean, there are actually a few “Pacific garbage patches” of varying sizes as well as other locations where marine debris is known to accumulate.

The Eastern Pacific Garbage Patch (aka “Great Pacific Garbage Patch”)

In most cases when people talk about the “Great Pacific Garbage Patch,” they are referring to the Eastern Pacific garbage patch. This is located in a constantly moving and changing swirl of water roughly midway between Hawaii and California, in an atmospheric area known as the North Pacific Subtropical High.

NOAA National Weather Service meteorologist Ted Buehner describes the North Pacific High as involving “a broad area of sinking air resulting in higher atmospheric pressure, drier warmer temperatures and generally fair weather (as a result of the sinking air).”

This high pressure area remains in a semi-permanent state, affecting the movement of the ocean below. “Winds with high pressure tend to be light(er) and blow clockwise in the northern hemisphere out over the open ocean,” according to Buehner.

As a result, plastic and other debris floating at sea tend to get swept into the calm inner area of the North Pacific High, where the debris becomes trapped by oceanic and atmospheric forces and builds up at higher concentrations than surrounding waters. Over time, this has earned the area the nickname “garbage patch”—although the exact content, size, and location of the associated marine debris accumulations are still difficult to pin down.

This map is an oversimplification of ocean currents, features, and areas of marine debris accumulation (including “garbage patches”) in the Pacific Ocean. There are numerous factors that affect the location, size, and strength of all of these features throughout the year, including seasonality and El Nino/La Nina. (NOAA Marine Debris Program)

The Western Pacific Garbage Patch

On the opposite side of the Pacific Ocean, there is another so-called “garbage patch,” or area of marine debris buildup, off the southeast coast of Japan. This is the lesser known and studied, Western Pacific garbage patch. Southeast of the Kuroshio Extension (ocean current), researchers believe that this garbage patch is a small “recirculation gyre,” an area of clockwise-rotating water, much like an ocean eddy (Howell et al., 2012).

North Pacific Subtropical Convergence Zone

While not called a “garbage patch,” the North Pacific Subtropical Convergence Zone is another place in the Pacific Ocean where researchers have documented concentrations of marine debris. A combination of oceanic and atmospheric forces create this convergence zone, which is positioned north of the Hawaiian Islands but moves seasonally and dips even farther south toward Hawaii during El Niño years (Morishige et al., 2007, Pichel et al., 2007). The North Pacific Convergence Zone is an area where many open-water marine species live, feed, or migrate and where debris has been known to accumulate (Young et al. 2009). Hawaii’s islands and atolls end up catching a notable amount of marine debris as a result of this zone dipping southward closer to the archipelago (Donohue et al. 2001, Pichel et al., 2007).

But the Pacific Ocean isn’t the only ocean with marine debris troubles. Trash from humans is found in every ocean, from the Arctic (Bergmann and Klages, 2012) to the Antarctic (Eriksson et al., 2013), and similar oceanic processes form high-concentration areas where debris gathers in the Atlantic Ocean and elsewhere.

You can help keep trash from becoming marine debris by (of course) reducing, reusing, and recycling; by downloading the NOAA Marine Debris Tracker app for your smartphone; and by learning more at http://marinedebris.noaa.gov.

Carey Morishige, Pacific Islands regional coordinator for the NOAA Marine Debris Program, also contributed to this post.

Literature Cited

Bergmann, M. and M. Klages. 2012. Increase of litter at the Arctic deep-sea observatory HAUSGARTEN. Marine Pollution Bulletin, 64: 2734-2741.

Donohue, M.J., R.C. Boland, C.M. Sramek, and G.A Antonelis. 2001. Derelict fishing gear in the Northwestern Hawaiian Islands: diving surveys and debris removal in 1999 confirm threat to coral reef ecosystems. Marine Pollution Bulletin, 42 (12): 1301-1312.

Eriksson, C., H. Burton, S. Fitch, M. Schulz, and J. van den Hoff. 2013. Daily accumulation rates of marine debris on sub-Antarctic island beaches. Marine Pollution Bulletin, 66: 199-208.

Howell, E., S. Bograd, C. Morishige, M. Seki, and J. Polovina. 2012. On North Pacific circulation and associated marine debris concentration. Marine Pollution Bulletin, 65: 16-22.

Morishige, C., M. Donohue, E. Flint, C. Swenson, and C. Woolaway. 2007. Factors affecting marine debris deposition at French Frigate Shoals, Northwestern Hawaiian Islands Marine National Monument, 1990-2002. Marine Pollution Bulletin, 54: 1162-1169.

Pichel, W.G., J.H. Churnside, T.S. Veenstra, D.G. Foley, K.S. Friedman, R.E. Brainard, J.B. Nicoll, Q. Zheng and P. Clement-Colon. 2007. Marine debris collects within the North Pacific Subtropical Convergence Zone [PDF]. Marine Pollution Bulletin, 54: 1207-1211.

Young L. C., C. Vanderlip, D. C. Duffy, V. Afanasyev, and S. A. Shaffer. 2009. Bringing home the trash: do colony-based differences in foraging distribution lead to increased plastic ingestion in Laysan albatrosses? PLoS ONE 4 (10).

NOAA Heritage Week 2013

NOAA’s heritage stretches back far: The NOAA Coast and Geodetic Survey Steamer PATTERSON was in service on the Pacific Ocean from 1884-1919. It’s shown here in Wailuku, Hawaii, in 1913. (NOAA)

It’s NOAA Heritage Week: Explore your world and learn how NOAA—the National Oceanic and Atmospheric Administration—takes the pulse of the planet every day and protects and manages ocean and coastal resources.

