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Report - Final

On August 10, 1993, at approximately 0545, the freighter Balsa 37, the barge Ocean 255,
and the barge Bouchard 155 collided in the shipping channel west of the Skyway Sunshine
Bridge south of Mullet Key in Tampa Bay, FL.  MSO Tampa closed the port to vessel traffic.
This collision caused three separate emergencies:  1) the Balsa 37,  which was carrying a
cargo of phosphate rock, was severely damaged on the starboard side, was listing at an
increasing rate, and was in danger of capsizing in the channel; 2) the Ocean 255, which
was loaded with jet fuel, gasoline, and a small amount of diesel fuel was burning out of
control just south of Mullet Key; and 3) the Bouchard 155  was holed at the port bow
spilling approximately 8,000 barrels of #6 fuel oil into Tampa Bay.

Stabilizing the vessels was the first priority of responders.  By 2200 the Ocean 255 barge
fire was extinguished and the GST was conducting cooling procedures and maintaining a fire
watch.  Lightering operations were well underway on the Bouchard 155 barge in preparation
for moving it to dockage in the Port of Tampa where it would be cleaned before dry
docking.  The Balsa 37 was intentionally grounded outside the shipping channel to prevent
it from capsizing and to open the channel for traffic while repairs and stability
evaluations were conducted.

August 10 overflight observations showed a three- to six-meter wide band of oil along the
beaches.  By the next day, this band appeared to be about half its original width.
Systematic shoreline surveys were conducted and oil was found buried by two to eight
inches of clean sand deposited during high tide.  Cleanup crews focused on manually
removing the band of surface oil high on the beach.  A plan was developed to remove the
subsurface oil without generating large volumes of sediment for handling, disposal, and
replacement.  The plan called for mechanical removal of the heavy buried layers, manual
removal of moderately oiled sediments, and mechanically pushing stained sand onto the
lower part of the beach for surf washing.  Pompoms were strung along the surf zone to
collect any oil refloated during the surf washing.

By August 11 the status of the vessels had improved substantially.  The response focus
began to change from  emergency issues to skimming operations, protection strategies,
forecasts, and planning.

Meanwhile, cleanup crews were contending with very thick oil that had been deposited
around some mangrove islands.  Tarmats formed when sediment was mixed with oil along the
shallow flats surrounding the islands.  Large thick mats coated mangrove roots, oyster and
seagrass beds, and tidal mud flats.  Most of this oil was vacuumed out using vacuum
transfer units on grounded barges staged around the islands and shallow areas.  Seawalls
within the bay were being washed using high-pressure water heated to 110 degrees.

The GST was onscene throughout the spill response.  They provided support with the Vessel
of Opportunity Skimming System as well as the fire fighting, monitoring, and lightering of
the Ocean 255 barge.

Roughly 14.5 miles of fine-grained sand beach from St. Petersburg Beach north to Redington
Shores Beach were affected by this spill.  Sand beaches on Egmont Key at the entrance to
Tampa Bay were also oiled.  Additionally, four mangrove islands inside the entrance to
Boca Ciega Bay at Johns Pass and two small areas of Spartina marsh were oiled.  Jetties,
seawalls, and riprap within the bay and at Johns Pass and Blind Pass were also oiled to
varying degrees.  It is estimated that over 30 miles of residential seawalls were oiled
within Boca Ciega Bay.  Some impact also occurred on the northern side of Mullet Key at
Bonne Fortune Key in fringing mangroves.

Seawalls, jetties, walkways, and riprap were cleaned by high-pressure hot-water washes.
PES-51 was considered for some of these cleaning needs, but after observing comparison
tests performed by the manufacturer, the RP decided against its use.

Cleanup of submerged tarmats offshore is ongoing.  NOAA is working with the  RRT, the GST,
the Army Corps of Engineers, the FOSC, State officials, and various scientists and
engineers to develop a sound method for dealing with the tarmats.  Additional on-scene
participation by NOAA is anticipated.