NOAA's Response and Restoration Blog

An inside look at the science of cleaning up and fixing the mess of marine pollution

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Protecting the Great Lakes After a Coal Ship Hits Ground in Lake Erie

The coal ship CSL Niagara got stuck in Lake Erie's soft, muddy bottom at the entrance to Sandusky Bay in November 2013.

The coal ship CSL Niagara got stuck in Lake Erie’s soft, muddy bottom at the entrance to Sandusky Bay in November 2013. (U.S. Coast Guard)

In the course of a year, from October 2012 to October 2013, the Emergency Response Division of NOAA’s Office of Response and Restoration responded to 138 oil spills, chemical accidents, and various other threats to coastal environments and communities. Many of these responses required considerable time from the scientific team to estimate where spills might spread, analyze chemical hazards, and assess whether natural resources are at risk. Sometimes, however, we’re called into some incidents that end well, with minimum help needed on our part and no oil spilled.

Last November, LCDR John Lomnicky received a call from the U.S. Coast Guard with an example of an accident that had the potential to be much worse. LCDR Lomnicky is our Scientific Support Coordinator for the Great Lakes region and is based in Cleveland, Ohio.

When Staying Grounded Is a Bad Thing

On November 17, just after 10:00 in the morning, the vessel master of the CSL Niagara reported to the U.S. Coast Guard that his ship had run aground while leaving Sandusky Bay through Moseley Channel to Lake Erie. Aboard the ship were 33,000 metric tons (36,376 U.S. tons) of coal, headed to Hamilton, Ontario, and about 193 metric tons of intermediate fuel oil (a blend of gasoil and heavy fuel oil) and marine diesel. The concern in a situation like this would be that the grounded ship might leak oil. Its stern was stuck in the soft mud at the bottom of Lake Erie. At the time, the vessel master reported there were no injuries, flooding, or visible pollution.

This ship, the CSL Niagara, has a long history of transporting coal in Lake Erie. Launched in April of 1972 for Canada Steamship Lines, Ltd., the new ship was 730 feet long and even then was carrying coal to Hamilton, Ontario. During over 40 years of sailing in the Great Lakes, the Niagara has also carried cargos of grain, coke, stone, and iron ore.

NOAA chart of Lake Erie.

Lake Erie has an average depth of 62 feet, but its western basin, where the CSL Niagara grounded, averages only 24 feet deep. (NOAA Chart)

Even though the vessel hadn’t released any oil, the Coast Guard Marine Safety Unit, who had responders at the scene very shortly after the accident, put in a call to the Office of Response and Restoration’s LCDR Lomnicky for scientific support. As a precaution, they requested that we model the trajectory of oil in a worst case scenario if 145 metric tons of intermediate fuel oil and 48 metric tons of diesel fuel were released all at once into the water. We also provided a prediction of when the lake’s lower-than-usual water level would return to normal so a salvage team could refloat the stuck vessel. After gathering all of this information for the Coast Guard, LCDR Lomnicky continued to stand by for further requests.

In the hours that followed the ship’s grounding, the winds grew stronger, hampering efforts to free the vessel. The wind was causing the water level in the lake to drop and NOAA’s National Weather Service in Detroit predicted a 7.5 foot drop in levels for western Lake Erie. By 8:30 p.m., with 30 knot winds in two-to-three foot seas, the three tugboats contracted by the ship’s owner to dislodge the Niagara were making some progress. By midnight, however, with weather conditions worsening, salvage operations were suspended and scheduled to resume at first light.

But the next morning, November 18, the water level had dropped another two feet, and the three tugs still had had no luck freeing the stern of the Niagara from the lake bottom. The ship’s owner was now working on plans for lightering (removing the fuel) and containing any potentially spilled oil. Fortunately, there were still no reports of damage to the vessel or oil discharged into the water. The ship was just stuck.

By 4:00 that afternoon the water conditions had improved and another attempt to free the vessel was planned. Also, a combined tug-barge was en route should lightering become necessary.

Later that evening, shortly after 10:00, the ship was pulled free by two of the tugs and was back on its way early the next morning.