The week of Feb. 4, NOAA is hosting a series of free lunchtime presentations at the Gateway to NOAA exhibit on a variety of timely topics. It started with ocean acidification’s effects on oysters and ends Friday with microscopic images of ocean life. Gateway to NOAA is located at 1325 East-West Highway in Silver Spring, Maryland.

NOAA Heritage Week Open House in Maryland

Join us on NOAA’s Silver Spring, Maryland, campus on Saturday, Feb. 9 from 9 a.m. to 4 p.m. for free activities, including engaging talks by NOAA experts, interactive exhibits, special tours, and hands-on activities for ages 5 and up.

Meet and talk with scientists, weather forecasters, hurricane hunter pilots, and others who work to understand our environment, protect life and property, and conserve and protect natural resources. Look forward to making origami whales, viewing seahorse X-rays, building an ocean buoy, or getting “shocked” learning about lightning safety with NOAA.

Visit www.noaa.gov/openhouse for details. Adults, please bring a photo ID to enter this federal facility.

Protecting America’s Heritage

In communities across America, NOAA is preserving the nation’s heritage. For example, NOAA promotes the message that our heritage resources belong to everyone, and that we all have a role to play in preserving them for future generations. NOAA’s Florida Keys National Marine Sanctuary offers a Web-based shipwreck trail that highlights the region’s rich maritime history and encourages the public to visit the Keys and dive the trail’s nine carefully chosen, mapped, and interpreted sites. Learn more at http://preserveamerica.noaa.gov/welcome.html.

Digging for Data at the Alaska Marine Science Symposium

This is a post by NOAA Environmental Scientist Dr. Amy Merten.

The ShoreZone project photographs, maps, and collects information about Pacific Northwest shorelines, like in this view of Kruzof Island, Sitka Sound, Alaska. (NOAA Fisheries)

As Chief of the Spatial Data Branch in NOAA’s Office of Response and Restoration, my focus is all about data. In particular, that means figuring out how to access data related to oil spills: the type of information useful for planning before a spill and for the response, environmental injury assessment, and restoration after a spill. Once we get that data, which often comes from other science agencies, universities, and industry, we can then ingest it into Arctic ERMA^®, NOAA’s online mapping tool for environmental disaster data. While at the Alaska Marine Science Symposium this week, I have spent much of my time working with experts who provide and manage that kind of data.

For example, the Alaska Ocean Observing System (AOOS) provides real-time and historical coastal data to multiple stakeholders, including NOAA for Arctic ERMA. AOOS is also the host for the newly signed data-sharing agreement [PDF] between NOAA and three oil companies (Shell, ConocoPhillips, and StatOil). These companies have agreed to share the physical oceanographic, geological, and biological data they have been collecting near areas of Arctic offshore oil and gas activities since 2009. This is an unprecedented amount of data that the industry now is sharing with the federal government and the public. The data are available at www.aoos.org.

A view of Anchorage from the Alaska Marine Science Symposium. (NOAA)

My colleague and our Arctic ERMA geographic information system (GIS) expert, Zach Winters-Staszak, attended the Arctic Mapping Workshop sponsored by our partners at the University of Alaska Fairbanks GINA program. Their geographic information network gives us access to high-resolution base maps, imagery, high frequency radar, ice radar, webcams, and more.  Zach learned about new data sets and new ways for pulling high impact data into Arctic ERMA.

Another helpful information source I learned more about was NOAA’s ShoreZone project.  ShoreZone [PDF] is a popular Pacific Northwest dataset of high-resolution aerial videos and photographs of the shoreline in Alaska, British Columbia, Washington, and Oregon at extreme low tide. The photos and videos are augmented with habitat classifications of the different zones along the shoreline, such as salt marsh or kelp beds. We already pull in ShoreZone data layers into our Arctic and Pacific Northwest ERMA sites.

These data are valuable for preparedness and response to oil spills and for understanding places where oil and marine debris may accumulate naturally. It’s especially useful for understanding what the shoreline might look like before going out to survey for signs of oil or marine debris accumulation. It can help you decide how you’re going to access the shore (boat, helicopter, on foot) and what you might expect to find. ShoreZone surveyed the Kotzebue and North Slope regions of the Alaskan Arctic this past summer, which we’re excited to draw into Arctic ERMA when they are available.

Read more about Arctic ERMA and our plans for this environmental data tool.

Dr. Amy Merten is pictured here with children from the Alaskan village of Kivalina. She was in Alaska for an oil spill workshop in the village of Kotzebue.

Amy Merten is the Spatial Data Branch Chief in NOAA’s Office of Response and Restoration. Amy developed the concept for the online mapping tool ERMA (Environmental Response Mapping Application). ERMA was developed in collaboration with the University of New Hampshire. She expanded the ERMA team at NOAA to fill response and natural resource trustee responsibilities during the 2010 Deepwater Horizon/BP oil spill. Amy oversees data management of the resulting oil spill damage assessment. She received her doctorate and master’s degrees from the University of Maryland.

Japan Confirms Dock on Washington Coast Is Tsunami Marine Debris

January 3, 2013 — A worker uses a 30% bleach spray to decontaminate and reduce the spread of possible marine invasive species on the Japanese dock which made landfall on Washington’s Olympic Peninsula in December 2012. (Washington Department of Fish and Wildlife/Allen Pleus)

The Japanese Consulate has confirmed that a 65-foot, concrete-and-foam dock that washed ashore in Washington’s Olympic National Park in late December 2012 is in fact one of three* docks from the fishing port of Misawa, Japan. These docks were swept out to sea during the earthquake and tsunami off of Japan in March 2011, and this is the second dock to be located. The first dock appeared on Agate Beach near Newport, Ore., in June 2012.

