The broken M/V New Carissa
Career (Panama)
Owner:	Green Atlas Shipping
Operator:	Taiheiyo Kaiun Co. Ltd.
Builder:	Imabari Shipbuilding Co.,  Japan
Laid down:	August 30, 1989
Homeport:	Manila,  Philippines
Fate:	Ran aground near Coos Bay, Oregon on February 4, 1999; broke apart on beach. Bow towed out to sea, sunk. Stern section remained ashore until being dismantled and removed in 2008.
Notes:	Call sign 3ELY7 Lloyd's number L8716136
General characteristics
Length:	195 m (639.4 ft)
Beam:	32.2 m (106 ft)
Draft:	10.8 m (35.5 ft) at full load
Propulsion:	Direct Drive Diesel Mitsubishi Sulzer 6RTA52 8200 bhp
Capacity:	Dry Bulk Freight Net tonnage of 16,524 t
Complement:	26 crew

Coordinates: 43°23.92′N 124°18.71′W / 43.39867°N 124.31183°W / 43.39867; -124.31183

The M/V New Carissa was a freighter that ran aground on a beach near Coos Bay, Oregon, United States, during a storm in February 1999 and subsequently broke apart. An attempt to tow the bow section of the ship out to sea failed when the tow line broke, and the bow was grounded again. Eventually, the bow was successfully towed out to sea and sunk. The stern section remained on the beach near Coos Bay. Fuel on board the ship was burned off in situ, but a significant amount was also spilled from the wreckage, causing ecological damage to the coastline.

The United States Coast Guard performed an investigation and found that captain's error was the main cause of the wreck; however, no criminal liability was established and the captain and crew were not charged. There were significant legal and financial consequences for the ship's owners and insurer.

The stern section remained aground for over nine years. It was dismantled and removed from the beach in 2008.

Vessel[link]

The New Carissa was a Panamanian-flagged dry bulk freighter optimized for carriage of wood chips owned by the Japanese shipping concern Nippon Yusen Kaisha via a subsidiary, Green Atlas Shipping. The ship's operator and manager, Taiheiyo Kaiun Co. Ltd. and TMM Co. Ltd. respectively, were also based in Japan.^[1] The vessel was built by Imabari Shipbuilding Co. in Japan using an all-steel construction, and was laid down on August 30, 1989. The freighter was 195 meters (639 ft) long and 32 meters (106 ft) wide, with a draft of 10.8 m (35.5 ft) when fully loaded. It had a gross tonnage of 36,571 tons, a net tonnage of 16,524 tons, and was powered by an 8,200 bhp (6,100 kW) direct-drive diesel engine. It had a maximum crew complement of 26 sailors, and was in service hauling wood chips (used for paper pulp production). The ship's home port was Manila, Philippines, and its crew at the time of its grounding consisted entirely of Philippine nationals, commanded by Benjamin Morgado. The New Carissa's protection and indemnity insurance was provided by The Britannia Steam Ship Insurance Association Ltd.^[2][3] The ship's Certificate of Financial Responsibility, which is required by the Oil Pollution Act of 1990 and included USD $23 million of environmental liability insurance, was provided by Shipowners Insurance and Guaranty Company Ltd. (SIGCo) of Hamilton, Bermuda.^[4]

Grounding[link]

On February 4, 1999, the New Carissa was bound for the Port of Coos Bay to pick up a load of wood chips. The ship's crew was informed by the local bar pilots that weather conditions would prevent the ship (which was empty at the time) from entering Coos Bay harbor until the next morning. The captain ordered the ship to drop anchor 1.7 nautical miles (3.1 km) off the coast in order to ride out the storm. The crew used a single anchor to secure the ship. According to a United States Coast Guard review of the incident, the chain used was too short. The short chain and the weather conditions, including winds of 20–25 knots (37–46 km/h), caused the ship to drag its anchor. Poor navigational techniques and inadequate watchkeeping led to the crew's failure to notice that the ship was moving. Once movement was detected, the crew attempted to raise anchor and maneuver away from the shore, but the weather and sea conditions made this difficult. By the time the anchor was raised, the ship had been pushed too close to the shore to recover.^[4]

The ship ran aground on the beach 2.7 statute miles (4.5 km) north of the entrance to Coos Bay, and attempts to refloat it failed. Two of the five fuel tanks on the ship began to leak fuel onto the beach, eventually spilling approximately 70,000 US gallons (260 m³) of thick "bunker C" fuel oil and diesel onto the beach and into the water.^[5][6]

Neither the captain nor any of the 22-man crew was injured in the incident.