The location where the CSL Niagara grounded in Lake Erie is indicated with a red diamond, along with a window of information and photo of the grounded ship. It is mapped in Great Lakes ERMA, NOAA's online mapping tool for coastal pollution cleanup, restoration, and response.

The location where the CSL Niagara grounded in Lake Erie is indicated with a red diamond, along with a window of information and photo of the grounded ship. It is mapped in Great Lakes ERMA, NOAA’s online mapping tool for coastal pollution cleanup, restoration, and response. (NOAA)

Keeping the Great Lakes Great

Lake Erie is the shallowest of the five Great Lakes, with an average depth of 62 feet. Yet its western basin, where this ship grounding occurred, has an average depth of only 24 feet. The lake is an important source of commerce for both the U.S and Canada, who depend on it for shipping, fishing, and hydroelectric power. These industries place environmental pressure on the lake’s ecosystems, which  are also threatened by urban and agricultural runoff.

Happily, quick responders, sound information, and a break in the weather may have prevented this incident from becoming something much worse. A spill into Lake Erie could be devastating, especially considering its shallow waters, but this time, like many other times along the nation’s coasts, an oil spill was avoided.

Didn’t know that NOAA works in the Great Lakes? Nicknamed “the third coast,” the Great Lakes are a major U.S. water body, with a shoreline that stretches longer than the East Coast and Gulf Coast combined. Learn more about the Great Lakes and NOAA’s efforts there in this Great Lakes regional snapshot.

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OR&R Responds to Large Molasses Spill in Honolulu Harbor

Matson Terminal in Honolulu Harbor

Matson Terminal in Honolulu Harbor. ( Ozawa)

On Tuesday, September 10, the Office of Response and Restoration Emergency Response Division provided support to the Hawaii Department of Health in response to a large molasses spill in Honolulu Harbor, Hawaii. The Matson Shipping Company reported losing approximately 1,400 tons of molasses the evening of Sunday, September 8.

On Monday and Tuesday an extensive subsurface brown plume was observed extending from the Matson Pier on the Sand Island side of Honolulu Harbor westward into Ke’ehi Lagoon almost to the Reef Runway. Fish and other marine life have been found dead in the affected area, and fish have been observed gasping for air.

Dead fish picked up on the beach at Ke'ehi Lagoon. (Photo credit: Elizabeth Miles)

Dead fish picked up on the beach at Ke’ehi Lagoon. (Photo credit: Elizabeth Miles)

Dead fish in Ke'ehi Lagoon. (Photo credit: Elizabeth Miles)

Dead fish in Ke’ehi Lagoon. (Photo credit: Elizabeth Miles)

The State of Hawaii Department of Health Hazard Evaluation and Emergency Response Office (HEER) is currently the lead response agency for this incident.

UPDATE SEPTEMBER 13, 2013: The plume of molasses is likely to persist and cause a localized reduction in water quality. OR&R’s Emergency Response Division recommended monitoring of dissolved oxygen levels and other water quality parameters.

NOAA is sending a Scientific Support Coordinator to Honolulu to advise the response team on reducing impacts to marine organisms and other natural resources.

This post was developed by the lead NOAA Scientific Support Coordinator for this incident, Ruth Yender. Elizabeth Miles, who contributed all but the top photograph, lives on a sailboat in Ke’ehi Lagoon and has been taking photos since the spill occurred.

Ke'ehi Lagoon, near Honolulu Harbor. (Photo credit: Elizabeth Miles)

Ke’ehi Lagoon, near Honolulu Harbor. (Photo credit: Elizabeth Miles)

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When Setting Fire to an Oil Spill in a Flooded Louisiana Swamp is a Good Thing

Smoke and fire from a controlled burn in a wooded Lousiania swamp.

A view of one of the controlled burns to remove oil spilled in a wooded swamp outside of Baton Rouge, Louisiana, on January 19, 2013. (U.S. Coast Guard)

This is a post by Kyle Jellison, NOAA Scientific Support Coordinator.

The longer I work in the Gulf of Mexico, the more I come to understand why oil spill responders claim that “every spill is a unique situation.” Really? Yes, really.