Using our trajectory forecast model, NOAA’s Office of Response and Restoration helped predict the approximate location of the dock after an initial sighting reported it to be floating somewhere off of Washington’s Olympic Peninsula. When the dock finally came aground, it ended up both inside the bounds of NOAA’s Olympic Coast National Marine Sanctuary and a designated wilderness portion of Olympic National Park.

In order to minimize damage to the coastline and marine habitat, federal agencies are moving forward with plans to remove the dock. In addition to being located within a designated wilderness portion of Olympic National Park, the dock is also within NOAA’s Olympic Coast National Marine Sanctuary and adjacent to the Washington Islands National Wildlife Refuge Complex. (National Park Service)

According to the Washington State Department of Ecology, representatives from Olympic National Park, Washington State Department of Fish and Wildlife, and Washington Sea Grant Program have ventured out to the dock by land several times to examine, take samples, and clean the large structure.

Initial results from laboratory testing have identified 30-50 plant and animal species on the dock that are native to Japan but not the United States, including species of algae, seaweed, mussels, and barnacles.

In addition to scraping more than 400 pounds of organic material from the dock, the team washed its heavy side bumpers and the entire exterior structure with a diluted bleach solution to further decontaminate it, a method approved by the National Park Service and Olympic Coast National Marine Sanctuary.

Government representatives are examining possible options for removing the 185-ton dock from this remote and ecologically diverse coastal area.

Look for more information and updates on Japan tsunami marine debris at http://marinedebris.noaa.gov/tsunamidebris/.

*[UPDATE 4/5/2013: This story originally stated that four docks were missing from Misawa, Japan and that "the first dock was recovered shortly afterward on a nearby Japanese island." We now know only three docks were swept from Misawa in the 2011 tsunami and none of them were found on a Japanese island.]

Looking out for Sea Lions and Salmon Before a Grounded Rig Could Spill a Drop of Oil

This is a post by OR&R’s Alaska Regional Coordinator Dr. Sarah Allan.

Here you can see the rocky coast and habitats near where the conical drilling unit Kulluk sat aground on the southeast shore of Sitkalidak Island about 40 miles southwest of Kodiak City, Alaska, in 40 mph winds and 20-foot seas on Tuesday, Jan. 1, 2013. (U.S. Coast Guard)

Fortunately, when Royal Dutch Shell’s offshore drilling platform, the Kulluk, ran aground on a remote Alaskan island on New Year’s Eve, it did not lead to an oil spill. However, the rig held 140,000 gallons of diesel fuel, and throughout the response, the potential for a spill remained a concern.

This was especially true because the Kulluk was located in an area with many sensitive natural resources, including harbor seals, marine birds, critical habitat for Steller sea lions, and salmon streams. On top of that, pacific cod and tanner crab harvests take place in that part of Sitkalidak Island, south of Kodiak. Subsistence foragers from the Old Harbor Native village harvest razor clams from a bed near the grounding site.

In light of the potential for an oil spill, restoration specialists from NOAA’s Office of Response and Restoration, collaborating with federal and state natural resource trustees, began planning an assessment of the possible harm to natural resources. What if the oil did spill and impact those natural resources? How would we determine what was injured and how badly?

Spill Today, Gone Tomorrow

One of the first steps in this planning effort was to consider where the diesel might go if it spilled and what natural resources it might impact. Spill responders—those considering oil cleanup options—often see diesel spills as less of a concern than spills that involve thicker, heavier oils. This is due to the way that diesel acts when it is spilled on the ocean surface; most of it evaporates into the air and disperses into the water in a few hours, especially in high winds and waves. In this case, NOAA scientists estimated that almost all of the Kulluk’s diesel would evaporate or disperse in 4–5 hours if it spilled. This means there would be very little oil for cleanup workers to try to recover from the water’s surface.

The Kulluk was grounded near shore and, in the event of a spill, the wind and waves would have pushed the diesel towards the shoreline. In this scenario, diesel could have impacted nearby ocean areas, beaches, rocky shorelines, and stream outlets. The Unified Command took precautionary measures during the grounding and removal of the Kulluk, which included placing containment boom across the mouths of streams in the area to keep out any potentially spilled diesel.

A Toxic Shock

A life raft belonging to the conical drilling unit Kulluk, sits on the beach adjacent to the rig 40 miles southwest of Kodiak City, Thursday, Jan. 3, 2012. (U.S. Coast Guard)

Though diesel may not remain for very long in the environment, it is very toxic to many aquatic species. A diesel fuel spill would have had an immediate and negative effect on the environment. In high seas, like those around the grounded Kulluk, as much as 90 percent of the diesel would disperse into the water. The dispersed diesel could affect marine organisms that live in the water column, on the ocean bottom, or along the shoreline.

Past spills of comparable fuels in similar marine environments have killed large numbers of organisms living in the water column or on the ocean bottom in the area where the oil was released: the barge North Cape grounded and spilled oil off Rhode Island during bad weather in 1996, and the ship Tampico Maru grounded and spilled diesel on a remote, rough shoreline in Northern Baja California in 1957.

Diesel is acutely toxic to many zooplankton, bivalve, and crustacean species as well as unhatched and young salmon. Organisms can become “tainted” when they are either exposed to diesel at levels that don’t kill them (sublethal) or when they eat other organisms exposed to those levels. In that case, responders would test seafood for safety, and those of us evaluating environmental damages would assess marine organisms’ exposure levels with additional testing. Even these sublethal exposures can cause toxic effects that need to be considered in a damage assessment.

