Oakland County officials have announced and implemented a new countywide severe weather warning system that involves activating existing and future tornado sirens before a tornado is spotted in the field or indicated on radar.
County Executive L. Brooks Patterson and Emergency Response and Preparedness Director Mike Sturm detailed the sweeping change in the county's outdoor warning siren system on Wednesday, Sept. 10. Under the new approach, sirens will be activated when winds of 70 mph have been recorded in or around the immediate county borders.
"In the past, the sirens have only been activated when a tornado has been sighted or indicated on radar," Patterson said. "Henceforth, the outdoor warning system will be activated when severe thunderstorms with damaging winds at or near 70 mph are in Oakland County or within a 10-mile buffer around the county."
If a 70 mph standard had been in place, Oakland County would have activated warning sirens an additional half a dozen times since January 2006, rather than just the three times the sirens were sounded during the same period of time based on National Weather Service standards.
Sturm said it was felt that any severe weather condition that could result in widespread or severe damage, injury or loss of life or property should warrant activation of the outdoor warning system. He added that winds of 65 mph or more could do as much damage as a low-grade tornado.
The previous outdoor warning system began in 1977. There are 228 sirens in place across the county, with two more about to be installed. The total cost of siren installation is around $20,000, according to county officials.
Last October, three new tornado sirens were slated to be installed in three lakes area communities. Commerce, Highland, and Waterford townships netted the warning devices in the last year after the county received a $68,000 Urban Area Security Initiative Grant — federal money passed to the state and then passed on to the county — that made the purchase and installation of the sirens possible.
For the fourth time in as many weeks federal disaster response officials found themselves shifting gears to address a storm.
As Hurricane Ike barreled toward the Gulf Coast of Texas, the Federal Emergency Management Agency was already moving its rapid response teams into southern Texas in advance of the storm, repeating preparations it made in recent weeks for Hurricane Fay in Florida, Hurricane Gustav in Louisiana, and Tropical Storm Hanna in North Carolina.
A new approach
“The lesson learned is we must plan for these events well in advance of the event,” said Glenn Cannon, assistant FEMA administrator for disaster operations. “We plan for different events and scenarios … so we have the same game plan and are on the same page.”
The ad hoc, independent response that marred FEMA’s response to Hurricane Katrina is a thing of the past, he said. “We don’t need to relearn that lesson.”
That’s why, since August, FEMA has conducted daily — and sometimes more frequent than daily — videoconference calls to coordinate state and federal response for tasks as diverse as medical evacuations, supply delivery and rescue teams staging, he said.
As the chief coordinator for disasters, FEMA makes sure all local and federal agencies come in with the necessary resources and staffing. FEMA has developed more than 220 prescriptive mission assignments for its partners. The plans contain everything from checklists to draft documents so nobody is starting the process from scratch, Cannon said. Before Katrina, there were fewer than 30 such plans, he said.
The General Services Administration, which supports FEMA’s supplies purchasing, is one of the agencies dialed in on the daily phone call. Its Office of Emergency Response and Recovery, set up after Katrina, is getting its first real test this year with the battery of storms slugging the Gulf Coast.
The daily video teleconferences have allowed agencies on the federal, state and local level to reach out to one another and discuss what is needed and who can provide it, said Joshua Sawislak, acting director of the Office of Emergency Response and Recovery at GSA. The briefings ensure that agencies like GSA, which is responsible for trucking supplies into disaster areas, coordinate with, say, the Transportation Department, which knows which roads are closed, or the National Hurricane Center, which knows where storms are heading.
Role of technology
Technology has also provided real-time situational awareness, Sawislak said. During the evacuation of New Orleans in advance of hurricane Gustav, Customs and Border Protection and military reconnaissance technology helped give responders real-time knowledge of where ambulances transporting patients were and whether additional aircraft were needed to evacuate them, he said.
“Cooperation and communication has made the biggest difference,” Sawislak said. “FEMA can roll in mobile command centers with full capability and show us video of what is going on. … We don’t have to rely on CNN.”
The centralized emergency management office has also helped GSA coordinate internally, Sawislak said. The office is in charge of mobilizing GSA’s regional emergency response teams and reservists to make sure the right people with the right skills are in the right place at the right time, he said.
A deep bench
Although Ike is the second major storm this season to hit areas within GSA’s Fort Worth, Texas region, the regional emergency staff is ready to respond in full force, he said.
GSA staff from California, working with FEMA at the time, had deployed in response to Hurricane Gustav, relieving some of the pressure on the region, he said.
But GSA has a plan in place to supplement people from regions outside of the storm zone in order to give those in the storm zone a break, he said.
“The hardest part is to make sure people understand we’re in it for the long haul, and they need rack time … so they don’t get burned out,” Sawislak said.
At the same time FEMA is planning for the response, it is also working with partner agencies to plan for recovery, Cannon said.
FEMA is already planning for mass feeding and sheltering should Ike wipe out homes in the affected area. The agency is also working to ensure temporary housing is available should anyone be left homeless from the storm, he said.
The Small Business Administration, which administers home and business recovery loans, is also planning for the day after.
The agency has 1,500 of its 3,500-plus reserve staff on call to respond to Ike within 24 hours, said James Rivera, deputy associate administrator for SBA’s Office of Disaster Assistance. SBA has trained 3,500 people for its disaster recovery reserve force, which is used to staff up regions during times of emergency.
The reservists process loans, inspect property damage and perform other recovery duties. That reserve staff is 18 times larger than the reserve available during Hurricane Katrina, he said.
Although SBA has been part of the responses to many of this year’s natural disasters, employee fatigue has not yet been an issue, said Sandy Baruah, acting SBA administrator.
“But if Ike packs a punch and we’re dealing with it for a long time, or if it is followed by another serious hurricane, we do have this 3,500-person team of active reservists to work through the system,” Baruah said.
In addition to people power, the agency is also prepared to respond with technology. The agency has beefed up its loan processing system now allows 12,000 users to run cases simultaneous, 10,000 more than were allowed in the system during Katrina, Baruah said. People seeking assistance can also apply for their loans online, a development made in response to the long-distance evacuations after Katrina where many loan seekers couldn’t go to disaster recovery offices in person.
24-hour hurricane center
Whether agencies are involved in the response or the recovery phase, they rely heavily on the forecasts from the National Hurricane Center, which is staffed around the clock, to determine where to stage its crews and when to begin evacuations.
The Hurricane Center has two specialists tracking Ike at any given hour, but while Ike was being tracked alongside Hurricane Gustav and Tropical Storm Hanna, each storm had its own team working overtime, said Bill Read, the center’s director. “It is a bit of a balancing act,” but because hurricanes are the agency’s business, there isn’t a lot of staff shuffling going on, Read said. The agency is always prepared to give officials briefings at any time of the day or night. “For some reason, the storms won’t take off on weekends, so we work weekends,” Read said. “Hurricanes don’t go to sleep at night
Even if greenhouse gas concentrations would remain constant at 2005 levels for the next century, which is a highly optimistic scenario, according to a group of researchers from the Scripps Institution of Oceanography, the earth will still warm about 4.3 degrees F (2.4 C) above pre-industrial levels.
According to Climate Sciences professor V. Ramanathan and co-author Yan Feng, 90% of this warming will most likely be experienced in the 21st century.
Below are exerpts from the ScienceDaily article...............
"This paper demonstrates the major challenges society will have to face in dealing with a problem that now seems unavoidable," said Ramanathan. "We hope that governments will not be forced to consider trade-offs between air pollution abatement and mitigation of greenhouse gas emissions."
The authors point out that the real problem is not the reduction of air pollution, but it is the lack of comparable reductions in emissions of CO2 and other greenhouse gases to offset the reductions in the surface cooling effect of fog. The paper also offers potential solutions.
There's a special room at the Marshall Space Flight Center. Researchers call it the "Anechoic Chamber" and they love to test their high-tech instruments there. Normal people think it's just plain spooky.
"In here, no one can hear you scream," says engineer Mark James as he opens the door on the surreal:
The door creaks shut behind James and suddenly it's like someone hit the mute button. Dead silence. Pyramids on the wall seem to be closing in. The urge to scream ... hard to resist.
James just gets on with the job. He's lead engineer on a research team using this cavernous facility to test a prototype hurricane sensor called HIRAD. Short for Hurricane Imaging Radiometer, HIRAD is designed to scan large areas of ocean for microwave signals that portend storm strength and dynamics. By collecting and transmitting these data to forecasters, HIRAD could reduce property damage and even save lives.
The Anechoic Chamber is the perfect place to check HIRAD's antenna.
Weird shapes lining the chamber's walls are made of a radio-frequency damping material arranged in a pattern akin to soundproof rooms. The shapes minimize microwave reflections and eliminate electromagnetic interference.