Rescue and recovery operations[link]

Recovery operations began immediately when the grounding was first reported by the ship's crew. Several factors combined to severely complicate the operation. A Unified Command for the operation, consisting of representatives from the Coast Guard, the State of Oregon, and rescue party operations, was quickly established.

Initial rescue attempts[link]

Initial rescue operations were hampered by inclement weather. Attempts to move the New Carissa under her own power failed, and tugboat assistance was not available immediately after the grounding. Only one tugboat was available locally, but it was unable to cross the Coos Bay bar because of safety concerns. It was also uncertain whether or not the locally available tugboat could have successfully rescued the New Carissa. The nearest salvage tugboat capable of towing a large ship off a beach, the Salvage Chief, was moored at its home port of Astoria, Oregon, 200 statute miles (320 km) to the north, a 24-hour journey away. The Salvage Chief had not sailed in over a year, and it took 18 hours to fuel, provision, and find a crew for the ship. Once mobilized, poor weather in the Astoria area prevented the tugboat from crossing the treacherous Columbia River bar for an additional two days. The Salvage Chief did not arrive in the area until February 8, four days after the grounding occurred.^[7]

Continued poor weather drove the New Carissa closer to the shore. Technical teams from two salvage contractors, Smit International and Salvage Master, had been working with the Coast Guard since February 5 and had drawn up plans to attempt to refloat the vessel, but when cracks in the hull and oil leaks were observed on February 8, any refloating attempts were precluded by the focus on preventing of a large-scale oil spill.^[8] In addition, the Salvage Chief, upon its arrival, was unable to reach the New Carissa with its tow gear. On February 10, the New Carissa suffered major structural failure when the hull breached near the engine room, flooding the engines with seawater (and thus disabling them). The ship's insurers declared the vessel to be a total loss. As a result, the New Carissa was no longer a salvageable vessel; instead, it had effectively become a shipwreck.^[7]

Wreck recovery operations[link]

Since the vessel was no longer seaworthy and could not move under its own power, even if freed from the beach, the focus of the operation changed. Oil from the ship's fuel tanks continued to pose an environmental hazard, a situation exacerbated by both the ship's structural failure and continuing pounding from the surf. In order to mitigate the situation, the Unified Command decided to set the fuel tanks on fire in order to burn off the oil. The first attempt was made on February 10. Napalm and other incendiary devices were used to ignite the fuel, but only one of the diesel tanks was burned effectively. A second attempt was made on February 11 when US Navy explosive experts placed 39 shaped charges to breach the top of the fuel tanks from within the cargo holds. 2,280 liters of napalm and nearly 180 kg of plastic explosives were also used to ignite the fuel on board. The ship burned for approximately 33 hours.^[8] Additional smaller-scale attempts were made to burn more oil over the next two days, with limited success. The total amount of oil that was burned is estimated to be between 165,000 and 255,000 US gallons (620 and 970 m³).^[8] The structural stress caused by the fire, combined with continued severe weather, caused the vessel to break into two sections around midnight on February 11.

The New Carissa's fuel burns as a harbor seal looks on.

After additional weather-related delays, on February 26 salvors managed to float the 440–foot (132 m) bow section and began the process of towing it out to sea for disposal. By March 1, the tugboat Sea Victory had towed the bow from the beach and out to sea, initially followed by the an oil skimmer vessel, the OSRV Oregon Responder.^[9] However, another severe storm forced the skimmer back to port, and when the tug was 50 miles (65 km) off the coast, the tow line broke.^[9] The bow section floated for fourteen hours until it ran aground near Waldport, Oregon on March 3, approximately 80 miles (130 km) to the north of the original grounding site. On March 8, the bow was again refloated, and by March 11 it was successfully towed 280 miles (450 km) off the coast by the Sea Victory and a second tug, the Natoma.^[9] At this location, the Pacific Ocean is approximately 10,000 feet (3,000 m) deep. The bow was sunk by two US Navy ships, the destroyer USS David R. Ray and the submarine USS Bremerton. Four hundred pounds (180 kg) of high explosives were attached to the bow and detonated.^[9] Sixty-nine rounds of gunfire from the David R. Ray's 5-inch (127 mm) deck guns then punctured the hull. After 40 minutes, the ship was still afloat with darkness and a storm approaching. To expedite the sinking, the Bremerton fired a Mark 48 torpedo at the underside of the ship. Within ten minutes, the bow section flooded and sank stern-first, trapping the remaining oil within.^[10]