While initially preparing for a potential damage assessment, we focused on planning for water, sediment, and bivalve (razor clams and blue mussels) sampling as well as on planning shoreline assessments for evidence of injured or dead animals. If we could do this sampling before and/or immediately after a spill, we would have a more accurate assessment of damages to natural resources. Assessing exposure and injury to natural resources is time sensitive, especially in the case of a short-lived contaminant like diesel.

Weather Or Not

However, the far-flung location of the grounding site, as well as the harsh weather conditions, would make sampling in the area challenging. Our planning had to address those logistical challenges. That meant having resources and personnel standing by 40 miles away in Kodiak City, Alaska; arranging for transportation to the site of the rig; securing permission to access the area, and procuring the resources we needed to sample. Given the conditions, accessing the site would have required a helicopter or boat trip to the island and overland transit through grizzly bear habitat, across rough terrain, and private property.

Again, we’re happy that the diesel aboard the Kulluk stayed in its tanks while the rig was grounded and moved off of Sitkalidak Island. But new opportunities for oil drilling, commerce, and tourism in the Arctic are expected to bring more marine traffic through these areas. That creates more opportunities for accidents. It is important for us to be prepared to undertake a natural resource damage assessment in the event of an oil spill. Understanding what is at risk, what to expect from the particular oil spilled, and how it all fits in a specific environment is the first step.

Dr. Sarah Allan.

Dr. Sarah Allan has been working with NOAA’s Office of Response and Restoration Emergency Response Division and as the Alaska Regional Coordinator for the Assessment and Restoration Division, based in Anchorage, Alaska, since February, 2012. Her work focuses on planning for natural resource damage assessment and restoration in the event of an oil spill in the Arctic.

Rig Refloated: Update on Efforts to Mobilize Grounded Drill Rig Kulluk in Alaska

A U.S. Coast Guard aerial survey reveals the rugged, remote landscape and the conical drilling unit Kulluk, grounded 40 miles southwest of Kodiak City, Alaska. Two orange life rafts are visible on the beach adjacent to the rig. Thursday, Jan. 3, 2012. (U.S. Coast Guard)

UPDATE JANUARY 11, 2013:

The Kulluk was refloated at approximately 2:10 a.m. Eastern Standard Time, and the tug Aiviq successfully towed the Kulluk to nearby Kiliuda Bay, an intermediate safe harbor of Kodiak Island. Here is video of the rig being towed:

Weather permitting, the U.S. Coast Guard is scheduled to perform an aerial survey at first light to look for any signs of an oil sheen from the rig. Response teams have not detected any oil discharge; both fuel tank soundings taken aboard the Kulluk and infrared equipment trained on the water around the rig as it is being towed indicate that all of the Kulluk‘s oil is still on board.

You can find further updates at the Unified Command’s website: http://www.kullukresponse.com/.

———

In the narrow window of daylight and safe weather in the Gulf of Alaska, a 12-person salvage team was able to land on the grounded Dutch Royal Shell drilling rig Kulluk on Thursday, January 3, 2013. They were able to complete their assessment of the rig, and while those results are still pending, they reported again no sightings of oil around the large conical rig. Late on December 31, 2012, during the return transit to Seattle, Wash., for winter maintenance, severe weather and heavy seas forced the Kulluk aground on Sitkalidak Island, just off the larger Alaskan island of Kodiak.

NOAA’s Office of Response and Restoration (OR&R) has been supporting the U.S. Coast Guard in its response to this grounding. Currently, the response’s focus is on being thoroughly prepared to refloat the Kulluk and move it to a safe harbor nearby. As a result, the Unified Command has flown in significant amounts of salvage and safety gear. The salvage team’s attempt to remobilize the rig will depend on having all the proper equipment in place and a window of good weather for operations. Because the Kulluk’s fuel tanks holding the approximately 140,000 gallons of diesel appear protected in the interior of the rig, the salvage team is not planning to remove the oil prior to relocating the rig.

At this time, NOAA has six people in the command post, based in Anchorage, Alaska:

• An OR&R Scientific Support Coordinator involved in contingency planning to minimize environmental risks during the response.
• An OR&R natural resource specialist assisting the Scientific Support Coordinator.
• An OR&R information management specialist.
• A National Weather Service incident meteorologist collaborating with the Unified Command on custom weather forecasts for the rig grounding area.
• A National Marine Fisheries Service biologist helping reduce impacts of the response operations on nearby marine mammals, such as the endangered Steller sea lion.
• An Office of Coast Survey specialist providing detailed nautical charts and data as well as helping identify suitable safe harbors in the area for relocating the rig.

Here is video from a Coast Guard helicopter survey of the grounded Kulluk from January 2, 2013, showing some of the rough conditions the response is forced to deal with.

For the latest updates from the Unified Command for this incident, visit https://www.piersystem.com/go/site/5507/ and https://twitter.com/KullukResponse.

NOAA Responds to Shell Drilling Rig Kulluk Grounding in Gulf of Alaska

Waves crash over the mobile offshore drilling unit Kulluk where it sits aground on the southeast side of Sitkalidak Island, Alaska, Jan. 1, 2013. (U.S. Coast Guard)

UPDATED JANUARY 4, 2013 — The mobile drilling unit Kulluk, Shell Oil’s 266-foot-long floating drill rig, has run aground off the coast of Kodiak Island, Alaska, after encountering severe weather while being towed from Dutch Harbor, Alaska. NOAA’s Office of Response and Restoration is supporting the U.S. Coast Guard in its response to the grounding.