Currently, I am providing scientific support for a pollution response in the remote, wooded swamp tucked inside Bayou Sorrel, about an hour outside of Baton Rouge, La. In early January, a pipeline running underground ruptured, and responders believed it was leaking just a few barrels of crude oil onto land. Then the rains came … and the flooding … and then even more flooding. Right now, up to 4 feet of water is covering the entire affected area (about 1 acre), and cleanup crews are wading through the oil slick in hip waders. This has been quite the challenge.

Part of my job is to help figure out how we could expedite this cleanup while minimizing damage to the environment. For this case, we agreed that it’s time to get out your matches because we’re having a fire! It is not for every spill that in situ burning, or the controlled burning of spilled oil “in place,” comes up. This is the first incident that I have been involved with where burning has been seriously discussed as a spill response option and one of only a few burns conducted in an environment other than a marsh, where the practice is more common for removing oil. (You may remember similar burns on the open ocean during the 2010 Deepwater Horizon/BP oil spill.)

In preparation for the burn, we needed to consider many factors: public safety and health, worker safety and health, effects to vegetation and animal species, proper conditions to sustain combustion, controls for limiting collateral damage, potential quantity of oil removed, and more. The response team determined that rising flood waters would complicate the cleanup operation and increase the probability of the oil escaping containment and spreading throughout the swamp. Controlled burning, on the other hand, could rapidly remove a high percentage of oil while causing minimal local damage to area plant species. (With their roots protected underwater, the plants would be able to grow back after the oiled upper portions were burned off.) As these plans took shape, burn team safety was paramount, and cleanup crews corralled the oil to create thick pools of oil for combustion.

After the in situ burn incinerated oil from a wooded swamp at Bayou Sorrel.

Taken January 19, 2013, after the in situ burn incinerated oil from a wooded swamp at Bayou Sorrel. The landscape may look stark, but the controlled burn removes the oil and allows the vegetation to regenerate in a cleaner environment. (U.S. Coast Guard)

Considering the circumstances, the in situ burns seemed like a great success. The fire team was able to ignite three patches of pooled oil with a handheld propane brush torch; one burn lasted 5 minutes and the other two burns lasted 15 minutes. The fires did not spread outside the oiled area, and we’ve heard no reports of injury or ill health. With 35 minutes of total combustion, the burns were able to remove an estimated 20 to 30 barrels of oil from the affected swamp, leaving 30 to 40 barrels behind for further clean up.

Cleanup crew in boats and hip waders work to sop up the leftover oil using sorbent pads and boom in a wooded swamp.

Oil still remains in part of the flooded Louisiana swamp, where a cleanup crew in boats and hip waders worked to sop up the leftover oil using sorbent pads and boom on February 4, 2013. (NOAA/LTJG Kyle Jellison)

Wait a minute, how did we end up with so many barrels of oil if initial reports were that only a few barrels leaked? The rain and the flooding have been drawing oil up from the soils surrounding the ruptured pipeline, and the oil has been rising to the water’s surface. If the pipeline buried about 6 feet underground can generate a pool of oil at the surface under dry conditions, how much oil has really been released? Could more oil show up later?

Efforts are underway to better understand this tricky situation by placing a closed loop of containment boom over the source point for several days. If more oil appears inside the boom, then the soil is continuing to release oil. If that is the case, this oily situation might persist for months to come, but only time will tell. Stay tuned at

LTJG Kyle Jellison and his family.

LTJG Kyle Jellison and his family.

LTJG Kyle Jellison is a Scientific Support Coordinator for NOAA’s Office of Response and Restoration. He is assigned to New Orleans, La., to provide Federal On-Scene Coordinators with mission critical scientific information for response and planning to oil and hazardous material releases. Jellison and his family currently reside on the north shore of Lake Pontchartrain and are enjoying the Louisiana lifestyle of crabbing, shooting, and “bon temps.” Prior to this, Jellison served aboard NOAA Ship HENRY B BIGELOW and was Acting Operations Officer during the vessel’s oceanographic mission to support the Deepwater Horizon/BP oil spill response.