"The electromagnetic quiet allows us to test and fully characterize the HIRAD antenna," explains James. "Lack of sound is just a weird bonus."
A microwave source at one end of the chamber sends signals to the HIRAD antenna at the other end. In this way, engineers can explore the antenna's beam pattern to check that it meets the requirements of the mission ahead.
Using microwaves, "HIRAD will be able to map out wind speeds on the ocean's surface--in particular the hurricane strength within the eye wall and elsewhere," says Tim Miller, HIRAD principal investigator at the National Space Science and Technology Center in Huntsville, Alabama. "We can also determine how heavy the rain is and the temperature of the ocean surface, more indicators of hurricane characteristics."
Because of its design, HIRAD can make observations over a wider swath of area than instruments currently used by NOAA. And by using electronic rather than mechanical means to scan and create a two-dimensional image of the storm's dynamics, HIRAD can operate on less power than current wind measuring instruments. It's also smaller, lighter, and relatively inexpensive to build.
"HIRAD's observations will not only give weather officials more and better real-time information on storm strength, but it will also help them determine how the storm will develop and where it will go," says Miller. "All of this adds up to more advanced warnings to the public."
How is HIRAD doing so far in the "bat cave" testing?
"We're still reviewing our test data, but so far HIRAD is passing with flying colors," says Robbie Hood of the MSFC, former principle investigator for the project and still intimately involved in its development.
The next step, she says, "is to build the real thing. This is just a test unit – a laboratory prototype. Ultimately, HIRAD will be more compact and lighter weight than the unit we're testing now."
The team hopes to have HIRAD ready to fly checkout tests onboard an aircraft by fall 2009, and ready for its first hurricane experiment in 2010. HIRAD will have to compete with other candidate instruments for the hurricane experiment.
The whole team feels confident that their instrument is going to succeed. "We've got top-notch personnel working long hours to make it happen," says Miller. "We all know that HIRAD is a valuable instrument, and we want to place it in the hands of weather officials so it can do its work -- saving lives."
The trick, says James with a smile, "is not getting locked in the bat cave."
SOFIA (Reuters) - A North Korean-registered cargo ship with 10 Ukrainian and Russian crew on board sank in rough waters in the Black Sea early on Saturday, Bulgarian authorities said.
Rescuers have so far failed to find any survivors as stormy conditions hampered rescue operations, said Nikolay Apostolov head of Bulgaria's Maritime Administration Agency. Rescue workers have also not found any bodies.
Efforts to save the crew, which consisted of nine Ukrainian and one Russian seamen, will be halted for the night because of the bad weather, he said.
The Tolstoy, which carried 2,500 tonnes of metal scarp and was sailing from Russia to Turkey, sank at about 4 a.m. (0100 GMT) some 12 miles off Cape Emine on Bulgaria's Black Sea coast, officials said. It issued no SOS call, they said.
"We received the exact crew list from the authorities in Rostov (Russia). It shows the ship had 10 not 12 crew, which was the preliminary information," Apostolov said.
He said the vessel was owned by an Ukrainian company and sailed under the North Korean flag.
AP, JAKARTA Rescuers were searching yesterday for a missing two-year-old boy after a packed ferry caught fire and sank in eastern Indonesia, killing at least nine people, an official said. The wooden boat, the Usaha Baru, was traveling between two coastal villages in Maluku province carrying 77 passengers and crew when a fire broke out in the engine, local search and rescue agency head Eddy Paays said.
Most of the passengers were Muslims traveling home to celebrate Id al-Fitr, marking the end of Ramadhan, Paays said.
Panicked passengers started jumping into the sea after the fire broke out in the engine as the boat traveled on Friday between two coastal villages in the Maluku islands, he said, adding that fisherman helped pluck many from the sea.
Rescuers continued to search for a missing toddler near the fishing village of Salahutu, he said.
At least nine people were killed in the accident and 35 others were being treated at a hospital for burn injuries, Paays said.
Ferries and passenger boats are a major form of transportation in Indonesia.
Both Robert LaPointe and Terry Raye Trott apparently violated boating safety rules prior to a fatal boat crash on Long Lake, Maine, last summer, witnesses for the state testified at LaPointe's manslaughter trial Tuesday. Milford Daily News writes:
LaPointe, 39, of Medway, Mass., was going too fast at night and did not exercise care to avoid a collision when he came up on Trott's boat from behind, said Maine Warden Kevin Anderson and boat reconstruction expert William Chilcott.
Trott was in violation because his rear "all-around" light was not working, and he may not have had a sounding device on his motorboat, they said.But both witnesses agreed that under federal navigation rules, LaPointe was at fault for the Aug. 11, 2007, crash. His obligation as the boat coming up from behind superseded the obligation Trott had to maintain proper lighting, they said.
"Mr. LaPointe was driving too fast at night," said Anderson, who conducted a reconstruction of the collision using the salvaged boats. "He wasn't able to avoid the collision. He ran over a boat." Boaters on Maine's lakes are required to obey the navigation rules maintained by the U.S. Coast Guard, and any other state laws or local ordinances specific to each body of water.
Anderson said boaters must travel at speeds low enough to avoid a collision with another boat, a log, a loose dock, a swimmer or any other hazard that might present itself. Anderson estimated LaPointe was going between 40 and 50 mph at the time of the crash, and Trott was going between 10 and 20 mph.
By Michelle Dyer - Robin Storm Special Correspondent.
You might be wondering what a Blind Storm Chaser is, and why I'd even consider suggesting such a thing! Well, we all know what storm chasers are, but no one's ever heard of blind ones!
As a matter of fact, such a thing wouldn't otherwise cross your mind without me mentioning it. Perhaps the up-coming story I'm going to share with you, along with ideas of what I hope to see in the future, will make the thought of such things seem more plausible.
A Bit About Me
Before I go any further, perhaps I should give a bit of info about myself. My name is Michelle Dyer, and I am a 38 year old, totally blind female from Central Florida. The Sunshine State's been my home for about twenty years, but I am originally from Northern Virginia.
For most of my life, I've always seemed to have an interest in weather. Even though I can't really trace this interest back to a single event, there are many events that I will always remember. At some point down the road, I will share those experiences in a future article.
My Blogs And Weather E-Mail Lists
I, as a blind person, follow weather, yet I am unable to carry out the same actions that most other storm chasers do. This doesn't mean I've given up on my love for following weather though. First of all, I have two blogs that I post to on a regular basis. Secondly, I moderate a weather E-Mail list where weather from Florida is the central focus. Along with this, I am a member of a Mid West weather E-Mail list that is also moderated by a blind friend of mine.
If you are interested in the weather blogs, here's how you can get to them. To visit the All About Mid West Weather blog, please visit here. I also have a blog called The Storm Watch Forum. If you wish to visit that blog as well, please go here.
When you visit these blogs, you will also learn about a friend of mine by the name of Bonnie. This dear friend of mine lives in Oklahoma City and works as a storm spotter for the Oklahoma County Emergency Management. Even though she is not totally blind, she has to use glasses to correct her vision. When you read her blog postings, you will see just what an inspiration she is to me.
To learn more about, or to sign up for the E-Mail weather groups, you may visit the following pages. To get to the Florida Weather Info Google Group, please go here. If you are also interested in the Mid West Weather group, please visit this link. It is free to join, and we'd love to have you on board.
In What Way Do We Chase Storms?
One may ask, so how through these blogs and E-Mail groups do we chase storms? Well, the answer is simple! We go up to sites such as the www.weather.gov alerts page, pluck information regarding watches and warnings for states effected, posting these alerts to the blogs and E-Mail lists, then follow the progress of severe weather events through related news articles and personal accounts of specific weather events. All these items are well documented, giving the reader a full picture of what has taken place. This, in turn, gives a "Storm Chaser" feel to the material posted.
My Intuition And Other Four Senses
Blind individuals have ways of getting around their loss of eye sight. One way is through the use of their other four senses. Another way is through having an intuitive personality. I can say for certain that such things are true of me, and have played a role in how I follow weather.
How do I use my other four senses to follow weather? Well, that's simple! First of all, when I can't see the rain falling, I can hear it. Secondly, when I can't see the snow falling, I can feel it touching me. Thirdly, when it comes to knowing about an approaching severe storm, that's where hearing the thunder comes in handy. Oh, but of course, one must never leave out the use of a NOAA weather radio because it can save your life!
In conjunction with the use of my other four senses, I also have great intuition as it relates to weather. For the last twenty-five years or so, I have had a strange intuition about certain weather situations. For example, I have known about tornado outbreaks before anyone else has. I even get vives about these events several weeks in advance of their taking place. I hope to share these experiences at length in a future article.