Two tugboats were towing the Kulluk from where it was drilling in the Beaufort Sea south to Seattle, Wash., for winter maintenance when beginning on December 28 the tugs suffered engine trouble and lost connection to the rig in heavy weather and seas approximately 25 miles south of Kodiak Island. The towlines were temporarily reestablished. However, as the towing vessels were guiding the Kulluk to a place of refuge at the west end of Sitkalidak Strait, approximately 20 miles away, stormy weather caused the main tug to lose its connection again and the rig was allowed to drift aground in heavy seas.

Our Scientific Support Coordinator for Alaska is providing modeling products to the Coast Guard in case the approximately 140,000 gallons of diesel fuel aboard the rig start to leak out. He also has been coordinating custom local weather forecasts with the National Weather Service and has participated in one of several aerial surveys of the grounded rig. We have sent an information management specialist to assist at the incident command post in Anchorage, Alaska, and have been gathering data as it becomes available into Arctic ERMA, NOAA’s online GIS tool for environmental disaster response.

As of the evening of January 2, the response has completed a partial assessment of the condition of the rig and fuel tanks, which was hampered by inclement conditions. No leaking oil has been sighted, and the drilling rig appears intact where it grounded near the rocky shoreline. The next step is to finish the assessment and plan to remobilize the rig. Of note is the fact that the shores of Kodiak Island, where the rig grounded, fall within critical habitat for the endangered Steller sea lion.

View from Arctic ERMA showing the location of the drilling rig Kulluk aground on Sitkalidak Island, Alaska, and critical habitat for Steller sea lions. Click to enlarge.

State and federal agencies have been evaluating harm to natural resources from a potential release of diesel fuel from the Kulluk. The rig is located close to two salmon streams, an area where razor clams are harvested for subsistence use, and a planned tanner crab fishery expected to open on January 15. Sampling clams, sediment, and water around the rig would allow NOAA to evaluate harm if fuel would be released and possibly contaminated the surrounding area.  However, because the area is remote, traveling there to perform these samples would be challenging.

For official updates from the Unified Command for this incident, visit https://www.piersystem.com/go/site/5507/ and https://twitter.com/KullukResponse.

NOAA Tracks Path of Possible Japan Tsunami Dock off Washington Coast

This is a post by Amy MacFadyen, oceanographer and modeler in the Office of Response and Restoration’s Emergency Response Division.

The dock washed up on the rocky northern coast of Washington state, as viewed from a U.S. Coast Guard helicopter on December 18, 2012. (U.S. Coast Guard)

As a NOAA oceanographer working in pollution response, part of my job is to predict where pollutants (mostly oil) spilled into the ocean will end up. Sometimes I am asked to forecast possible paths, or trajectories, for other objects spotted at sea—such as a large dock recently reported to be floating off the coast of Washington state, approximately 16 nautical miles northwest of Grays Harbor.

We suspect [Editor's note 1/18/13: Japan has confirmed this as a piece of tsunami debris.] that this dock began its oceanic journey in March of 2011 at the Port of Misawa, Japan, following the devastating Tōhoku earthquake and subsequent tsunami. Three* docks were ripped away from this port.  After approximately 15 months at sea, one of the docks turned up on Agate Beach near Newport, Ore., in June 2012. A second dock suspected** to be from Misawa was spotted offshore of the Hawaiian Islands in September. The vast difference in the paths of these three docks is a good illustration of how turbulent ocean currents and winds can scatter widely objects floating at sea.

When this latest dock was spotted on Friday, December 14, we at NOAA were asked to forecast where winds and currents might move the dock over the next few days. The dock is a large, unlit, concrete structure and hence posed a significant hazard to navigation. Furthermore, with stormy weather and strong onshore winds in the forecast, it seemed likely the dock would end up on the beach. Many beaches along the northern Washington coast are quite remote, varying from sandy or rocky beaches to cliffs dropping right down to the water. Depending on where the dock came ashore, access could prove difficult and might allow possible invasive species hitching a ride on the dock time to spread into local ecosystems. To be better prepared to take action, we needed to know where and when the dock might come ashore so it could be located quickly.

In order to predict the trajectory of an object floating at sea, we require forecasts of winds and ocean currents. Those of us who live in the Pacific Northwest are especially familiar with the difficulty involved in predicting the weather. Although weather forecasts are generally reliable for the first few days of a forecast period, a forecast always contains some uncertainty which tends to increase over time. For example, this weekend’s weather forecast is generally more accurate than next weekend’s forecast.

Forecasting ocean currents faces similar difficulties, which may be compounded by a lack of observations. There are few (if any) direct measurements of real-time ocean currents on the Washington coast. In addition, there is further uncertainty about how a floating object such as a large dock will move in response to the currents and winds. For example, an object that is floating high in the water will “feel” the winds more than an object floating lower in the water. While we could estimate this effect for the dock, it adds another source of uncertainty to the mix.

This map of the northern Washington coast shows an example output from the GNOME model for the predicted “best guess” area (red ellipse) and uncertainty boundary (blue ellipse). The location where the dock was found is shown by the black arrow. (NOAA)

So what can we do with all this uncertainty when “I don’t know” is not an acceptable answer? The approach we took was twofold. In addition to providing a “best estimate” trajectory for the dock, in which we considered the wind and currents forecasts as truth, we also ran multiple scenarios in our trajectory model to determine where else the dock possibly could end up. These additional scenarios might use different values approximating how much the dock gets pushed along like a sailboat or they might adjust the wind and current forecasts slightly to see how this affects the projected path of the dock.

