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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
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    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>MAJOR OFFSHORE OIL SPILL ACCIDENTS AND THE TANKER ACCIDENT DATA BANK (1955-1979) OF THE INSTITUT FRANCAIS DU PETROLE</title>
      <link>https://trid.trb.org/View/154150</link>
      <description><![CDATA[After describing the main problems associated with offshore oil spills and reviewing various data presented in past reports, the author describes the results of Institut Francais du Petrole's efforts to gather information relevant to this field.  The Institute's documentation lists accidents involving oil spills of more than 500 tons from various sources (tankers, platforms, pipelines, coastal facilities).  The Institute's data bank concerning tanker accidents is also dealt with in detail, covering over 400 accidents which occurred between 1955 and 1979.  Maps showing these accidents and oil spills are included in the back pocket.]]></description>
      <pubDate>Wed, 08 Oct 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/154150</guid>
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      <title>OIL POLLUTON RESPONSE PLANNING GUIDE FOR EXTREME WEATHER</title>
      <link>https://trid.trb.org/View/152196</link>
      <description><![CDATA[This Guide is intended to provide the On-Scene Coordinator (OSC) with information and guidance useful in developing action plans and contingency plans for conducting oil pollution response operations in open water.  The Guide considers two general categories of response operations at sea: 1. Prevention of (further) spillage from tanker and other vessel casualties.  2. Oil Spill mitigation and cleanup.  The following types of information are presented in the guide: 1. Outlines for Action Plans.  2. Planning guidance.  3. Requirements for initial casualty assessment. 4. Roles of ship's Master, Salvor, other key personnel. 5. Description of response system and equipment options. 6. Data needs for use in selecting appropriate response approach.  7. Selection criteria for deciding between alternative response approaches.  8. Checklists for various types of the response operations.  9. Sources for additional information.  Background is provided on state-of-the-art (SOA) techniques and systems that can be employed in pollution response situations.  This document also provides a decision-making guide in certain cases for selecting the preferred approach in view of the sea state, casualty parameters, and other environmental conditions.  The examples given and the criteria stated may be combinations of parameters that may be encountered in actual operations. Therefore, the action of the OSC must be based on the actual conditions that exist, or that are expected to exist within the time frame of the response operation.]]></description>
      <pubDate>Thu, 26 Jun 1980 00:00:00 GMT</pubDate>
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      <title>THE LARGEST OIL SPILLS: INCONSISTENCIES, INFORMATION GAPS</title>
      <link>https://trid.trb.org/View/148012</link>
      <description><![CDATA[In a review of 30 of the largest oil spills from 1942 to 1978, contradictory figures were found for several major spills, as well as evidence of information deliberately kept secret or missing entirely.  The most reliable and complete information was usually found in government publications. Records kept of oil spills in US waters by the USCG were recently computerized and are probably complete enough for accurate statistics but do not cover accidents in open water or on the coasts of other countries.  A major source of inconsistencies is the fact that spills are variously reported in US gallon, Imperial gallon, short ton, long ton, and metric ton.]]></description>
      <pubDate>Wed, 27 Feb 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/148012</guid>
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      <title>DEPLOYMENT REQUIREMENTS FOR U.S. COAST GUARD POLLUTION RESPONSE EQUIPMENT. VOLUME I: ANALYSIS</title>
      <link>https://trid.trb.org/View/87967</link>
      <description><![CDATA[This report presents the results of a study to examine the siting and equipment requirements that would have to be met by the U.S. Coast Guard to provide an adequate response within six hours for spills of up to 10,000 tons (28,000,000 gals.)of oil in U.S. waters.  A data base of spills over 50,000 gallons in U.S. waters has been compiled from the Pollution Incident Reporting System and National Response Center files of the USCG.  Spill rates are derived and applied for the U.S. as a whole and for four major sub-areas.  A set of baseline pollution response equipment is adopted, and several equipment site configurations covering the U.S. are evaluated on the basis of six-hour coverage, historic spills encompassed and spill potential. Relative levels of equipment capability for the sites are derived from a simple optimization model.  These relative levels are converted to specific equipment requirements on the basis of reasonable forecasts of oil movements in U.S. coastal waters, including oceanic tankers, coastal tank vessels, deepwater ports, and outer continental shelf production.  The additional needs of the U.S. Coast Guard are estimated by subtracting the response capacity of equipment available from other response organizations. Finally, worldwide experience of oil spills larger than 1,000,000 gallons is examined for the decade 1968-1978, and three massive spill scenarios are present for the U.S. Atlantic and Pacific coasts.  Corresponding response scenarios are evaluated, and site locations, equipment levels and logistic requirements are re-examined.  System adjustments are noted, where indicated.]]></description>
