Burial and degradation of Rena oil within coastal sediments of the Bay of Plenty

ABSTRACT

During the Rena oil spill, no data existed for New Zealand conditions on the likely depth of burial and the expected degradation of oil deposited on sandy beaches. Sediment cores were taken from 12 locations along the Bay of Plenty coastline c. 1 year after the Rena oil spill. No visible oil was detected in cores and trenches dug within the beaches. Chemical extraction was performed on 20?cm slices from the upper 40?cm of 26 cores, and the elutriates were analysed for the presence of polycyclic aromatic hydrocarbons (PAHs). The results were compared with known PAH fingerprints of Rena oil and its degradation products. Only seven samples contained some marker PAHs, and none had a complete Rena profile, indicating stormwater contamination. Despite extensive deposition of Rena oil on beaches, no evidence of ongoing contamination could be located, indicating that the clean-up and degradation were effective at removing the oil.     

Effects of MV Rena heavy fuel oil and dispersed oil on yellowtail kingfish early life stages

ABSTRACT

The grounding of the MV Rena has highlighted the lack of information concerning the effects of oil-related compounds on New Zealand marine life. Yellowtail kingfish (YTK), Seriola lalandi, embryos were exposed in static incubations to the water-accommodated fraction (WAF) of Rena heavy fuel oil as well as a similar preparation treated with the commercial dispersant Corexit 9500. Mortality in WAF treatments generally increased in association with total polycyclic aromatic hydrocarbon (tPAH) concentration over a 24-h period. Physical abnormalities were observed in some of the larvae exposed to WAF for 48 h. There was no survival in dispersed oil treatments after 24 h of exposure. These treatments had greater tPAH concentrations (2–53?µgL^?1) than equivalent WAF dilutions (0.2–1.5?µgL^?1?tPAH). Indications are that significant morbidity is induced in YTK at ecologically relevant tPAH concentrations. This highlights the need for further research into oil and dispersant toxicity in New Zealand marine species.     

Oil dispersal modelling: reanalysis of the Rena oil spill using open-source modelling tools

ABSTRACT

Oil spill forecast modelling is typically used immediately after a spill to predict oil dispersal and promote mobilisation of more effective response operations. The aim of this work was to map oil dispersal after the grounding of the MV Rena on Astrolabe Reef and to verify the results against observations. Model predictions were broadly consistent with observed distribution of oil contamination. However, some hot spots of oil accumulation, likely due to surf-zone and rip current circulation, were not well represented. Additionally, the model was run with 81 differing wind conditions to show that the events occurring during the grounding represented the typical likely behaviour of an oil spill on Astrolabe Reef. Oil dispersal was highly dependent on prevailing wind patterns; more accurate prediction would require better observations of local wind patterns. However, comparison of predictions with observations indicated that the GNOME model was an effective low-cost approach.     

Environmental effects of the MV Rena shipwreck: cross-disciplinary investigations of oil and debris impacts on a coastal ecosystem

ABSTRACT

The 2011 wreck of the MV Rena off the northeast coast of New Zealand, and subsequent impacts, has been called New Zealand's worst ever maritime environmental disaster. It is certainly one of the world's most complex as it involved a pollutant combination of oil and dangerous goods debris in a dynamic oceanic environment adjacent to a pristine coastline. Heavy fuel oil, shipping containers loaded with cargo, and a wide range of wreck debris and contaminants were spread along hundreds of kilometres of coastline of the Bay of Plenty. Much of this landed on sandy beaches and rocky shores. Broken containers released often toxic substances, and the wreck itself slid down the pinnacle of the wreck site at Astrolabe Reef (Otaiti). The reef remains heavily contaminated, with substantial remnants of the ship and its cargo present, and chemical effects still evident in some species. Here we present the background and timeline of events that unfolded after the grounding. The following articles contain the results of the ensuing chemical, toxicological and ecological studies of contamination and environmental recovery. At the time of writing, numerous legacy issues remain.     