After running the trajectory model multiple times, we produced a map that indicated the most likely area that the dock would come ashore, but the map also included a larger area of uncertainty around it (an “uncertainty boundary”) where the dock might be found if, for example, the currents were stronger than predicted.

Because the dock was not spotted again after the initial report on December 14, our trajectory could only narrow down the search area to an approximately 50 mile stretch of the Washington coast (remember, forecast error grows with time).

However, using the forecast guidance, state, federal, and tribal representatives mobilized search teams, and the dock was located on the afternoon of December 18 by a Coast Guard helicopter aerial survey. The dock had been washed ashore, most likely sometime during the evening before, on a rugged stretch of coastline north of the Hoh River. Access to the region is difficult, but personnel from the National Park Service and Washington State Fish and Wildlife are attempting to reach the dock to sample it for invasive species and to attach a tracking buoy in case it refloats before it can be salvaged.

Here you can see an example animation of our trajectory model GNOME showing a potential path of the dock. Particles are released in the model at the position where the dock was initially sighted. The particles move under the influence of winds and ocean currents. They also spread apart over time; this is simulating the small-scale turbulence in the winds and currents. This particular scenario was run after the dock was stranded and uses observed winds from a nearby weather station (wind direction and strength is shown by the arrow on the upper right) and a northward coastal current of approximately 1 knot.

Download the video animation showing the potential path of the dock off the coast of Washington [Quicktime].

*[UPDATE 4/5/2013: This story originally stated that four docks were missing from Misawa, Japan and that "one of the four turned up several weeks later on an island south of Misawa." We now know only three docks were swept from Misawa in the 2011 tsunami, and none were found on a Japanese island.]

**The dock near Hawaii has not been confirmed by the Japanese Consulate as being from Misawa.

Amy MacFadyen

Amy MacFadyen is a physical oceanographer at the Emergency Response Division of the Office of Response and Restoration (NOAA). The Emergency Response Division provides scientific support for oil and chemical spill response — a key part of which is trajectory forecasting to predict the movement of spills. During the Deepwater Horizon/BP oil spill in the Gulf of Mexico, Amy helped provide daily
trajectories to the incident command. Before moving to NOAA, Amy was at the University of Washington, first as a graduate student then as a postdoctoral researcher. Her research examined transport of harmful algal blooms from offshore initiation sites to the Washington coast.

Getting the Download During a Disaster: Mapping the Hurricane Sandy Pollution Response

During a disaster, being able to keep track of the information flowing in about damages and operations can make a huge difference. Here, we give you some from-the-ground perspectives about how essential this can be during a response like the one to Hurricane Sandy.

Coast Guard Station New York, located on Staten Island, sustains flooding damage and debris after Hurricane Sandy passes through New York Harbor, Tuesday, Oct. 30, 2012. (U.S. Coast Guard/Petty Officer 1st Class Josh Janney)

NOAA Scientific Support Coordinator Ed Levine: The last weekend of October became very hectic for those of us in disaster response as Hurricane Sandy moved its havoc up the U.S. eastern seaboard. After the storm passed, initial reports indicated that coastal New York and New Jersey, especially around Long Island Sound and New York Harbor, were among the hardest hit.

When I arrived at the U.S. Coast Guard’s base of operations on Staten Island, N.Y., I was surprised to find that the building was on generator power and back-up lighting; was without heat or telephones; and had minimal computer access and cell phone connectivity. In other words, they were part of the disaster.

Fairly quickly, however, they managed to set up an incident command post. Soon I was able to survey the coastal damage and pollution threats in a Coast Guard helicopter.
Many areas were extremely impacted. There were oils spills in a national park, within the harbor, along the coast, and in the Arthur Kill waterway bordering Staten Island. Shipping containers had been washed off piers and docks into the water and others were strewn about on land, not far from the piles of smaller boats run aground.

Having previously responded to several hurricanes in the Gulf of Mexico, I realized how quickly data management would become a major issue for tracking the pollution response as it progressed. The Coast Guard and other responders need accurate, up-to-date information and maps to coordinate their planning, inform their decisions, and execute their operations. That’s where our team of information management specialists enter the picture.

In a city still plagued by power outages, supply shortages, and long lines for gasoline, our Geographic Information Systems (GIS) specialists arrived to a hectic scene at the response command post. They began processing data coming in from field reconnaissance and feeding it into NOAA’s Environmental Response Management Application (ERMA®) for the Atlantic Coast. ERMA is an online mapping tool that integrates and synthesizes data—often in real time—into a single interactive map, providing a quick visualization of the situation after a disaster and improving communication and coordination among responders and environmental stakeholders.

Welcome organizers of chaos, the team mapped high-priority locations of pollution and debris, displayed aerial imagery and on-the-ground photography, helped coordinate field team deployment, and identified areas of concern for environmental sensitivity and cultural and historical significance.

A view of Atlantic ERMA showing Coast Guard field team photos (red) and the aerial survey path (green) taken at Great Kills Harbor Marina on Staten Island, N.Y., during the post-Hurricane Sandy assessment and cleanup. The data are shown on top of NOAA National Geodetic Survey aerial images taken after the storm and show the impact along the shoreline. The photos were processed in the NOAA Photologger database at the Coast Guard incident command post on Staten Island, uploaded to ERMA, and used by the Coast Guard to prioritize cleanup and plan for the next day’s activities, as well as for briefing agency leaders and partners. (NOAA) Click to enlarge.

