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MCN-5

The USCG On-Scene Coordinator's (OSC) decision to raise the MCN-5 was based upon several
considerations.  By the time the salvage operation was federalized, substantial planning
and salvage work for raising the barge had already been completed by the owners.  Other
available options were to leave the barge in place or to pump off the remaining cargo with
the barge submerged.  Leaving the barge in place was unacceptable to all parties concerned
and pumping heavy, viscous oil from such a depth would have been very difficult.  Pumping
would also have presented the risk of the cargo tanks collapsing as they were
emptied.\\Three sea water intakes for the Shannon Point Marine Center, operated by Western
Washington University, were located within one-half mile of the barge.  Two of these
intakes were located at the surface and one was near the bottom.  All were potentially at
risk from the released oil.  Heavy oil on the bottom was observed near the intakes on
April 7.  A pan was placed beneath the bottom intake to prevent sediment and oil from
being drawn into the system.\\On July 7, 1988, the NOAA SSC attended a meeting with WA
DOE, U.S. Fish and Wildlife Service, National Marine Fisheries Service, Institute of
Marine Studies of the University of Washington, and USCG representatives to review the
findings of benthic samples collected May 17.  Four of the five samples collected closely
matched the profile of the HCGO cargo from the MCN-5.\\The OSC requested that USCG
District 13 Operations Center (OPCEN) officially close the airspace above the site during
the salvage operations to prevent unauthorized aircraft from interfering with official
overflights.  During the initial stages of the salvage operations, the Federal Aviation
Administration (FAA) granted the OSC an Airspace Request Zone, which requested, but not
required, aircraft avoidance within a one mile radius of the site up to 1000 feet.  Notice
of the Airspace Request Zone was promulgated through the OPCEN, Whidbey Island Naval Air
Station (NAS), local airports, and local television news.  On February 27, the closure was
upgraded to a Flight Restricted Area to prevent additional hazards during the most
critical stages of the salvage operation.  The area was returned to an Airspace Request
Zone on February 29.  The OSC canceled all airspace restrictions on March 1.\\Initially,
Olympic Tug and Barge Co. of Seattle, Washington, accepted full financial responsibility
for the response and the OSC was monitoring the events and coordinating the actions of the
various organizations involved.  The OSC assumed partial responsibility on February 10
after Olympic Tug and Barge demonstrated inability to provide a suitable salvage platform.
The OSC assumed full federal responsibility for the salvage operations on February 25
following Olympic Tug and Barge Co.'s inability to continue pollution cleanup and
protection.