A Train Derails in Paulsboro, N.J., Releasing 23,000 Gallons of Toxic Vinyl Chloride Gas

Seven train cars derailed when the bridge over the Mantua Creek collapsed Friday morning. Four tank cars containing vinyl chloride were dumped into the creek. Nearby residents were evacuated and schools were locked down. Nearly 20 people complained of respiratory distress from the vinyl chloride vapor that leaked from the tank cars. (Photo: Rae Lynn Stevenson/South Jersey Times. All rights reserved.)

Seven train cars derailed when the bridge over the Mantua Creek collapsed Friday morning. Four tank cars containing vinyl chloride were dumped into the creek. Nearby residents were evacuated and schools were locked down. Nearly 20 people complained of respiratory distress from the vinyl chloride vapor that leaked from the tank cars. (Photo: Rae Lynn Stevenson/South Jersey Times. All rights reserved.)

UPDATED DECEMBER 7, 2012 — On November 30, 2012, a train transporting the chemical vinyl chloride derailed while crossing a bridge that collapsed over Mantua Creek, in Paulsboro, N.J., near Philadelphia. Four rail cars fell into the creek, breaching one tank and releasing approximately 23,000 gallons of vinyl chloride.

Local, state, and federal emergency personnel responded on scene. A voluntary evacuation zone was established for the area, and nearby schools were ordered to immediately take shelter and seal off their buildings.

Overview of the overturned train cars carrying vinyl chloride

A detailed overview of the overturned train cars carrying vinyl chloride in New Jersey’s Mantua Creek. The rail car in the foreground is being used as an anchor to stabilize the derailed cars. (Conrail Derailment Incident Command)

Vinyl chloride, which is used to make plastics, adhesives, and other chemicals, is a toxic gas. During this accident, most of the chemical was released directly to the air, and response teams are still determining how much might have dissolved in the creek’s waters, which feed into the Delaware River.

U.S. Coast Guard Sector Delaware Bay contacted NOAA’s Office of Response and Restoration (OR&R) and requested scientific support for this environmental and public health threat.

The OR&R scientific support team worked to address early concerns about the air hazard, centering around possible health effects, evacuation decisions, proper protective equipment for responders, impacts to the Philadelphia airport two miles away, and reactivity between vinyl chloride and another rail car containing ethyl alcohol.

OR&R develops software products responders use to address these issues: ALOHA, an air dispersion model, and CAMEO Chemicals, a hazardous material database.

OR&R had a Scientific Support Coordinator (SSC) at the scene of the spill to work with the Coast Guard as they attempted to salvage the derailed cars from the creek and collapsed bridge. While the SSC departed on Dec. 6, a NOAA incident meteorologist remains at the incident command post to provide custom weather forecasts for the affected area, for air monitoring and to identify safe operating conditions for the crane work and other salvage operations.

OR&R’s Emergency Response Division remains involved from NOAA’s Seattle offices, where they are investigating potential problems which might occur if vinyl chloride accidentally is discharged into the water as salvage operations continue.

In addition, two scientists from NOAA’s Center for Operational Oceanographic Products and Services (CO-OPS) have been dispatched to Paulsboro to deploy a current meter and forecast the tides specifically for Mantua Creek (which is driven by tidal flows) to schedule safe crane and dive operations. To help the National Transport Safety Board’s investigation into this incident, CO-OPs scientists also will recreate the tidal cycle conditions during the time of the incident.

Removing the derailed train cars is a logistically complicated process. The Coast Guard coordinated the removal of the last 600 gallons of vinyl chloride from the breached tank by using acetone and suctioning out the vapors before attempting to move the tank. Next, the response team is bringing in cranes and barges to remove the rail cars and bridge debris from Mantua Creek.

The evacuations have ended and families slowly are returning to their homes near the creek. The process has been slow because each family is accompanied by a police officer and an air monitor, who goes into the home first to check for the presence of vinyl chloride before allowing families inside.

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Post Hurricane Sandy, NOAA Aids Hazardous Spill Cleanup in New Jersey and New York

Oil sheen is visible on the waters of Arthur Kill on the border of New Jersey and New York in the wake of Hurricane Sandy.