NOAA Geographic Information Specialist Jill Bodnar and her team: During the Hurricane Sandy pollution response, my colleagues and I divided the GIS work into two areas: general information management and ERMA support.
Information management is important because it becomes a source of accountability and for providing updates on the progress of cleanup operations and impacts to the surrounding natural resources. Well-run information management is crucial in identifying the priorities and status of pollution events quickly and correctly, which, for example, can help keep a leaking chemical drum from reaching a nearby estuary full of nesting birds.

In the aftermath of Hurricane Sandy, the U.S. Coast Guard oversees the removal of a drum with unknown contents with New York City in the background. NOAA’s ERMA application helped responders prioritize the removal of pollution threats such as this one. (U.S. Coast Guard)

At the Staten Island command post, Coast Guard field teams would arrive from a day of work and hand their cameras, GPS units, and often their field notes to our information management specialists. Then, we would upload photos, GPS coordinates, and field observations into software programs and spreadsheets, and the work of verifying the data would begin: Did we have all the data pieces we needed? Was it all correct?

Then, the information would get pulled into our central, web-based GIS application, ERMA. There are a few main roles for ERMA at a command post like the one on Staten Island. One of the foremost functions is to help Coast Guard operations field staff members visualize their field data, such as the pollution targets and field photos, and overlay them with post-hurricane satellite imagery onto a map.

NOAA Geographic Information Specialist Matt Dorsey: Field photos are very informative and give a lot of insight to some of the unique and complex issues for pollution prevention and removal following a hurricane or other emergency situations. Some of the less frequent but more challenging scenarios include vessels inside houses, vessels aground a mile away from the closest waterway, and many vessels swept out of marinas into sensitive marsh areas.

Vessels that had been swept into marshes were a big issue while I was there. The Coast Guard wanted to know which sensitive marsh areas had vessels washed into them, how to prioritize these boats for removing oil or gas aboard them, and how to put together a plan for removing the actual vessel without disturbing the area too much more than it already had been.

Jill Bodnar and her team: Using ERMA as the “big picture” of the response helps responders tell the story of a pollution site, such as a grounded fishing boat with a leaking fuel tank. The Coast Guard operations staff was using ERMA to identify these priority locations before they went in the field, and created their own customized maps to take with them. ERMA gave them a lot of freedom in planning their field activities because they did not have to rely solely on a GIS specialist to create and print maps for them.

ERMA also plays other roles for the Unified Command, which uses it to see the most current field data to plan for the next day’s activities, to brief Coast Guard leadership on the scale and status of their teams’ cleanup operations.

The benefit of everyone using a tool like ERMA is that everyone involved in the response—the Coast Guard, NOAA, Environmental Protection Agency, States of New York and New Jersey, and other agencies—is looking at the most up-to-date data, instead of information that may be a few days old. All of the responders and decision makers, both inside and outside of the incident command post, know they are looking at the same, consistent, high-quality information and using that to prioritize response decisions. Everyone sees the same picture–whether it’s the frenzied first day after a disaster or weeks later.

Ed Levine, NOAA’s Scientific Support Coordinator in New York.

Ed Levine works as Scientific Support Coordinator for NOAA’s Office of Response and Restoration, where he provides scientific and technical support during oil and chemical spills in the New York area. 

Jill Bodnar, NOAA GIS specialist.

Jill Bodnar graduated from the University of Rhode Island with a Masters degree in natural resources, specializing in using GIS for oil spill response. She has been a geographic information specialist with NOAA’s Office of Response and Restoration for over 11 years and has responded to numerous incidents in that time, including Hurricanes Katrina, Ike, Isaac, and Sandy, and the 2007 Cosco Busan and 2010 Deepwater Horizon/BP oil spills.

 

Matt Dorsey, NOAA GIS specialist.

Matt Dorsey is a GIS specialist for NOAA’s Office of Response and Restoration based in Long Beach, Calif. Matt has been working on the Deepwater Horizon/BP oil spill since June of 2010, utilizing GIS systems and ERMA to provide mapping support for the response phase of the spill and continuing into the current damage assessment phase. Matt is the Southwest regional co-lead for the Environmental Response Management Application (ERMA).

The Western Flyer: A Sunken Piece of Literary History Is Raised from the Depths

By Office of Response and Restoration Scientific Support Coordinator LTJG Alice Drury and National Marine Fisheries Service Senior Scientist Kevin Bailey

Alice Drury: It was lunchtime on September 24, 2012, when I got the call from the U.S. Coast Guard. It involved a sinking boat, some spilled oil, and author John Steinbeck. But I wouldn’t discover this last bit until later.

The F/V Gemini, which turned out to be the F/V Western Flyer chartered by John Steinbeck, after it was raised from the Swinomish Channel in Washington in October 2012. Photo used with permission from Capt. Richard Rodriguez, BitterEndBlog.com/All Rights Reserved.

First, I learned that the F/V Gemini, an old fishing boat moored in Washington’s Puget Sound, had sunk directly underneath the Twin Bridges in Swinomish Channel. On its way down, the vessel was slowly leaking diesel. The leak was slow enough and the oily sheen on the surface of the water was so light that the spilled oil was unrecoverable.

Because the water isn’t very deep in that area, the upper portions of the sunken boat were visible above the water. Responders very quickly surrounded the boat with protective boom to contain the leak.

I worked with the oceanographers and biologists in my office to provide scientific support not only for this situation but also the worst-case, “what-if” scenario—in case something goes wrong and all of the Gemini’s fuel spilled into the surrounding waters.

Fortunately later that afternoon, divers succeeded in pumping the remaining fuel off the Gemini, and the response team was coordinating with the owner to raise the vessel from the channel’s bottom.