So What Lies Ahead?
So what lies ahead in the future for me? Well, I hope to help in making it possible for blind weather enthusiasts to do what they love for a living, follow and forecast weather! As it stands now, the science of Meteorology is way too visual for the blind to do as a profession. In a future article, I hope to address this issue further, with the hope that I can bring about working ideas for change. Finally, I hope to encourage sighted storm chasers to take on blind partners, thus allowing for us to use our growing knowledge, our other four senses and intuition to help in the improving science of weather forecasting.
Hurricane Ike will be entered into the record books for the severe damage it inflicted in and around Galveston, Texas, experts say.
"This one's going to be famous for a long time, if for no other reason than it hit Texas, which hadn't gotten a strike by a damaging hurricane in 25 years," said Jeff Masters, director of Weather Underground, a private commercial forecasting service.
Masters also noted that the cost of Ike's rampage along the Gulf Coast could reach U.S. $22 billion, which would make it the third costliest hurricane on record behind Hurricane Katrina in 2005 and Hurricane Andrew in 1992.
The center of Hurricane Ike made landfall around 3 a.m. EDT Saturday at Galveston. The storm's peak winds were clocked at 110 miles (177 kilometers) an hour, making it just short of a major Category 3 hurricane. (See photos of the hurricane's aftermath.)
But the storm's enormous size—nearly as large as the state of Texas—spread its destruction from eastern Louisiana to Texas.
"Freak" Storm
The worst of Ike's damage was caused by its huge storm surge, a mound of water pushed ashore by the storm's winds. (Watch video of Ike's waves crash over buildings in Cuba.)
Because of Hurricane Ike's huge size, its storm surge of 10 to 15 feet (3 to 4.6 meters) above normal tides was much bigger than a Category 2 hurricane usually would create.
When Hurricane Ike struck eastern Cuba last week, it was a very powerful Category 4 hurricane with peak winds of about 145 miles (233 kilometers) an hour.
But the storm's long trip across Cuba caused the hurricane to weaken and spread out.
Ike stayed large when it moved off the western tip of Cuba and into the Gulf of Mexico, said James Franklin, a forecaster at the National Hurricane Center in Miami.
"One of the issues with Ike was how long it took for the core of the hurricane to recover from its passage over Cuba, Franklin said. "At one time, it was forecast to be a Category 4 hurricane at landfall [in the U.S.].
"I think we were anticipating that it might have intensified a little faster over the Gulf. But very often, you see storms that never recover after they have had interaction with land."
Masters said Ike became a "freak" over the Gulf of Mexico because its barometric pressure started dropping, which is usually an indication that a hurricanes winds are strengthening. Ike's winds did strengthen some, but not as much as forecasters expected.
Still, Ike was so large that its winds set most of the Gulf of Mexico into motion, and that's why its storm surge became so large and destructive.
Killer Storm
The hurricane has killed at least 34 people in the U.S.
Rescue workers are still trying to reach some coastal residents who did not heed the National Weather Service's dire warning to evacuate in advance of the storm.
Among the residents who did not leave were about 500 people on the Bolivar Peninsula just north of Galveston.
When Ike made landfall, the peninsula was hit by the storm's front-right quadrant, which carries a hurricane's peak winds and maximum storm surge.
Masters noted that 80 percent of the homes on Bolivar Peninsula were destroyed.
Dan Reilly, a meteorologist at the Houston-Galveston National Weather Service office, said Ike's storm surge combined with large pounding waves caused the damage on the peninsula.
The arrival of a storm surge is gradual as the hurricane approaches land and pushes the edges of the surge ahead of its center. But the surge steadily increases as the center of the hurricane gets closer.
When the hurricane's eye arrives, the powerful winds can create large breaking waves riding atop the surge, and these waves are very destructive as they crash down on buildings.
Reilly said the surge and pounding waves caused heavy damage on Bolivar Peninsula and the southwestern end of Galveston Island. But the surge did not top the city's 17-foot (5.2-meter) seawall, built after a devastating hurricane in 1900. (See scenes of the devastation left behind after the 1900 hurricane.)
Masters added that although the 2008 Atlantic hurricane season still has more than two months remaining, the rampage of Hurricane Ike and earlier storms that formed in the same area this summer may prevent future storms in the Gulf of Mexico and the Straits of Florida from becoming as powerful as they might otherwise have been.
"They all acted to cool down the ocean in the Gulf and around the Bahamas," Masters said. "So the next storm that comes through will not have as much heat."
America has tightened building codes in danger zones, but it also needs to stop building.
By the Monitor's Editorial Board
from the September 19, 2008 edition
Nearly a week after Galveston Island took a severe beating from hurricane Ike, a Kroger grocery store has finally opened for business, grilling up fajitas for its employees. With the Texas island still not ready to take back evacuees, the open store is at least one encouraging sign of normalcy.
For that is the aim of rescue and relief workers, government officials, neighbors, and perfect strangers who all assist in the aftermath of any disaster – to help residents return to as normal a life as possible.
But normalcy has its downside in America's hazard-prone areas. If it means rebuilding exactly as everything was before the hurricane, fire, or earthquake, then business-as-usual is itself hazardous.
The country has learned to do some key things differently in the wake of several years of weather whammies. One of them is to adopt stricter building codes that save lives and money.
New building and landscaping standards spared five communities from San Diego's fierce fires last year. In 1992, when the worst mainland hurricane in US history slammed into Florida, 27 Miami-area houses built to hurricane-resistant standards suffered no structural damage, while other homes nearby were flattened.
Florida now has the most stringent hurricane building codes in the country. After Katrina and Rita in 2005, Gulf states caught on, with Louisiana, for instance, passing a statewide code. Structures along the Mississippi coast are being rebuilt on stilts.
Good job, except for this huge oversight. The rebuilding, with few exceptions, is taking place in the same spots that were wiped out. As naturally as snow falls, people want to build in warm places with beautiful beach vistas – no matter that they're on a vulnerable barrier island such as Galveston.
One thing that would discourage the pounding of pylons in obvious danger zones is market-priced property insurance. It's telling that private insurers have for the most part pulled out of the Gulf coastal areas. As of Nov. 30, State Farm won't renew even existing policies for customers within 1,000 feet of the shoreline.
Customers have therefore swarmed to subsidized state insurance programs, and, of course, should these fail, there is always the National Flood Insurance Program. Or not. Congress is wrangling over renewal of the program, which expires Sept. 30. Sadly, both House and Senate bills perpetuate low-cost insurance that only encourages more building in dangerous zones.
In the absence of correcting market forces, populations along the coastal counties of the Atlantic and Gulf coasts have popped up like beach umbrellas. In 1980, about 67 million people lived in these counties, according to the US Census Bureau. In 2006, just over 88 million. And little has discouraged developers – at least before the housing bust – from marching up the tinder-dry hills of California.
State and local governments should either wean themselves from taxpayer-subsidized, low-cost insurance – or block off the most vulnerable areas. It is possible. After the 1977 Red River flood, Grand Forks, in North Dakota, marked off a "no build" zone near the river. Two decades ago, South Carolina began a gradual retreat from the sea – redrawing its baseline at the shore every 10 years.
Now in Texas, the land commissioner, Jerry Patterson, is proposing that new coastal construction be set back at 60 times the erosion rate – for example, 60 feet for every foot of erosion. Before Ike, he was blasted by local officials who said the restrictions would erode development and resulting tax revenue.
With so much washed out to sea or piled up as debris, Galveston – and other communities – should be welcoming Mr. Patterson's proposal. To prepare for disasters, America should not just batten down, but step back.
The International Association of Fire Chiefs has produced a list of model procedures for responding to hurricanes and tropical storms. The guidelines can help chief officers establish a policy for response that minimizes the risk to fire/EMS personnel and protects the department’s human, physical and cyber-infrastructure critical to safeguard a community before, during and after a storm.
Some of the guidelines for creating a safe environment for personnel are:
Review the fire department’s standard operating guide, update as needed and review with all members. Obtain and review the most recent version of the fire department’s continuity of operations plan.
Update target occupancies list. A target occupancy might be an occupancy with a high probability of trapped victims or a structure that stores a large amount of hazardous materials or is susceptible to structural failure, such as schools, hospitals, health-care facilities and factories.
All companies familiarize themselves with the topography of their response area to become aware of flood-prone areas.
Inventory all equipment.
Ensure apparatus readiness.
Check the physical condition of each department building and facilitate repairs of any damaged roof areas, windows or doors that could contribute to increased damage in a hurricane. Check and service as needed any sump pumps for basement areas. Be sure all surface-area drains around the exterior of buildings are free and clear of all debris to allow for proper drainage.
Ensure all fire department generators have been serviced and are working.