In situ sampling reveals rapid uptake and depuration of polycyclic aromatic hydrocarbons by surf clams (Paphies subtriangulata) affected by the Rena oil spill

ABSTRACT

To investigate the uptake and depuration of polycyclic aromatic hydrocarbons associated with the Rena oil spill we sampled the surf clam Paphies subtriangulata at two open coast locations (6?km apart) just prior to oil coming ashore (7 October 2011), then at 1–3 week intervals for the next 4 months. Total polycyclic aromatic hydrocarbons (tPAH) increased at both sites from 1 to 96–124?µg?kg^?1 (wet weight) by 18 October before declining to low levels (<4?µg?kg^?1) by February 2012. Ongoing sampling throughout 2012–2014 included three additional sites to the north east (up to 30?km away) and a site 5?km to the south east revealing tPAH levels generally <10?µg?kg^?1 except in October 2013 where levels ranged between 39–45?µg?kg^?1 at all sites. A comparison of PAH component profiles with oil-contaminated beach sediment indicated that the high levels observed in surf clams between October–December 2011 were clearly associated with the Rena spill. However, the October 2013 peak had a PAH profile inconsistent with weathered Rena oil, suggesting an alternative source of contamination. Our results highlight the potential for P. subtriangulata as a PAH monitoring tool but recognise more study is needed to better quantify baseline levels and uptake and depuration dynamics.     

The self-organising of youth volunteers during the Rena oil spill in New Zealand

ABSTRACT

This study explores the communication and organising of youth volunteers during a crisis, focusing on how they conceived, framed, and executed self-organising efforts during the 2011 Rena oil spill in New Zealand. It offers insights into the intersections of self-organising, youth volunteering and crisis events which have not been researched before. The study addresses two core research questions: 1. how was ‘volunteering’ conceptualised by youth volunteers involved in the Rena crisis; and 2. how did these volunteers communicate and self-organise during this crisis? The findings indicate that self-organising emerged out of a resistance towards structured responses and as a reaction to the inability of the official volunteer response to meet the needs of the community. Self-organised efforts were particularly attractive among youth volunteers because they offered flexibility, required minimal administrative processes, and fostered an environment of innovation and creativity. The volunteers’ youthful energy and technological aptitude additionally drove their self-organised responses. The study identifies the considerable challenges that crisis officials faced in utilising youth volunteers despite the significant advantages of self-organising.     

Effects of the MV Rena oil spill on intertidal rocky reefs in the Bay of Plenty,New Zealand

In the weeks following the 2011 Rena oil spill, a series of surveys was initiated on eight rocky intertidal reefs to describe the distribution of oil and to assess the impacts of oil on ecological communities. Consistent but relatively low cover of oil occurred at two sites (Mt Maunganui and Moturiki). The area covered by oil had decreased by c. 90% after 5 months due to natural weathering processes. There were immediate effects of oil fouling on the mussel Limnoperna pulex and its associated fauna, with reductions in the number of mussels and infaunal taxonomic richness. However, no ecological effects on any of the communities were detectable after 1 month. Overall, the ecological effects of the Rena oil spill on rocky shore intertidal communities were small and not long-lasting, but we stress that this does not consider potential sublethal effects and their consequences on organisms.     

The wreck of the MV Rena: spatio-temporal analysis of ship-derived contaminants in the sediments and fauna of Astrolabe Reef

ABSTRACT

The October 2011 sinking of the container ship MV Rena on Astrolabe Reef, New Zealand, provided a rare opportunity to examine the fate of shipwreck-derived contaminants on an offshore rocky reef and food chain. Analyses of trace metals, polycyclic aromatic hydrocarbons (PAHs) and organotins indicated significant but localised contamination of Astrolabe Reef but not of nearby Mōtītī Island. Three years after the grounding, PAH concentrations were greater in sediments at Astrolabe (up to 131?mg kg^?1) than at control locations, while organotins from the ship's antifouling hull paint were found exclusively in Astrolabe Reef sediments and biota. Over 80% of Astrolabe sediment samples contained tributyltin at concentrations above guideline sediment levels (>0.07?mg kg^?1). Tributyltin and its decomposition products were also recorded in sea urchins, gastropods, lobster and fishes at concentrations up to 0.2?mg kg^?1. Wreck and cargo-derived metals, particularly copper, tin and zinc, were present in some Astrolabe sediment samples above Australia and New Zealand Environment and Conservation Council guideline concentrations. However, there appeared to be only limited transmission of metals through the food chain. Copper, tin and zinc were recorded at greater concentrations in Astrolabe sea urchins and gastropods compared to control specimens, while metal concentrations in other biota were comparable across impact and control sites. Despite over 3 years having passed since the Rena grounding, the data series does not show any upward or downward trends in contaminant concentrations on Astrolabe Reef. Consequently, there is uncertainty about the long-term implications of the Rena grounding for the ecology of Astrolabe Reef.     