But it wasn’t until that evening that I noticed in a report the boat was actually named the F/V Western Flyer, not the F/V Gemini, which was only a modern nickname. This led to very interesting—and unexpected—lesson on the history and literature of this creaky wooden boat sunk in the Swinomish Channel.

That’s when NOAA fisheries scientist and budding ship biographer Kevin Bailey—and John Steinbeck—entered the picture.

Kevin Bailey: The day the Western Flyer sank, I was visiting the Fisherman’s Wharf in Monterey, Calif., the boat’s old home in another life. I was there to research a book I am writing about the Flyer and was talking with Tim Thomas, the Sardine Guy, who gives walking tours of the harbor and Cannery Row. I learned about the sinking a few days later when a friend forwarded me a notice linked to NOAA’s Office of Response and Restoration IncidentNews website.

The Western Flyer is a porthole to the marine environmental history of the northeast Pacific Ocean. Constructed in Tacoma, Wash., in 1937, this wooden-hulled purse seiner lived several lives—surveying in Alaska, fishing for tuna off La Paz, Mexico, seining for sardines near Monterey, Calif.—before it entered literary history as well.

Travels with Steinbeck

The route around the Gulf of California which John Steinbeck and Ed Ricketts took aboard the F/V Western Flyer in 1940. Credit: Wikipedia, Creative Commons.

In 1940, only a few years after publishing Of Mice and Men and The Grapes of Wrath, writer John Steinbeck, along with his good friend marine biologist Ed Ricketts, chartered the Western Flyer out of Monterey for $2,500. They were preparing for a six week research cruise to the Sea of Cortez, also known as the Gulf of California.

While the Monterey newspaper characterized the group as “perhaps the strangest crew ever assigned aboard a local work boat,” Steinbeck and company managed to sample the marine life while carousing their way down the coast of Baja California into the Gulf of California and back again.

This voyage was made famous in Steinbeck and Ricketts’ book, The Log from the Sea of Cortez, the republished narrative of a less successful earlier account and which serves as both a travel log of the trip and a look into Ricketts’ influence on Steinbeck. Steinbeck’s experience on the Western Flyer led him to create elements of his later works, including Cannery Row and The Pearl.

Life after the Sea of Cortez

After Steinbeck and Ricketts’ voyage, the Western Flyer would make its way back to the Pacific Northwest, changing hands several times and taking new shape as a fishing trawler. It would haul tens of thousands of pounds of Pacific Ocean perch, a fish known to live up to a hundred years. It would spend the early 1960s surveying more than 20,000 square miles along British Columbia and Alaska in the most extensive fishery survey of that coast up to that time. It would head to Dutch Harbor, Alaska, where it would seek out red king crab, with a cook on board who would later turn out to be the father of a character on Deadliest Catch, a TV series about Alaska king crab fishing.

In 1970, the boat’s owner at the time had a penchant for the NASA space missions, renaming the vessel the Gemini. After changing ownership several times again between 1971 and 2010, the Gemini finally ended up in Washington’s Swinomish Slough under the Twin Bridges on State Route 20, where it’s been sitting since 1997, next to the Swinomish Casino and Lodge.

The cover of John Steinbeck’s “The Log of the Sea of Cortez,” the book written about Steinbeck and Ed Ricketts’ expedition on the F/V Western Flyer in 1940.

The Gemini/Western Flyer’s most recent owner is an Irish immigrant, a real estate developer living in Key West, Fla. He owns several downtown buildings in John Steinbeck’s hometown of Salinas, Calif. When he bought the boat in 2010, he had a plan to restore the Western Flyer, somehow get the boat down to Salinas, and park it inside one of the buildings as part of the decor of a restaurant and boutique hotel.

A Not-so-final Resting Place

Meanwhile, the boat sat idle for nearly two years—until it sank this past September. The owner told me the boat sank quickly to the bottom because a couple of planks had given way.

I watched a crew refloat the boat at the beginning of October. It seemed hesitant to rise off the bottom where it had rested in the soft mud of the Swinomish Channel for two weeks. But finally the workers succeeded in lifting the vessel, pumping the water out, and putting a temporary patch over the hole.

The owner is sincere about his plan to restore the boat in some fashion, but because of the damage from neglect and sinking, it is going to be an expensive venture, maybe exceeding $600,000.  There’s a nonprofit group called the Western Flyer Project that wants to bring the ship back to Monterey for restoration, but they don’t have the resources to do it right now. We’ll have to wait and see what happens to this historic cultural icon, as it continues its rise from the depths.

LTJG Alice Drury.

LTJG Alice Drury graduated from the University of Washington with a degree in Environmental Studies in 2008 and shortly thereafter joined the NOAA Corps. After Basic Officer Training Class at the U.S. Merchant Marine Academy in Kings Point, N.Y., LTJG Drury was assigned to NOAA Ship McArthur II for two years. LTJG Drury is now assigned as the Regional Response Officer in OR&R’s Emergency Response Division. In that assignment she acts as assistant to the West Coast, Alaska, and Oceania Scientific Support Coordinators.

Kevin Bailey

Kevin McLean Bailey grew up in the hometown of John Steinbeck, Salinas, Calif. He started his career as a marine fisheries biologist and ecologist in 1974 after graduating from the University of California at Santa Barbara. He later obtained his PhD from the University of Washington. He is a Senior Scientist at the Alaska Fisheries Science Center. His book on the Alaska pollock fishery, Billion Dollar Fish, is to be published in April 2013 by University of Chicago Press. He is currently writing a book on the Western Flyer and the environmental history of the west coast.