Inventory and check batteries and chargers for portable equipment and be sure all are in working order and that there is an adequate number available.
Maintain all apparatus fuel tanks at no less than three-quarters full.
These procedures should be conducted at least two months prior to hurricane season.
All work on salvaging the remaining part of the MSC Napoli will be halted until next year because of bad weather, it was announced yesterday.
All that remains of the vessel, which was grounded off East Devon, is the rusting stern section, which was expected to be removed by the end of October, marking the conclusion of an estimated pounds50 million salvage operation.
However, the Secretary of State's representative for maritime salvage and intervention, Hugh Shaw, has agreed with environmental groups, the salvors and insurers representing boat owner Metvale that autumnal storms make the work too dangerous to continue.
It means the wreck could still be off Branscombe beach two years after it was grounded there in January 2007.
Mr Shaw said: "The decision to suspend salvage operations for the MSC Napoli was necessary to lessen the risks that the onset of harsher autumnal weather would have presented to the safety of the salvors involved and the local environment.
"The conditions under which salvors are operating are now becoming increasingly treacherous. During the initial incident, no lives were no lost and my aim is to lessen the risks to anyone involved in the operation during this final phase."
He said 2,800 tonnes of the aft section of the 60,000 tonne vessel have been removed. But the remaining section is heavily constructed and "proving difficult to dismantle", especially the 1,400 tonne engine.
"The vessel's location and exposure to the elements has not helped salvage activities," he said. "There is also an estimated 3,000 tonnes of silt and clay trapped inside the ship and adding substantial weight to the overall structure.
"My goal continues to be the removal of as much of the remaining aft section, as is practicably possible, balanced against the environmental sensitivities of the Lyme Bay area."
The news was met with dismay by some villagers in Branscombe.
Guy Bentley, who runs the Old Baker Tea Shop, said the continued presence of the wreck and the workers was affecting village life. "As a general rule for the locals, we cannot wait for everything to get back to normal again," he said.
"It will be nice to see the back of it. I live down by the beach and I go out there every night and you cannot see the night sky for the lights from the workers' camp.
"It ruins the whole beachfront and I'm sure it destroys the character for regular visitors."
A 500m temporary exclusion zone remains in place around what remains of the wreck off Branscombe beach.
Additional navigational marks will be deployed around the wreck, while counter-pollution response measures including personnel and equipment will remain in place.
The Maritime and Coastguard Agency will continue its regular flights over the site.
Another villager, Anthony Sellick, said it might not be a bad thing for the recovery and teams to stay for another winter.
"The wreck isn't doing any harm and the teams patrolling the beach are doing a good job of recovering things," he said.
"There is going to be a certain amount of stuff on the sea bed which will wash up over the winter.
"Bits of steel and other material are still washing up on the shore which isn't good. But we are not suffering as much as we first feared."
HOUSTON -- A U.S. Coast Guard crew that stumbled upon a group of washed-away chemical tanks on Sunday evening was taken to the hospital, KPRC Local 2 reported.
Coast Guard Lt. Steve Morris said the crew maneuvered their boat next to the chemical tanks that had washed up under the hull of several barges, and they began feeling sick when they returned to shore.
The crew of six went to the hospital complaining of watering eyes, scratchy throats and dizziness.The Coast Guard dispatched its Maritime Safety Security Team from Boston and other cities to comb through the Houston Ship Channel to look for damage and inspect for dangers. Along with the floating tanks, they encountered large equipment floating in the water after having broken away from various petrochemical plants and refineries. Coast Guard crews bumped their boats up against some of the large debris to push it into areas where it can remain until cleanup can be organized.
Other damage along the channel spotted by the Coast Guard teams included several barges and at least one oil tanker that had run aground after breaking free from docks, large oil tanks pushed and bent at the Magellan facility dock, overturned trucks and other equipment onshore, and one large door caved in on a warehouse structure. The Coast Guard reported it has not found any widespread oil slick or other spill similar to what it saw with Hurricane Katrina.Only tugboats were cleared for travel through the Ship Channel, and no decision had been made on Sunday night as to when tankers and freighters would resume. To the end of the world, in Magellan's wake Though safer and more luxurious, voyages still face uncertain weather and treacherous waters
By Claudia R. Capos, Globe Correspondent | September 21, 2008
TIERRA DEL FUEGO, Chile - At 7:45 a.m. on a Sunday in early January, several hundred passengers aboard the Celebrity Infinity huddled with cameras along the starboard railings on the ship's decks, poised for the rounding of Cape Horn. The roughly 2,000-mile journey from Buenos Aires to the tip of South America had taken a week, some of it through treacherous seas, and anticipation was high.
As if on cue, bitter-cold wind hurled tiny daggers of ice crystals at the mariners, sending many of the less-stalwart scuttling for the nearest doorway. Others weathered the onslaught and hoped for the best.
Suddenly, the roiling skies cleared, and a rainbow appeared, glancing off the craggy granite rock face of Cape Horn.
"This is what we came all this way to see," exclaimed passenger Bobbi Sorensen of Atlanta. "It was a real thrill!"
Her husband, Tom, a seasoned sailboat captain, marveled at the blackness of the granite rocks and the isolation of the continent's southernmost outcropping. "Cape Horn is literally the punctuation mark at the end of the world," he said.
Author and on-board historian James W. Reid proclaimed this particular rounding of the Cape the best he'd seen in 100 voyages. "Travel is very uncertain in this part of the world, and the unpredictable weather makes you stop and think: How did [Ferdinand] Magellan . . . do it?" he said.
Reid presented slide shows and lectures on South American history, ports of call, and points of interest throughout our 14-day cruise to ValparaÃso.
"Here, the magic of the past has not faded with time," he said. "You can still relive the days of these early navigators and see the same things they saw as you sail around the Horn and through the Strait of Magellan and the Beagle Channel ."
Today, cruising around the tip of South America is much safer, more luxurious, and far more affordable than ever. Celebrity, Princess, Norwegian Cruise Lines, Silversea, and other cruise companies offer a variety of sailings, with multiple ports of call in Argentina, Chile, and Uruguay. Some itineraries also include Rio de Janeiro during Carnival, the Falkland Islands, or Antarctica. The best time to cruise is during our winter months when it is summer in the Southern Hemisphere. But be forewarned: High winds and cold temperatures in Patagonia and Tierra del Fuego can make for wintry conditions, even in summer.
Like many Cape Horn passengers, Mary and Dennis Murphy of Groton were eager to chart a new course. "We haven't been to South America and wanted to get a general feeling for the area, so we can decide whether to return and explore it in greater depth," said Mary. "We also were attracted to this cruise itinerary by the prospect of seeing beautiful natural features and unusual animals, such as penguins and sea elephants."
Although the couple had sailed on smaller ships, this was their first cruise aboard a 2,500-passenger liner. "It's a great value for the money," Mary said. "There are tons of choices in excursions and activities - something for everybody. The ship also has great food and amenities. If you are interested in rounding Cape Horn, you couldn't do it on a smaller vessel for the same price."
Passengers traveled from 38 countries to sail aboard the Infinity, creating what Allan King , the cruise director and a native of Scotland, likes to call a "floating United Nations." Evening entertainment featuring Argentinian gauchos and Latino singers, afternoon tango lessons and optional rodizio dinners (where meat is grilled on skewers) added a south-of-the-equator flair.
"Anybody approaching South America has to look with open eyes and expect the unexpected," King said. To get the most from the voyage, he recommended passengers research the ports of call and book excursions well in advance. "This is a different type of cruise vacation than you will experience in the Caribbean or Alaska," King explained. "In South America, the port cities are gateways to places of interest."
That afternoon, we traveled 45 minutes by bus north from Montevideo to the Juanico Winery in Uruguay's principal wine-producing region for a leisurely drive through the estate's 600 acres of lush vineyards and a tour of their oak-barrel aging cellar. Inside the wood-beamed tasting room we sampled six wines, including a 2002 Preludio Barrel Select, an elegant blended red. Many passengers in our tour group purchased bottles to take back to the ship.
A sea lion bobbing in choppy waters was the first to greet the Infinity at Puerto Madryn, a rather drab Argentinean town founded in 1865 by Welsh settlers. Despite its lackluster appearance, the area is a jumping-off point for rich nature areas. To the east, the Valdes Peninsula, one of South America's finest wildlife reserves, is home to immense southern sea elephants, sea lions, seals, and flocks of sea birds. One hundred miles to the south, the Punta Tombo Penguin Rookery hosts the largest penguin nesting ground on the continent and is the best place to rub elbows with an estimated 2 million Magellan penguins.
"Part of the attraction of South America for nature lovers is the opportunity to sail the southern oceans and encounter distinct populations of sea creatures, birds, and land-dwelling animals that you don't see in the Northern Hemisphere," explained Milos Radakovich, our on-board naturalist.