Measurement of shipwreck-derived waterborne trace metals using DGT samplers

ABSTRACT

A contemporary approach to the assessment of metal pollutants in aquatic environments has been to measure contaminant concentrations in biological indicator species (mussels, oysters). However, for environments in which such indicator species do not occur naturally and cannot be deployed, alternative approaches for monitoring trace-metal pollution are required. Three years after the 2011 grounding of the MV Rena, diffusive gradients in thin films (DGT) samplers were deployed at Otaiti (the offshore reef where the Rena grounded) to assess levels of waterborne trace-metal contamination. Although the probability of detecting waterborne contaminants within a dynamic open ocean reef environment would seem low, due to mixing and dilution, our analyses confirmed the presence of copper (≤0.43 vs ≤0.27?nmol?kg^?1), iron (≤6.3 vs ≤4.2?nmol?kg^?1), aluminium (≤8.9 vs ≤1.3?nmol?kg^?1), zinc (≤2.8 vs ≤2.0?nmol?kg^?1) and manganese (≤0.11 vs ≤0.09?nmol?kg^?1) at elevated concentrations in the Rena debris field relative to reference sites. The results demonstrate the utility of DGTs as a tool for measuring waterborne contaminants and suggest further research is required to characterise the contaminant plume and determine what effect it might have on the recovery of Otaiti's impacted biological communities.     

Acute sublethal toxicity of MV Rena contaminants (heavy fuel oil,oil dispersant and cryolite) to finfish and rock lobster

ABSTRACT

The wreck of the MV Rena in October 2011 discharged large quantities of potentially toxic materials in the coastal marine environment of the Bay of Plenty, New Zealand. We evaluated sublethal effects of the water soluble fractions of physically and chemically dispersed heavy fuel oil (HFO) and the water soluble fraction of cryolite on the haematology of subadult or adult snapper (Chrysophrys auratus), spotted wrasse (Notolabrus celidotus) and red rock lobster (Jasus edwardsii). Small but transient effects occurred, the most significant of which were changes in circulating immune cell populations in fish and lobster that recovered by the conclusion of a 96-h exposure period. No post-exposure effects were observed during a 10-day recovery in toxicant-free seawater. Corexit 9500 oil dispersant increased polycyclic aromatic hydrocarbon (PAH) uptake from HFO in fish and lobster by around two-fold and four-fold, respectively, and caused a larger change in immune cell abundance in snapper than exposure to HFO alone. While depuration of PAHs was more rapid in fish than lobster, significantly elevated PAH levels were still evident after 10 days of depuration.     

Emergency surveillance for marine pests after the grounding of the container vessel,MV Rena

ABSTRACT

The grounding of the MV Rena in 2011 necessitated urgent entry of salvage vessels into New Zealand. Two, a cargo barge and tug, had been idle in Australia before mobilisation and had well-developed biofouling assemblages that included non-indigenous species new to New Zealand. Surveillance for the species was initiated in Tauranga harbour, Astrolabe Reef and Mōtītī Island, where the vessels had operated. Response personnel were trained to recognise and report the organisms and active surveys were implemented, including reinspection of the vessels after treatment of the biofouling, dive and shoreline searches, and trapping. Although none of the risk species was detected, the biosecurity risk from the vessels changed during the response, from initially acting as a vector for species new to New Zealand to later transporting non-indigenous species from coastal ports to the arena of operations. The study highlights a need for better integration of biosecurity risk management into forward planning for maritime incidents.     

A Novel Approach of Using Selected Unconventional Geodesic Methods of Estimation on VTS Areas

Abstract

The Vessel Traffic Service (VTS) systems belong to the fundamental tools used in ensuring a high level of safety across sea basins with heavy traffic, where the presence of navigational hazards poses a great risk of collision or a ship running aground. In order to determine the mutual location of ships, VTS systems obtain information from different facilities, such as coastal radar stations, AIS, and vision systems. Fixing a ship’s position is always accompanied by a degree of error, but the degree of error depends on the specific position fixing system used. In order to increase the accuracy of position fixing in VTS systems, the authors propose the use of contemporary geodetic methods. The article presents the theoretical fundamentals of two unconventional geodesic methods of estimation: M estimation and M_split(q)estimation and the authors’ own proposal of their application in VTS systems. The article concludes with a test verifying theoretical assumptions, performed with the use of a computer application allowing position fixing with the use of selected robust adjustment methods. Furthermore, an example is presented of M_split(q)estimation as used for the acquisition of low-signal radar echoes, which in VTS systems are not automatically identified for tracking. The level of the echo signal makes it difficult for a VTS controller to separate these objects from typical radar noise and interference.     