The stern section remained aground, but did not pose a significant oil spill threat as the majority of the oil onboard had already leaked or burned. Some remaining oil that was found onboard was skimmed or pumped out manually.^[9] In June 1999, Green Atlas awarded a ship breaking contract to Donjon Marine Co. and Fred Devine Diving and Salvage.^[9] Although the two companies were able to remove approximately one-third of the stern, their attempts to dismantle the largest section or tow it to sea were unsuccessful and had to be abandoned over the winter.^[3][1] However, work did not resume in the spring of 2000, and in 2001, a salvage expert hired by Green Atlas claimed the stern should not be removed because it would create a dangerous work environment.^[11] The state later accused Green Atlas of sabotaging the stern removal effort in order to save money; a protracted legal battle ensued.^[12]

Dismantling and removal of stern section[link]

The stern of the New Carissa rests on the beach, October 7, 1999.

Although the initial attempts to dismantle or tow the stern to sea failed, the State of Oregon still intended to see the remainder of the vessel removed from the beach. In 2006, the state's lawsuit against the ship's owners was settled, clearing the legal obstacles that prevented removal and providing the funds necessary to finance the project. Removal plans were complicated by the fact that the stern had become deeply embedded in the sand in the seven years since the wreck, with some portions of the stern estimated to be 20–30 feet (6–9 m) below the sand line.^[13]

A project to remove the stern by dismantling it on the beach was started in June 2008, after Oregon legislative approval.^[14] The dismantling, expected to cost USD $18 million, was approved by the State Legislative Emergency Board in September 2006.^[15] The move was originally scheduled for 2007, but delays in the negotiations pushed the project back a year. Due to weather and surf conditions, the project had to be undertaken during the spring and summer months.^[15] Titan Maritime Company, a subsidiary of Crowley Maritime Corporation, signed a USD $16.4 million contract with the Oregon Department of State Lands.^[11][16] Titan Maritime used large jackup barges, the Karlissa A and Karlissa B, for the New Carissa dismantling project. Once the barges were in place, a cable car system was installed to allow the crews and their equipment access to the barges from the beach.^[14] The barges allowed the crews to access the wreck from 40 ft (12.2 m) above the surf.^[14] The crews cut the New Carissa into removable pieces and then lifted them to the barges with cranes.^[13] The cutting portion of Titan's plan was largely completed by July 31, 2008, and the company then focused on pulling the stern from the sand, a process that was measured in inches.^[17][18] The project's managing director expressed confidence that the removal deadline of October 1, 2008 would be met.^[14][19] By September 2008, Titan had successfully removed the majority of the wreck; no part of the ship was visible from above the water, and only a few relatively small pieces remained submerged.^[20] The Karlissa A and Karlissa B were relocated on October 12, 2008, and Titan's shore operations were completely removed by November 2008.^[21]

Titan Maritime jackup barges and cranes during the New Carissa dismantling, July 2008.

Debate about removal[link]

Prior to the dismantling project, there was debate by local residents on whether the wrecked stern should be removed. Some local officials believed the stern, which lay on a remote area of the beach, was not a hazard or an eyesore. Arnie Roblan, a state representative from Coos Bay, called the wreck a potential tourist attraction.^[22] For some residents, uncertainty remained surrounding Titan's removal plan, with the worry that the stern would be unable to withstand the force of the hydraulic pullers and that parts of the ship already buried in the sand would be unmovable. The president of the Coos Bay city council expressed concern that the proposed removal operation could cause ecological damage that would not occur if the ship were left on the beach. He further noted that "shipwrecks on the Oregon Coast are part of our history. There are a lot of ways you could better spend the money here."^[13]