Our often bumpy, dusty three-hour ride to Punta Tombo took us through arid scrub land, reminiscent of Baja California. Sparse herds of fuzzy brown guanacos, or wild llamas, munched dry grass far from the roadside.
At the rookery, a pebble pathway led through pocked rolling hills, where fluffy gray penguin chicks snoozed in shallow burrows or peeped incessantly for their parents. The handsome black-and-white adult birds paraded single-file across the path. From a lofty viewing area atop a precipice on the seacoast, we gazed down at thousands of penguins, bobbing in the chilly waters for fish and sprawling on the sandy shore.
"We saw the march of the little, or fairy, penguins in Australia," said Judith Goldstein of South Windsor, Conn. "We loved it and selected this tour because it enabled us to view penguins in their natural habitat."
The fierce winds of Patagonia kicked up a blinding dust storm when we returned to the Infinity, delaying boarding for two hours. At times the thick dust nearly obliterated the shoreline and another cruise ship nearby. This blustery send-off from Puerto Madryn proved to be the initial salvo of a major gale that packed sustained winds of 60 miles per hour with gusts up to 90 miles per hour, and sent 30 foot waves crashing against the ship's hull. For the next two days, sailing was rough.
The Infinity's public-address system chimed early on the morning we were scheduled to drop anchor off Stanley, the capital of the Falkland Islands. Captain Athanasios G. Peppas, a veteran of 10 Cape Horn voyages, explained that heavy seas would prevent the ship's tenders from transporting passengers to shore and, therefore, the visit to the Falklands was canceled.
Later that day Peppas told us it is not uncommon for foul weather to scuttle disembarkation plans in the Falklands. "This is not just a cruise; it's an adventure," he said.
Fortunately, the seas calmed as we neared Tierra del Fuego ("land of fire"), assuring us our memorable rounding of Cape Horn, which was named after the Dutch town of Hoorn, the birthplace of navigator Willem Schouten. In 1615, the prominent Dutch merchant Isaac Le Maire raised money and hired Schouten to lead an exploratory voyage in search of an alternate route from the Atlantic to the Pacific, south of the Strait of Magellan, which was charted a century earlier. Schouten succeeded in finding that southerly route, known as the Strait of Le Maire, in 1616.
After leaving Cape Horn, the Infinity sailed up the Beagle Channel to Ushuaia, Argentina, which calls itself the southernmost city in the world. Nestled along a small, boat-studded harbor, this frontier town exudes a slightly Bavarian flavor, with its peaked clock tower and Alpine-style buildings. On San Martin Street, we shopped for jewelry, sheep's wool throws, and leather jackets while checking the menu offerings of local restaurants for king crab and grilled steaks. Our afternoon excursion took us through dramatic vistas in Tierra del Fuego National Park aboard the rather touristy and pricey "train at the end of the world."
The remaining days of our cruise included stops at two Chilean ports of call. Punta Arenas, the oldest and largest city in Chilean Patagonia, offered a spectacular view from atop Hill of the Cross Lookout and an opportunity to walk through the lavish mansion, now a cultural center, built by Patagonian pioneer Mauricio Braun in 1905. Puerto Montt, originally a German settlement and now the gateway to the southern lake area, featured the area's largest artisan market, with a tremendous selection of handcrafted clothing, jewelry, and leather goods, just a few minutes walk from the passenger terminal.
The highlights were our evening sail past the five ice-blue glaciers glittering like crown jewels along the Beagle Channel west of Ushuaia and the full day we spent wending our way through the Chilean fiords. At times snow-etched peaks loomed above the Infinity, casting long shadows on passengers sunbathing below on the ship's top deck.
Before disembarking in ValparaÃso, each passenger received a certificate commemorating the voyage. For Harvey and Harriet Ellis of Warminster, Pa., completing the nearly 4,000-mile cruise was a triumph.
"We're living in a time when middle-class people can travel to exotic places that were impossible to reach, except for the very well-to-do, even a century ago," Harriet said. "Cape Horn is literally the world's last outpost, and we decided that if Magellan could do it, so could we."
Marine salvage companies meeting in Malta this week decided unanimously to progress a project to produce best practice guidelines for Marine Casualty Management.
The AHTS 'Boulder' responded earlier this year when the general cargo vessel 'B Prus' had engine problems in severe weather some 160 miles west of La Corunna.
The guidelines will assist governments, shipowners and managers, port authorities and other interests directly involved in ship salvage operations.
For several years the International Salvage Union (ISU) has proposed the production of best practice guidelines for Marine Casualty Management (MCM Guidelines). At its Annual General Meeting in Malta, ISU members endorsed the project to complete guidelines for circulation and use by salvors, shipowners and coastal states worldwide. The intention is to complete the guidelines during 2009.
Commenting on the initiative, President of the ISU Arnold Witte said, 'There is existing International Maritime Organization (IMO) guidance on the issue of places of refuge. There is also very general IMO guidance on general issues relating to the control of ships in emergency situations. What is missing is specific, comprehensive guidance on best practice throughout the entire casualty management process. The MCM Guidelines will fill that gap and, in doing so, will sharpen and enhance marine emergency response capabilities worldwide. Our intention is to consult with our maritime industry partners when finalising the guidelines.'
The US Court of Appeals for the Fifth Circuit ruled that an action for personal injury brought by an offshore platform worker injured while being transported by a vessel on the high seas is controlled by general maritime law, rather than the Outer Continental Shelf Lands Act (OCSLA). The dispute in the instant case was between the worker’s employer and the owner of the vessel on which he was injured. The employer and the owner had entered into an indemnity agreement regarding such claims. Such indemnity agreements are disfavored under the OCSLA, but are generally permissible under general maritime law. Grand Isle Shipyard v. Seacor Marine, No. 07-31019 (5th Cir., September 22, 2008).
The UK Marine Accident Investigation Branch (MAIB) issued the report of its investigation of the death by asphyxiation of two crewmembers on board a bulk carrier approaching Dover Strait on 18 January 2008. A cargo of steel turnings had been loaded, without clear notice of the specific nature of the cargo as dangerous and subject to self-heating. At some time in the past, a direct air path had been inadvertently created between the cargo hold and the forward store. When the two crewmembers entered the cargo store, they succumbed to the lack of oxygen. It has been recommended that improvements be made with regard to cargo notifications and enclosed space management. Report No. 15/2008 (9/23/08).
The National Oceanic and Atmospheric Administration (NOAA) issued anews release stating that theInteragency Report on Marine Debris has been completed. The report was prepared at the request of Congress and focuses on marine debris sources, impacts, and strategies. Among other things, it notes that approximately 49% of marine debris originates from land-based sources, approximately 18% originates from ocean-based sources (ships, offshore structures, etc.), and approximately 33% was classified as general source debris because it could have come from land- or ocean-based sources. The Environmental Protection Agency (EPA) issued similarnews release. (9/22/08).
Divers from Titan Salvage and Harbor Star have successfully cut a small hole through the hull of the capsized M/V Princess of the Stars on Thursday, the second day of retrieval operations for the chemical cargo inside the ship.
The Task Force Princess of the Stars, in a statement, said the salvors first surveyed the capsized ferry to determine where the toxic cargo is located - first by using a ROVO, remote operated videocamera, which surveyed the inside of the ship, and then via the divers. The divers were then able to cut an opening close to the target container.
"On our 2nd full working day, we managed to cut a 1 meter by 1.5 meters opening at the starboard (right) side of the ship, 1 meter away from the container of the endosulfan. If the good weather holds till tomorrow (Friday), we will be able to make the opening 2 x 2.5 meters, allowing divers to go in," Capt. Roberto Aris of Harbor Star was quoted as saying.
The task force said the divers will survey the cargo hold and determine the best way to extract the toxic cargo, which was shipped by Del Monte Philippines and Bayer Philippines.
"Once a full survey of the cargo hold area has been done by the divers, we will have a concrete plan on how best to remove the target cargo identified to be toxic," Aris
added.
The task force also said the water around the container and inside the cargo hold tested negative for endosulfan.
The Philippine Coast Guard also said marine life under the ship was also reported as normal by the divers, citing the presence of numerous fish in the area.
The Coast Guard also said Titan's divers have not yet encountered any dead bodies during their dive.
The salvors are speeding up their retrieval operations for fear that an oncoming typhoon might affect the weather in the area and hamper their operations anew.
Delays due to bad weather
The retrieval operations for the chemical cargo entombed inside the capsized M/V Princess of the Stars commenced Wednesday, after almost a week of delays due to bad weather.