Ship hull characteristics from surface wake synthetic aperture radar (SAR) imagery

Improved data collection and processing technologies along with the use of high resolution spectral techniques soon will make it possible to obtain estimates of the Kelvin wave amplitude function A(θ), ship speed U, and ship heading α from synthetic aperture radar images of ship wakes. This paper presents a series of methods for deriving additional hull characteristics such as the length L, volume V, and offsets ζ(x,z) from this spectral and surface wave information. The first method estimates the ship length by taking the Fourier transform of the slope amplitude function |kA|. The remaining estimates make use of the hull inversion code developed at the University of Michigan by Wu in 1991. The accuracy of the hull offsets predicted by the code is first determined for various options for solving the linear inversion problem. In this case, both the magnitude and phase of A(θ) are known in addition to the hull draft H. Since the draft is not often known a priori, the accuracy of the code is determined next by predicting the volume of the ship for an approximate though plausible input value of H. Finally, the accuracy of the non-linear inversion problem of obtaining offsets along the entire hull is investigated when only the magnitude but not the phase of A(θ) is known.     

Unsteady ship waves in shallow water of varying depth based on Green–Naghdi equation

Based on Green–Naghdi equation this work studies unsteady ship waves in shallow water of varying depth. A moving ship is regarded as a moving pressure disturbance on free surface. The moving pressure is incorporated into the Green–Naghdi equation to formulate forcing of ship waves in shallow water. The frequency dispersion term of the Green–Naghdi equation accounts for the effects of finite water depth on ship waves. A wave equation model and the finite element method (WE/FEM) are adopted to solve the Green–Naghdi equation. The numerical examples of a Series 60 (C_B=0.6) ship moving in shallow water are presented. Three-dimensional ship wave profiles and wave resistance are given when the ship moves in shallow water with a bed bump (or a trench). The numerical results indicate that the wave resistance increases first, then decreases, and finally returns to normal value as the ship passes a bed bump. A comparison between the numerical results predicted by the Green–Naghdi equation and the shallow water equations is made. It is found that the wave resistance predicted by the Green–Naghdi equation is larger than that predicted by the shallow water equations in subcritical flow , and the Green–Naghdi equation and the shallow water equations predict almost the same wave resistance when , the frequency dispersion can be neglected in supercritical flows.     

A synthetic aperture radar sea surface distribution estimation by n-order Bézier curve and its application in ship detection

To dates,most ship detection approaches for single-pol synthetic aperture radar(SAR) imagery try to ensure a constant false-alarm rate(CFAR).A high performance ship detector relies on two key components:an accurate estimation to a sea surface distribution and a fine designed CFAR algorithm.First,a novel nonparametric sea surface distribution estimation method is developed based on n-order Bézier curve.To estimate the sea surface distribution using n-order Bézier curve,an explicit analytical solution is derived based on a least square optimization,and the optimal selection also is presented to two essential parameters,the order n of Bézier curve and the number m of sample points.Next,to validate the ship detection performance of the estimated sea surface distribution,the estimated sea surface distribution by n-order Bézier curve is combined with a cell averaging CFAR(CA-CFAR).To eliminate the possible interfering ship targets in background window,an improved automatic censoring method is applied.Comprehensive experiments prove that in terms of sea surface estimation performance,the proposed method is as good as a traditional nonparametric Parzen window kernel method,and in most cases,outperforms two widely used parametric methods,K and G0 models.In terms of computation speed,a major advantage of the proposed estimation method is the time consuming only depended on the number m of sample points while independent of imagery size,which makes it can achieve a significant speed improvement to the Parzen window kernel method,and in some cases,it is even faster than two parametric methods.In terms of ship detection performance,the experiments show that the ship detector which constructed by the proposed sea surface distribution model and the given CA-CFAR algorithm has wide adaptability to different SAR sensors,resolutions and sea surface homogeneities and obtains a leading performance on the test dataset.     