Many others argued that the ship should be removed. Louise Solliday, the director of the Oregon Department of State Lands, called the removal of the stern a necessary step to demonstrate that the state is "serious about removing wrecks". She stated that if the stern were not removed, the argument that the ship is trespassing on state property (used in the state's lawsuit against the New Carissa owners) would be undermined should another vessel wreck off the Oregon coast.^[23] The sentiment was later echoed by Oregon Secretary of State Bill Bradbury, who also noted that the settlement of the lawsuit with the ship's owners leaves the state exposed to any liability issues concerning the ship.^[13] Many environmentalists, as well as federal biologists and residents of the local community, were concerned about the potential for further ecological damage should the vessel leak any of the fuel oil that remained on board.^[11] The editorial board of The Oregonian argued that allowing the stern to remain would send a message that the state is willing to "tolerate permanent damage to its beaches". The newspaper also rejected the notion that the wreckage should be compared to the Peter Iredale, a sailing ship that wrecked on a beach near Astoria in the early 1900s, and whose remnants are a popular tourist draw.^[24]

Environmental impact[link]

An oil-soaked bird is rescued by a cleanup worker after the New Carissa wreck.

The wreck of the New Carissa caused one of the most serious oil spills to affect the state of Oregon, and the worst since a 1984 spill near Longview, Washington that dumped 200,000 US gallons (760 m³) of oil into the Columbia River.^[25] As Oregon has no significant oil refinery facilities, oil tankers do not often dock at its ports, making the state relatively safe from oil spills.^[26] Analysis conducted by the U.S. Fish and Wildlife Service determined that over 3,000 shorebirds and seabirds perished. The birds belonged to more than 50 species.^[27][28] Among the birds killed were 262 threatened Marbled Murrelets and between four and eight endangered Western Snowy Plovers.^[29] Harbor Seals, fish, and shellfish were also killed or affected. Several beaches were fouled, with tarballs continuing to wash up for more than a month after the wreck.^[30]

Despite the loss of marine life, the initial burning of the oil and the successful removal of the bow section prevented what could have been a worse spill. Captain Mike Hall of the Coast Guard stated that "at least 82 percent of the oil onboard the New Carissa never reached the wildlife or the pristine shoreline of Oregon's coast".^[30] The environmental impact of the sinking of the bow section was thought to be minimized since it was towed out beyond the continental shelf, into very deep water. Any remaining oil on board is unlikely to have affected marine life since the low temperatures at the bottom of the ocean would have caused it to solidify.^[31]

Prior to the stern section's removal from the beach, environmentalists and local officials were concerned that the remains posed a continuing environmental and safety hazard.^[11]

Legal aftermath[link]

Subsequent litigation has proven expensive for the ship's owners, and an investigation into the incident delayed most of the crew's return to their home country.

Litigation[link]

In 2001, Green Atlas Shipping and its insurer, Britannia Steam Ship Insurance Association, sued the United States for US$96 million, claiming negligence on the part of the Coast Guard due to faulty nautical charts.^[11] They also alleged failure on the part of the local bar pilots to advise the ship's crew not to anchor in the area, and that dredging by the United States Army Corps of Engineers had exacerbated the problems with the anchor.^[2] The U.S. countersued for US$7 million in damages. In 2004, the two sides reached an agreement in which Green Atlas would pay the U.S. US$10.5 million to assist with cleanup costs, and the U.S. paid Green Atlas US$4 million in settlement of the faulty charts claim. The net result of the settlement was payment of US$6.5 million to the U.S.^[32] Although this was far less than the damages claimed by the U.S. for environmental cleanup and restoration costs, government officials still saw the settlement as a victory since the shipping company was forced to pay for part of the damage. Some Coos County officials were dissatisfied with the settlement, however, stating that it should have instead been paid to local business owners who were hurt by the beach's closure.^[33]

The New Carissa, after breaking into two sections.