Titan Salvage, the salvaging company contracted by the ship's owner Sulpicio Lines, and its local counterpart Harbor Star on Wednesday started surveying the capsized ferry, located off the coast of San Fernando, Romblon.
The survey is part of retrieval operations for the chemical cargo inside the ship, which include the pesticide endosulfan and several other containers of dangerous chemicals.
The survey was done to study where the divers and their equipment would best pass through to get to the ship's cargo hold, where the chemicals are located.
Titan and Harbor Star said they will work faster to be on schedule after almost a week of delays due to rough seas.
On Tuesday, retrieval operations were delayed due to heavy downpour that also caused the collapse of two bridges connecting the town of San Fernando to the site of the shipwreck.
The only activity performed Tuesday was to check the moors connecting the "Big Time" barge, the salvaging firms' working platform beside the capsized ship, to see if these were still intact and the anchors secure.
NEW RIVER AND HURRICANE IKE
Tanker 150 nm NE of Hurricane IKE on Sept 11, 2008.
ScienceDaily (Sep. 19, 2008) — Snails, crabs, insect larvae - the shores of rivers and lakes are populated by thousands of small animals that play an important role in the food chain of the freshwater ecosystem. They eat the leaves, among other things, which fall into the water, and so keep the waters clean.
Up to 10,000 organisms can be found on a square meter of water bottom, of which a lot are also terrestrial insect larvae. Scientists call the whole group macrozoobenthos - these are all invertebrates living on the bottom and still visible with naked eyes. Researchers at the Leibniz Institute of Freshwater Ecology and Inland Fisheries (IGB) now study the impact that ship-induced waves can have on these small animals.
The larva of Calopteryx splendens, a dragonfly, crawls on a stone in shallow water. Then operates Friederike Gabel the wave machine. A wave, comparable to that of a sport boat, runs along the three-metre-long canal.
The larva is washed out - "detached" say the researchers - and paddle around several minutes helplessly in the water until it found again the "solid ground" under its feet. “If they stay suspended in the water, the larvae take the risk to be eaten" explains F. Gabel, a specialist of the effect of waves on invertebrates. In addition, the larva spent energy to fix them back, which has negative effects on their growth and reproduction. The researchers fear that ship-induced waves increase larval mortality and subsequently biodiversity, which would have a long-term effect on the ecological quality of rivers and lakes.
Using an experimental set up, they have defined in laboratory for which threshold of wave strength the animals will be washed out from their standing place. They found that the more complex was the structure of the habitat, less massive was the detachment. "The impact of waves is the lowest, when the shore is covert with tree roots," explains F. Gabel. Even dense reed belts would provide a sufficient protection against the power of the waves to the animals. On the contrary, the detachment is maximal on sand and stones. Complex habitats reduce the impact of waves since they offer better hiding place and fixing possibilities for the animals, explains F. Gabel.
The researchers have now begun to collect samples in natural habitat. They want to determine the long-term impact of ship-induced waves on the invertebrates inhabiting the shore. They survey different locations of the River Havel and compare shore sections differently exposed to ship-induced wave intensity.
We are not against the ship traffic, stresses F. Gabel, however there is a need to find simple measures to protect the shores. "As a result of our investigations we could make recommendations for water management, such as the design of the shores or, that ships in certain areas should pass by far away from the shore or should lower their speed" said the scientist.
The results are now published in the journal Freshwater Biology (2008, 53, 1567-1578).
NEW YORK — In a disaster such as an earthquake or terrorist attack, nearly two-thirds of U.S. parents would disregard orders to evacuate and would rush to pick up their kids from school, according to a new survey.
The survey found that 63% of parents would ignore orders to evacuate and instead attempt to reunite with their children, possibly hindering rescue efforts by adding to traffic congestion.
The authors of the study, released Thursday on the seventh anniversary of the Sept. 11 attacks, said that despite years of government efforts to enhance disaster preparedness, schools need to do more to plan for disasters and parents need to be made aware of the plans.
The report was commissioned by the National Center for Disaster Preparedness at Columbia University's Mailman School of Public Health and the Children's Health Fund.
Among parents of school-age children, 45% said they do not know the location where their children would be evacuated as part of the school's disaster plan.
"There should be an outcry from parents to push their schools and their school districts to develop a plan that makes sense," said Irwin Redlener, associate dean for public health preparedness at Columbia and president of the Children's Health Fund.
The federal Department of Homeland Security has allocated billions of dollars to help state and local governments set up disaster contingency plans.
But just 44% of the U.S. residents surveyed this year said they have all or some of the basic elements of a disaster preparedness plan, including food, water, a flashlight with extra batteries and a meeting place in case of evacuation.
The survey has been administered annually since 2002 by the Marist College Institute for Public Opinion.
The telephone survey of 1,579 adults was conducted between July 25 and Aug. 9. The margin of error for the entire survey was 2.5 percentage points. The margin of error for the subset of households with children was 4 percentage points.
Parents said Thursday they were not surprised by the finding that most of them would disregard evacuation orders and pick up their children.
Diana Ennen, of Margate, Florida, is the author of "The Home Office Recovery Plan: Disaster Preparedness for Your Home-Based Business" and a mother of three.
"As a mom, you wouldn't be able to keep me away from picking up my children," she said in an e-mail. "My first instinct would be to get them at all costs. I would literally run the entire distance to get them. I believe most parents would feel the same."
Indianapolis- In the wake of Hurricane Ike and other storms, homeowners are faced with another potential disaster: unscrupulous storm-chasing contractors with promises to help consumers quickly repair the damage for cash up-front.
More often than not, these contractors pocket the money, perform shoddy, little, or no work and disappear. Angie’s List (www.angieslist.com), the nation’s leading provider of local service company ratings, can help homeowners avoid the ne’er-do-well contractors and instead find the reliable, quality help they need. “The last thing consumers affected by the bad weather need is another thing to worry about,” said Angie’s List founder Angie Hicks. “If a person you don’t know comes to your door promising to help if you’ll just pay in cash, just say ‘no.’ With just a little research, you can find a reliable person who will get you back on the feet and keep you there.”
Angie’s List tips to avoid shady storm chasers:
• What not to do: If a stranger comes to your storm-ravaged yard offering to repair your roof, remove trees or do other major repair work for cash upfront, just say no. Chances are, he or she will take your money and disappear, leaving you with little or no recourse.
• Do your research: Check Angie’s List to get some insight into local service companies. Check the status of the contractor’s bonding and liability insurance coverage too. While you might get lucky working with an independent provider who lists his truck as a permanent address, remember that you have few options if the job goes awry or the provider disappears.
• Quality is worth the wait: When massive storms hit, tree services, plumbers, roofers and hauling companies are in high demand and the best performers are generally the busiest. Beware the company with time on its hands when every other similar company can’t even answer the phones.
• Get estimates: Though your situation might seem to be one of desperation, avoid settling on the first contractor who comes along and offers to do the job. Take enough time to get at least a few different estimates on the job.
• Document important information: The same holds true for the old adage to “get it in writing,” including the price, materials to be used and the timeline for completing the job. This is often the best ammunition you have if things go wrong. For homeowners with water damage, cleaning up the mud and water-soaked belongings can seem like the biggest task at hand. But drying out that area is equally important because if left damp too long, dangerous mold can grow. If the mold growth is small, you can clean and kill it with these steps.
1. Damp wipe: Mold can generally be removed from hard surfaces by scrubbing with water and detergent. It is important to dry the surface quickly.
2. Wear protective gear: Protect your hands with gloves and your eyes with goggles.
3. Discard: Remove damaged materials and seal in plastic bags.
4. Follow up: Revisit the site. It should show no signs of water damage or mold growth. Wide spread mold growth may require professional assistance. Angie advises following these tips when choosing a professional for remediation projects:
• Testing for mold: To ensure you’ve taken care of any mold issue or to determine if you have unseen mold, hire a professional remediator. If you’re hiring out the cleanup, test the area both before and after clean up.
• Understand the process: Know what the company plans for the remediation. Ask what is going to happen, when it will happen and how it may affect you. Ask about containment. How will they prevent the movement of mold spores from one area of the home to another? How long will it take?
• Check references & get estimates: Ask your provider for references and call those people. Check Angie’s List for other firsthand accounts.
• Certification: Mold remediators should follow U.S. Environmental Protection Agency mold remediation guidelines. You can also check the National Association of Mold Professionals (NAMP).
• Check your insurance: Not all mold damage is covered by your homeowner’s insurance policy. Check your policy because coverage and limitations vary. Angie’s List tips to avoid future basement flooding:
• Check your gutters: Make sure you gutters are cleaned out regularly (as well as after storms) and are flowing freely, rather than allowing water to pool around your foundation. • Seal it up: Seal cracks and holes in the concrete block walls.