      <pubDate>Wed, 15 Aug 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/87967</guid>
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      <title>COAST GUARD ESTABLISHES NATIONAL RESPONSE CENTER</title>
      <link>https://trid.trb.org/View/33306</link>
      <description><![CDATA[A National Response Center has been established at U.S. Coast Guard Headquarters, Washington, D.C. to receive notifications of actual or potential pollution incidents and relay these reports to proper authorities for response action.  The Center, which is manned 24 hours a day, 7 days a week, may be reached by calling the Toll Free Number (800) 424-8802.  Capabilities of the Response Center include: staffing by Coast Guard officers of the Marine Environmental Protection Division trained in the methods and procedures of pollution response, a continuously manned communication center, access to environmental and safety information on chemicals, and contact points with other government agencies for access to response to pollution emergencies.]]></description>
      <pubDate>Wed, 10 Mar 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/33306</guid>
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      <title>TOVALOP - ITS ORIGIN, DEVELOPMENTS, STATUS AND OBJECTIVES</title>
      <link>https://trid.trb.org/View/5311</link>
      <description><![CDATA[This paper describes the origin and development of a Plan by which tanker owners have taken constructive action with respect to oil pollution of coastlines resulting from negligent discharge of oil from their tankers with negligence being presumed unless the owner can establish that the discharge occurred without the tanker's fault. The Plan not only obligates the owner to remove the oil discharged but provides for reimbursement to a national government for expenses reasonably incurred by it in removing the oil.  Limits of liability are established as $100 per gross registered ton of the tanker involved or $10,000,000 which ever is less and the Plan provides means of guaranteeing financial capability for meeting such obligations, as well as enforceability of claims through arbitration.  Current membership in the Plan represents ownership of more than 70% of world tanker tonnage.  The paper analyses the method by which the Plan operates and looks to the objectives it seeks to accomplish.  It relates the Plan to current national legislation and international convention activities directed toward solutions of oil pollution problems arising out of the carriage of oil by sea.  Finally, it emphasises the flexibility of the Plan as a developing concept in the oil pollution field.]]></description>
      <pubDate>Sat, 27 Oct 1973 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/5311</guid>
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      <title>OIL SPILL CONTAINMENT AND CLEANUP CAPABILITY ON THE WEST COAST</title>
      <link>https://trid.trb.org/View/5431</link>
      <description><![CDATA[Importation of crude oil to meet soaring energy requirements and massive movement of crude end products into areas of increasing demand are combining to expand tanker traffic along the nation's coasts.  To protect the environment against the hazard of potential oil spills, the oil industry has formed a number of cooperatives and non- profit corporations to provide a prompt and effective oil spill containment and cleanup capability.  Two of these, Clean Seas Incorporated of Santa Barbara and Clean Bay Inc. of San Francisco, have made major advances in planning, techniques and technology.  Existing capability has been evaluated and mobilized for instant response.  New and advanced equipment has been designed, built and tested. Spill prevention procedures are being developed, disseminated and implemented.  The tanker industry and the concerned public can be assured that substantial progress is being made toward reducing the potential hazard to the marine environment from oil spills.]]></description>
      <pubDate>Sat, 27 Oct 1973 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/5431</guid>
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      <title>CRISTAL</title>
      <link>https://trid.trb.org/View/5433</link>
      <description><![CDATA[This paper describes the origin and development of a Plan establishing a voluntary agreement between various Oil Companies and the Oil Companies Institute for Marine Pollution Compensation Limited to provide compensation for pollution damage caused by spillage from tankers of oil owned by the Oil Company Parties.  The Funds provided, together with compensation obtainable under existing legal regimes and TOVALOP, make available up to $30,000,000 per incident to compensate claims for pollution damage. The Funds used by the Institute to provide such compensation are funds contributed by the Oil Company Parties to CRISTAL.  The Plan has been designed as an interim method of providing such compensation until the coming into force of an International Compensation Fund Convention.  CRISTAL came into effect on April 1, 1971 and at the present time oil companies receiving approximately 80% of the world's crude and fuel oil moving by sea are Parties to the Agreement.  The paper analyzes the method by which the Plan operates and looks to the objectives it seeks to accomplish.]]></description>
      <pubDate>Sat, 27 Oct 1973 00:00:00 GMT</pubDate>
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