The effects of the ‘Braer’ oil spill, Shetland Isles, Scotland, on P4501A in fanned Atlantic salmon (Salmo salar) and the common dab (Limanda limanda)

This paper describes the response of two fish species, the Atlantic salmon (Salmo salar) and the common dab (Limanda limanda) to the oil spilled from the Braer tanker which grounded on the southern tip of Shetland, Scotland, on 5 January 1993. Both the immediate sublethal effects and the long-term response to the oil which accumulated in sediments around the Shetland Isles, Scotland, are examined. The primary response measured was the induction of detoxification enzymes and the relationship of the levels or activities of these enzymes to the concentration and distribution of aromatic hydrocarbons measured in sediments, water and fish. The results show that, immediately following the spill, there was a marked induction of Cytochrome P4501A enzymes in salmon, indicative of exposure to bioavailable aromatics. In dab there was evidence of induction at some sites in January 1993 immediately following the spill but, subsequently, no induction has been observed in fish caught in the vicinity of Shetland despite the very high concentrations of oil measured in sediments at some locations. This would indicate that the polyaromatic hydrocarbons in these sediments are unlikely to be directly bioavailable to fish. The effect of the oil spill on hepatic pathology in dab was investigated and shows that pathology predictive of neoplasia, such as basophilic foci and vacuolation, were observed in fish from the most contaminated sites in 1994 but not in 1993. The incidence of this pathology appeared to correlate with the degree of contamination at the sites, but additional studies are required to establish whether this was a consequence of the initial impact and exposure from waterborne oil at the time of the spill or whether it was due to the continued exposure to oil from the sediments.     

Application of human reliability analysis to repair & maintenance operations on-board ships: The case of HFO purifier overhauling

Maintenance and repair at the operational level is a critical function to comply with the standard of competence for officers in charge of an engineering watch in a manned/unmanned ship engine room. The human factor in ship maintenance especially deals with fulfilling of the required competency about dismantling, inspecting, repairing and reassembling equipment in accordance with manuals and good practice stated in STCW Code, as amended in 2010. This study extends the shipboard operation human reliability analysis (SOHRA) through the marine auxiliary machinery maintenance operations. The approach involves the determined marine-specific error producing conditions (EPC) and generic task type parameters to quantify generic error probability (GEP) values along with the subtasks of the maintenance operation. To acquire the EPC and GEP values, the real case study on heavy fuel oil (HFO) purifier overhauling considers different operating conditions on-board selected five ships in a dry bulk fleet. The case study shows that human error probability (HEP) values of tasks in maintenance operation change in regard to ship operating conditions. Consequently, the study contributes to the marine engineering field in improving the human factor in ship repair and maintenance operations. This approach is further extended by incorporating maintenance 4.0 requirements into ship operating environment to conduct scenario-based task analysis.     

OPA 90's impact at reducing oil spills

OPA 90 set out stringent requirements and liabilities for tankers operating in US national waters. OPA 90 was in response to the public concern caused by the grounding of the Exxon Valdez in 1989. It made ship owners responsible for the cost of pollution incidents and required all tank ships/barges operating in US waters have double hulls by 2015. We model factors influencing oil spills and test whether OPA 90 helped reduce the number of those spills. After accounting for causal factors, both increased liability and double hulls were statistically significant factors in reducing the number of spills.     

Comparison between in situ cone resistance and laboratory strength for overconsolidated north sea clays

Abstract

Cone resistance and laboratory strength measurements have been compared for stiff overconsolidated clays from five oil and gas fields in the North Sea. The clays considered are glacial in origin. The best agreement between cone resistance and laboratory strength is found by using an N_k factor equal to 17 in the formula

q_c = N_k . S_u + γZ.

The study shows that the cone gives highly reproducible results, whereas there is a considerable scatter in the laboratory strength determinations. When making use of CPTs for preliminary design, the authors recommend assuming an N_k of 15–20, depending on the type of problem under consideration.     

A view on capsizing under direct and parametric wave excitation

The behavior of a ship that is simultaneously heaving, swaying and rolling in waves is examined by using an early developed model by Thompson et al. [Thompson, J. M. T., Rainey, R. C. T. and Soliman, M. S. (1992) Mechanics of ship capsize under direct and parametric wave excitation. Philosophical Transactions of the Royal Society London A 338, 471-490]. A second-order nonlinear differential equation has been used as a mathematical model which is analyzed by using numerical methods to obtain geometrical phase space techniques of nonlinear dynamics. Bifurcation diagrams and Poincaré maps are two of the geometrical techniques used in this study. The result of the calculation is given to allow the naval architect to make a self comparison.