• Waterproof: Paint the basement walls with specialized waterproofing paint.
• Check those pipes: Check for water leaks where pipes enter the basement.
• Install a sump pump: This will help ensure unwanted water stays out of your basement. ### Angie’s List is where thousands of consumers share their ratings and reviews on local service providers in more than 340 different categories. Currently, more than 650,000 consumers across the U.S. rely on Angie’s List to help them find the right professional for the job they need done. Members have unlimited access to the list via Internet or phone; receive the award-winning Angie’s List magazine, which includes articles on home improvement and maintenance, consumer trends and scam alerts.
ANKARA - Turkey's Maritime Undersecretariat said on Monday that one person died, 89 people were rescued, and 5 others were reported missing after a ferry boat "Hayat N" sank in Marmara Sea after departing from Bandirma Port on Sunday evening.
The ferry was loaded with 73 trucks and two cars as well as passengers.
In a written statement, the Undersecretariat said there were 95 people in the ship, adding 27 of them were crew members.
The statement said 34 of those 89 injured were under treatment in hospitals.
Manmara N. Maritime Corp, the owner of the ferry, said reason of the accident could not be determined yet, notig technical works were underway.
SEOUL, Sept. 24 (Xinhua) -- About 17 crew members on a South Korean cargo ship were missing after the ship capsized off the coast of Macao on Wednesday, South Korea's Yonhap News Agency said.
According to Yonhap, the 4,000-ton Zues-ho was found capsized in waters around 57 km southwest of China's Macao Special Administrative Region at 4:10 p.m.(0810 GMT) by a Chinese rescue ship.
The ship lost radio contact after sending a distress call to Singaporean maritime authorities earlier on the day, Yonhap said.
Eight South Koreans, eight Myanmarians and one Indonesian sailors are missing, Yonhap said.
The Chinese authorities deployed a 3,500-ton rescue ship and an airplane to the scene to find the missing, but Typhoon Hagupit hampered the rescue ship from conducting the rescue operations, South Korea's Coast Guard said.
The Zues-ho, registered in South Korea, left Vietnam on Sunday with 6,200 tons of glass materials on board and was scheduled to arrive at the South Korean port of Masan on next Sunday, Yonhap said.
ScienceDaily (Sep. 18, 2008) — The only scientific team to successfully brave Hurricane Ike's knock-down winds and swells in Galveston was the DOW, the Doppler on Wheels mobile weather radar operated by the Center for Severe Weather Research (CSWR) in Boulder, Colo.
"The DOW mission to Ike provided, for the first time, high-resolution radar data collected from the ground of the inside of a hurricane eye strengthening during landfall, and from a hurricane that directly impacted a large urban area," said scientist Josh Wurman of CWSR.
The National Science Foundation (NSF)-supported DOW was deployed on a 35-foot-high overpass in Galveston during the passage of Ike.
"The mission will allow researchers to better understand how phenomena called fine-scale wind streaks and boundary layer rolls, discovered by the the DOW in 1996, affect hurricane evolution," said Steve Nelson, program director in NSF's Division of Atmospheric Sciences, which funds the DOW. "These rolls may be important in how efficiently heat is extracted from the ocean, and how strongly hurricane winds are slowed by surface friction."
The DOW collected data for 17 hours. The center of Ike's eye passed nearly directly over the DOW, allowing scientists to take measurements of the front and rear eyewalls, and of the inside of the eye.
Deployed with the DOW were two vehicles equipped with instruments to track winds and raindrop size distributions, and ten unmanned "pods," which measured winds at locations so close to the water that human observers could not safely remain in the vicinity.
The vehicles were deployed at raised locations near the ends of the Galveston Causeway.
The pods stood watch in lines on the end of the Galveston Sea Wall and the Texas City Sea Wall, with 500-meter-spacing so the passage of small-scale gusts could be measured.
The DOW observed several mesovortices--swirling winds--in Ike's eyewall, which intensified winds and rainfall as these mesovortices rotated around the eye.
"The mesovortices are likely associated with some of the worst localized wind damage caused by Ike," said Wurman.
"The understanding from the DOW project is essential to improving forecasts of hurricane intensity, path, and rainfall amounts," he said. "It will lead to new insights on the nature of near surface winds in hurricanes, the behavior of hurricane eyewalls and processes inside eyewalls, and processes in hurricane rainbands."
Dunes Creek / Dunes River? Aerial photo shows the collapsed Indiana Dunes State Park main parking lot. The Pavilion is at lower right. The parking lot collapsed during the heavy rains September 13 and 14. Photo was taken by John W. Cripliver, pilot of a Piper Warrior single-engine airplane on Sept. 17. The darker water of Dunes Creek is shown flowing into Lake Michigan at bottom. (Photo provided by John W. Cripliver) AAHC Releases Guide to Emergency Preparedness and Disaster Response
WASHINGTON, Sept 19, 2008 /PRNewswire-USNewswire via COMTEX/ -- Systems, leadership, management, and communication highlighted
The Association of Academic Health Centers (AAHC) today released Managing Emergency Preparedness: Academic Health Centers Organize and Innovate, a brief guide to enhancing institutional, system-wide approaches to emergency response.
The brochure provides recommendations on effective ways academic health centers can manage operations and systems to help ensure that institutions, communities, and policymakers can respond to an array of emergencies, including natural disasters and bioterrorism. It also highlights the importance of academic health center resources, and how integration of functions makes a significant difference in the event of an emergency.
Leaders of academic health centers and experienced emergency response experts contributed to the brochure, which provides specific suggestions on fundamental imperatives such as establishing leadership teams, coordinating an organization-wide emergency preparedness plan, and facilitating communication. In light of the critical need to safeguard major university resources, the guide also highlights priorities for protection of life, equipment, and property - including a short checklist to help secure and protect the research enterprise.
"September is National Preparedness Month, and recent disasters remind us of the significant role academic health centers play in preparedness and the need for organization, good management, and collaboration at the community, regional, and national levels," said AAHC President Dr. Steven A. Wartman, adding "Ultimately, we all want to protect the nation's health and well-being."
For more information, visit AAHC's website: www.aahcdc.org
The Association of Academic Health Centers is a national non-profit association dedicated to advancing well-being through leadership in health professions education, patient care, and research.
A National Weather Service survey team has confirmed a sixth tornado spawned by the remnants of Hurricane Ike and expects to find at least one more, which would make it the second-worst year for tornadoes in Arkansas.
DEERFIELD, Ill., Sept. 9, 2008 – The electronic outdoor signs at Walgreens stores across the country are now a source of critical weather updates. Walgreens has teamed up with the National Oceanic and Atmospheric Association’s (NOAA) National Weather Service to alert customers and passersby of impending severe weather.
Under the agreement Walgreens is able to access data about approaching storms, then post updates to any of its 3,300 electronic outdoor signs in affected areas. The drugstore chain will link to NOAA’s data feed every five minutes to provide timely and pertinent details as severe weather draws near. Walgreens locations with electronic signs represent more than half of the company’s 6,443 stores nationwide.
“Our highly visible corner locations give us a unique opportunity to provide this valuable service to communities,” said Walgreen director of community affairs John Gremer. “Severe weather warnings are potential lifesavers, and what better place to make this information available than a source that captures the attention of millions of people everyday?”
Walgreens weather alert system is just one of the ways it’s using its electronic signage to provide important information to local communities. In 2005, Walgreens launched its Amber Alert initiative that posts regional bulletins on recent child abductions.
“The use of our outdoor signs for public alerts is well received in communities across the country,” said Gremer. “Because so many of our stores are located in the heart of the communities they serve, we are well positioned to deliver important safety messages. We will continue to seek other opportunities to provide this type of service.”
Walgreens is the nation's largest drugstore chain with fiscal 2008 sales of $59 billion. The company operates 6,443 drugstores in 49 states, the District of Columbia and Puerto Rico. Walgreens provides the most convenient access to consumer goods and cost-effective health care services in America through its retail drugstores, Walgreens Health Services division and Walgreens Health and Wellness division. Walgreens Health Services assists pharmacy patients and prescription drug and medical plans through Walgreens Health Initiatives Inc. (a pharmacy benefit manager), Walgreens Mail Service Inc., Walgreens Home Care Inc., Walgreens Specialty Pharmacy LLC and SeniorMed LLC (a pharmacy provider to long-term care facilities). Walgreens Health and Wellness division includes Take Care Health Systems, which is comprised of: Take Care Consumer Solutions, managers of 220 convenient care clinics at Walgreens drugstores, and Take Care Employer Solutions, managers of worksite-based health and wellness services at 368 employer campuses.
The Maritime & Coastguard Agency (MCA) announced today that 6 foreign flagged ships were under detention in UK ports during August 2008 after failing Port State Control (PSC) inspection.