Oil sheen is visible on the waters of Arthur Kill on the border of New Jersey and New York in the wake of Hurricane Sandy. (NOAA)

[UPDATED NOVEMBER 6, 2012] Hurricane Sandy’s extreme weather conditions—80 to 90 mph winds and sea levels more than 14 feet above normal—spread oil, hazardous materials, and debris across waterways and industrial port areas along the Mid Atlantic. NOAA’s Office of Response and Restoration is working with the U.S. Coast Guard and affected facilities to reduce the impacts of this pollution in coastal New York and New Jersey.

We have several Scientific Support Coordinators and information management specialists on scene at the incident command post on Staten Island, N.Y.

Since the pollution response began, we have been dispatching observers in helicopters with the Coast Guard to survey the resulting oil sheens on the water surface in Arthur Kill, N.J./N.Y. This is in support of the response to a significant spill at the Motiva Refinery in Sewaren, N.J., as well as for the cleanup and assessment of several small spills of diesel fuel, biodiesel, and various other petroleum products scattered throughout northern New Jersey’s refinery areas.

One of the challenges facing communities after a devastating weather event is information management. One tool we have developed for this purpose is ERMA, an online mapping tool which integrates and synthesizes various types of environmental, geographic, and operational data. This provides a central information hub for all individuals involved in an incident, improves communication and coordination among responders, and supplies resource managers with the information necessary to make faster and better informed decisions.

ERMA has now been adopted as the official common operational platform for the Hurricane Sandy pollution response, and we have sent additional GIS specialists to the command post.

Species and Habitats at Risk

The most sensitive habitats in the area are salt marshes, which are often highly productive and are important wildlife habitat and nursery areas for fish and shellfish. Though thin sheens contain little oil, wind and high water levels after the storm could push the diesel deep into the marsh, where it could persist and contaminate sediments. Because marshes are damaged easily during cleanup operations, spill response actions will have to take into account all of these considerations.

In addition, diesel spills can kill the many small invertebrates at the base of the food chain which live in tidal flats and salt marshes if they are exposed to a high enough concentration. Resident marsh fishes, which include bay anchovy, killifish, and silversides, are the fish most at risk because they are the least mobile and occupy shallow habitats. Many species of heron nest in the nearby inland marshes, some of the last remaining marshlands in Staten Island. Swimming and diving birds, such as Canada geese and cormorants, are also vulnerable to having their feathers coated by the floating oil, and all waterfowl have the potential to consume oil while feeding.

Based on the risks to species and habitats from both oil and cleanup, we weigh the science carefully before making spill response recommendations to the Coast Guard.

Tracking the Spilled Oil

Responders face an oily debris field in Sheepshead Bay, N.Y., after Hurricane Sandy. Nov. 2, 2012.

Responders face an oily debris field in Sheepshead Bay, N.Y., after Hurricane Sandy. Nov. 2, 2012. (U.S. Coast Guard)

Because no two oils are alike, we train aerial observers to evaluate the character and extent of oil spilled on the water. NOAA performs these aerial surveys, or overflights, of spilled oil like in Arthur Kill to determine the status of the oil’s source and to track where wind and waves are moving spilled oil while also weathering it. The movement of wind and waves, along with sunlight, works to break down oil into its chemical components. This changes the appearance, size, and location of oil, and in return, can change how animals and plants interact with the oil.

When spilled on water, diesel oil spreads very quickly to a thin film. However, diesel has high levels of toxic components which dissolve fairly readily into the water column, posing threats to the organisms living there. Biodiesel can coat animals that come into contact with it, but it breaks down up to four times more quickly than conventional diesel. At the same time, this biodegradation could cause potential fish kills by using up large amounts of oxygen in the water, especially in shallow areas.

Look for photos, maps, and updates on pollution-related response efforts at IncidentNews.

Check the Superstorm Sandy CrisisMap for aggregated information from NOAA, FEMA, and other sources on weather alerts and observations; storm surge and flood water data; aerial damage assessment imagery; and the locations of power outages, food and gas in New Jersey, and emergency shelters.

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Photos and Reactions from a NOAA Responder Living through Hurricane Sandy

Hurricane Sandy caused flooding in the streets of this neighborhood along coastal New Jersey.

Hurricane Sandy caused flooding in the streets of this neighborhood along coastal New Jersey. (Frank Csulak)

Here in Seattle, like people all over the country, I was concerned to hear about Hurricane Sandy heading straight towards the East Coast, especially the New Jersey shore where I have enjoyed going to the beach for my entire life. My thoughts were with all the people I know in the area, including my colleague, NOAA Scientific Support Coordinator (SSC) Frank Csulak. He has worked for the NOAA Office of Response and Restoration in New Jersey for much of his career.

Raised on the New Jersey shore, he is the primary scientific adviser to the U.S. Coast Guard for oil and chemical spill planning and response in the area. Scientific Support Coordinators are technical advisers to the U.S. Coast Guard and Federal On-Scene Coordinators. He and fellow SSC Ed Levine work in U.S. Coast Guard District 5, which includes New Jersey and New York’s Atlantic coast. While Frank’s office is in Highlands, N.J., he has a house at the shore in Beach Haven, on Long Beach Island, the second barrier island to the north of Atlantic City. Before and after Hurricane Sandy hit, Csulak and Levine were hard at work, but we received the following message from Frank the morning after the storm passed over New Jersey, on Tuesday October 30. It captures the sense of emergency and the extraordinary nature of this particular storm.

October 30, 2012

“Well, made it through the storm, power went out around 6:00 p.m. last night, remains out. The winds had to be in the 80-90 mph range. Trees down all over.  Power outages all over.  Large tree fell on neighbor’s house going right through roof, injuring owner who was then hospitalized due to possible heart attack. At the height of the storm there was an unbelievable thunder and lightning storm like I had never experienced before, something out of a sci-fi movie.

Just starting to get light out, so will go survey my property. Plan to head back to beach house as soon as evacuations lifted. That ride should be interesting. Reports were that there were several areas where ocean and bay were connected and southern portion of island, Holgate, washed away, which is mostly U.S. Fish and Wildlife Service refuge area.

My bikes, cars, and trucks are all okay. Max, my dog is okay. Daughter and parents okay.  So, all is good. Now I just need a hot cup of coffee. Want to thank everyone for their thoughts and well wishes throughout this ordeal. Will let you know how the beach house made out probably tomorrow.”

Later, Frank made it down to Beach Haven and sent us these photos of the storm’s aftermath in the area surrounding his house.

Today, on November 1, he took time out again to bring us the following update.

November 1, 2012

“All the neighbors where my parents live are all helping each other out with removing trees and debris from yards, pumping out basements. Power still out. Mile-long lines of cars at gas stations. Most stores remain closed due to power outage. Although somehow Dunkin Donuts is open. What is their slogan, “America runs on Dunkin”?  Well, certainly appropriate here at the Jersey shore!”

For more photos of the storm’s impacts along the New Jersey coast, check out the first round of Hurricane Sandy damage assessment imagery now available from NOAA’s National Geodetic Survey.

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OR&R Responds to the Aftermath of Hurricane Sandy

NJ National Guard drives through the streets of Beach Haven, NJ on October 31, 2012.

New Jersey National Guard drives through the streets of Beach Haven, a community on Long Beach Island, New Jersey, on October 31, 2012.

As water levels recede and access improves after the major East Coast storm, the U.S. Coast Guard is getting more reports of pollution incidents and port damage. OR&R is actively supporting U.S. Coast Guard efforts with emergency responders and GIS experts on scene in New York. Recovery after hurricanes such as Sandy can take a very long time and OR&R will likely be active in the efforts to promote recovery in the months to come.

One of the challenges facing communities after a devastating weather event is information management. ERMA® (Environmental Response Management Application) is a web-based Geographic Information System (GIS) tool that assists both emergency responders and environmental resource managers in dealing with environmental impacts. OR&R scientists are ensuring that Atlantic ERMA is prepared to aid in the effort. See the latest updates on pollution response to Hurricane Sandy at IncidentNews.

For more information from NOAA on the aftermath of Hurricane Sandy, see NOAA Storm Central 2012.

A screen capture from ERMA, showing Hurricane Sandy's progression over the East Coast of the United States.

A screen capture from ERMA, showing Hurricane Sandy’s progression over the East Coast of the United States.