Latest monthly figures show that there were 3 new detentions of foreign flagged ships in UK ports during August 2008 and 3 vessels under detention from previous months. The overall rate of detentions compared with inspections carried out over the last twelve months was 4.4% a slight increase on Julys' twelve month rate.
During the month of August 125 Port State Control inspections were carried out in the UK. A total of 30 vessels had no deficiencies raised against them,55 had between one and five deficiencies, 29 had between six and ten deficiencies 10 had between eleven and twenty deficiencies and there was 1 vessel inspected that had more than twenty deficiencies.
Out of the detained vessels, 1 was registered with a flag state listed on the Paris MOU white list, 1 was registered with a flag state on the grey list, 3 were registered with a flag states on the black list and one was registered with an unlisted flag state.
Vessels detained in August included:
A 17,825 GT Bulk Carrier was detained in Avonmouth for cracks in the port and starboard lifeboat buoyancy chambers and suspected water ingress into the lifeboats. The fire and abandonment drill was sub standard and the crew needed to practice emergency drills or undertake refresher training. The emergency generator was not exciting or developing the voltage and there was no 24v emergency light for the GMDSS batteries to the GMDSS console or Furuno FM 8800 VHF.
The number and nature of the defects identified on board indicated a major failure of the vessels' Safety Management System (SMS).
A 22,466 GT Bulk Carrier was detained in Belfast because of deficiencies relating to the Gyro and Magnetic Compasses which resulted in no effective means of taking a bearing. These deficiencies were against the ISM code sections 7 and 10.
The oil leakage detectors on the generators had temporary wiring or were disconnected and the emergency fire pump was inoperative; as the exhaust was not properly maintained. The high pressure jacketed piping system on the main engine fuel pipe sheathing was missing on one cylinder and loose on another.
In response to one of the recommendations of Lord Donaldson's Inquiry into the prevention of pollution from merchant shipping and in compliance with the EU Directive on Port State Control (95/21/EC as amended), the Maritime and Coastguard agency (MCA) publishes full details of the foreign flagged vessels detained in UK ports each month.
2. Inspections of foreign flagged ships in UK ports are undertaken by surveyors from the MCA. Where a ship is found to be deficient or lacks the required documentation, MCA surveyors can take a range of actions leading to detention in serious cases. The UK is part of a regional agreement on port state control known as the Paris Memorandum of Understanding on Port State Control (Paris MOU) and information on all ships that are inspected is held centrally in an electronic database known as SIReNaC. This allows the ships of flags with poor detention records to be targeted for future inspection.
3. Detained ships have to satisfy surveyors that remedial work has been carried out before they are allowed to leave port.
4. When applicable the list includes those passenger craft prevented from operating under the provisions of the EU Directive on Mandatory Surveys for the safe operation of regular Ro-Ro ferry and high speed passenger craft services (1999/35/EU). Notes on the list of detentions
Full details of the ship
The accompanying detention list shows ship's name, the flag state and the ship's International Maritime Organization (IMO) number which is unchanging throughout the ship's life and uniquely identifies it.
Company
The company shown in the vessel's Safety Management Certificate or the party otherwise believed to be responsible for the safety of the ship at the time of inspection.
Classification Society
The list shows the Classification Society responsible for classing the ship and not necessarily the party issuing and/or carrying out surveys for certificates relevant to the defect found.
Recognised Organisation
The "organisation" - responsible for conducting the statutory surveys: and issuing statutory certificates, (on behalf of the Flag State).
Defects
The list gives a summary of the main grounds for detention and includes information where the ship has been released to sail to another port for repairs.
Ships detained in August 2008
Date & Place of Detention:01/08/2008 Avonmouth (erroneously recorded in SIReNaC as 31/07/2008)
Vessel Name: ANTIKERI (Bulk Carrier) GT: 17,825 IMO No: 8200503 Flag: Malta Company: Amalthia Marine Inc Classification Society: Det Norske Veritas (DNV) Recognised Organisation: Det Norske Veritas (DNV) Recognised Organisation for ISM: Lloyds Register (LR)
Summary: 32 deficiencies (6) - grounds for detention
This vessel was detained in Avonmouth for 8 days because the port and starboard lifeboat buoyancy chambers were found cracked and water ingress into the lifeboats was suspected. A major non conformity was raised in relation to the maintenance of ship and equipment which was not according to SMS which suggested a breakdown of the ISM safety management system. The ships' personnel showed lack of emergency preparedness during a fire and abandonment drill, a major non conformity was raised in respect of this deficiency. The crew needed to practice emergency drills or undertake refresher training. Other deficiencies identified included: the starboard lifeboat fire extinguisher was showing no pressure and the starboard lifeboat gunwale GRP was wasted. The passage plan was inadequate and the antenna plan required updating also there was no 24v emergency light from GMDSS batteries to GMDSS. The vessel was released on 08/08/2008
Summary: 12 deficiencies (3) - grounds for detention
The vessel was detained in Tilbury for 5 days because the stern ramp was damaged; affecting seaworthiness and the lifebuoys were not ready for use. Other deficiencies included - the passage plan was not as required, DSC test calls were unable to be made and the grinding wheel needed changing. In addition the engine room was dirty. The vessel was released on23/08/2008
Date & Place of Detention: 29/08/2008 Belfast
Vessel Name: GOKHAN KIRAN (Bulk Carrier) GT: 22,466 IMO No: 7433696 Flag: Turkey Company: Pasifik Shipping Classification Society: Bureau Veritas (BV) Recognised Organisation: Bureau Veritas (BV) Recognised Organisation for ISM: Bureau Veritas (BV)
Summary: 41 deficiencies (11) - grounds for detention
This vessel was detained in Belfast because the gyro and magnetic compasses were defective, and there was no means of taking a bearing. The gyro compass was unreadable, and the compass fluid in the magnetic compass was almost empty. The high pressure jacketed piping system on the main engine fuel pipe sheathing was missing on one cylinder and loose on another. The oil leakage detectors on the generators had temporary wiring or were disconnected and the emergency fire pump was inoperative; as the exhaust was not properly maintained. Other deficiencies identified included: the voyage passage plan was not complete: the galley scupper was not hygienic: and the cold room was out of order and dirty. The vessel was still detained as at 31/08/2008
The vessel was detained for failure to comply with the International Safety Management Code, with no safety management system on board or planned maintenance undertaken. The ship was still detained at 31/08/2008
Date & Place of detention: 20/09/2007 - Lowestoft
Vessel Name: ST PIRAN (Other Cargo) GT: 306 IMO No: 5085407 Flag: Sierra Leone Company: Charter Shipping Inc Classification Society: Phoenix Register of Shipping (PRS)
Summary: 18 deficiencies in total, (6 detainable).
The vessel was detained with a significant amount of oil leaking from the silencer drain soaking the exhaust manifold lagging of the main engine, causing an imminent fire hazard. There was no effective fire pump available due to the breakdown of the main engine, and the alternative submersible electric pump was not effective. Also the Aldis signalling lamp was out of order, the VHF radio installation had an incorrect MMSI number and the radio battery charger arrangement and power distribution was incorrect. Other deficiencies included: some inoperative navigation lights as well as improperly maintained emergency batteries and portable fire extinguishers. The ship was still detained at 31/08/2008
Date & Place of Detention 24/07/2008 Immingham
Vessel Name: FENG LI 9 (Bulk Carrier) GT: 38657 IMO No: 9041021 Flag: Panama Company: Cosco Wallem Ship Management Co Ltd. Classification Society: American Bureau of Shipping (ABS) Recognised Organisation: American Bureau of Shipping (ABS) Recognised Organisation for ISM: American Bureau of Shipping (ABS) Summary: 27 deficiencies 2 detainable
The vessel was originally detained in Immingham because the engine room quick closing valves were defective, however further inspection of the ship revealed over 20 deficiencies. There were numerous deficiencies identified which indicated a major breakdown of SMS on board. The fire drill was unsatisfactory and there was no sanitary water on board. The VHF radio installation Sailor D RT 2008 & RM 2002 DSC was not secured and the wiring was hanging loose and three VHF handsets antennas were defective. The engine room hatch on the aft deck was not watertight or secured correctly, bolts were missing and of the wrong size. The engine room damper port side forward ventilator, air operated damper cylinder was leaking so badly it would not operate on its' own. The vessel was released on a single direct voyage in ballast condition, to Amsterdam in the Netherlands to rectify outstanding deficiencies.
My name is Jay Cafasso and I am a retired hazardous mateials specialist and corporate executive. I am also a NWS advanced storm spotter. Robin Storm seeks to educate the public regarding severe weather as well as scientifically intercept and observe severe storm.
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