The State of Oregon demanded that the ship's owners or their insurers remove the ship or pay a US$25 million bond to cover the cost of removing the ship and for environmental damages. The state also filed a lawsuit in Coos County, demanding removal, storage fees of USD $1,500 per day, restoration of the beach, and other unspecified damages. The state alleged negligence on the part of Morgado and also accused Green Atlas shipping of attempting to avoid the expense of the stern dismantling.^[34] On November 13, 2002, a Coos County jury found the ship's owners guilty of negligent trespass, and awarded the state US$25 million in damages. That sum was placed in escrow, pending appeal.^[11] On May 23, 2006, a settlement was reached in the appeal in which the state kept US$20 million of the US$25 million in escrow, plus US$2.1 million in interest earned on the escrow account. The remaining US$5 million was returned to Green Atlas Shipping. Of the US$22.1 million that the state was awarded in the settlement, US$3.1 million was used to pay the state's legal fees. The remaining US$19 million was reserved for cleanup, including the removal of the vessel's stern.^[35][23]

Numerous private parties, including at least one oyster farmer whose beds were contaminated by oil, have also successfully sued for damages.^[36]

Crew investigation[link]

The captain and most of the crew of the ship—all nationals of the Philippines—had to face a U.S. Coast Guard Board of Inquiry, which required them to remain in the United States for several weeks after the wreck. In addition, a federal grand jury investigated the incident for criminal wrongdoing. Captain Morgado refused to answer many of the questions posed at the inquiry, citing his Fifth Amendment rights. The crew was released after their testimony and returned to the Philippines.^[37] On September 16, the Coast Guard issued its findings that captain's error was the primary cause of the wreck, with the first and third officers of the ship also partly responsible. The investigation found no evidence of criminal wrongdoing, and no charges were filed against any member of the New Carissa crew.^[38]

In popular culture[link]

Portland-based musician Sarah Dougher's 2000 album The Walls Ablaze included a song titled "The New Carissa".^[39]

Notes[link]

References[link]

• Newport Internet New Carissa coverage, with original press releases
• Official NOAA website
• Oregon Department of Environmental Quality: New Carissa Review Committee
• OregonLive.com coverage
• Oregon Fish & Wildlife Department, Key Information on the New Carissa Oil Spill Final Restoration Plan
• Oregon Department of State Lands coverage of the site

External links[link]

• Spinreel.com: The Shipwreck of the New Carissa
• Greif, Steve. New Carissa in the Oregon Encyclopedia
• Ship Structure Committee: Case Study I: New Carissa, hull failure analysis
• Satellite image from Google Maps

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Sarah Dougher
Background information
Also known as	Dusty (while in Cadallaca), The Doog, Doogs
Genres	Indie
Occupations	Guitarist, Singer-Songwriter, Composer, Professor, Author, Artist, Label Owner, Zinester
Instruments	Guitar, Farfisa organ
Years active	Early 1990's - present
Associated acts	Cadallaca, The Crabs, The Lookers

Sarah Dougher is an author, teacher, and singer-songwriter from Portland, Oregon.

Background[link]

Career[link]

Dougher has a Ph.D. in comparative literature from the University of Texas.^[1] Apart from her musical endeavours, Dougher teaches courses on the History of Women in Rock music and Lyric Poetry in the Women's Studies department at Portland State University. She also teaches a course on homeless adolescents and food insecurity.

Dougher has been an organizer for the Rock and Roll Camp for Girls, and is currently involved with the Girls Rock Camp Alliance, an international coalition of girls' rock camps. Between 2006-2010, she worked full time teacher and development person for p:ear, a mentoring program for homeless teens in downtown Portland.^[2]

In the absence of Mr. Lady, Dougher started the record label Cherchez La Femme which centers around the same grassroots feminist ideals of the labels Dougher herself has previously recorded under.^[3] In 2006, Dougher was hired to score a version of Euripides' classical Greek tragedy Orestes, which ran for five weeks in Portland.^[4]

Music[link]

Dougher has released eight albums over the past ten years, a combination of work with bands as well as solo releases. Since 2007, she has co-directed Portland's Flash Choir with Pat Janowski. The Flash Choir is free, no-audition choir that specializes in collaborative, audience-inclusive work. In January 2010 she debuted a 10-song composition called "Strangers Together," with a libretto from Oregon poet and pacifist William Stafford's book, Passwords. Portland's Regional Arts and Culture Council supported the creation and production of this work through a project grant. In 2009, she composed a choral work called Caesar's Gatebased on the collaborative work of poet Robert Duncan and collage artist, Jess, commissioned by the Cooley Gallery at Reed College.

Solo[link]

The first of her solo albums, Day One, was released on indie label K Records in 1999; the latter two, 2000's Walls Ablaze and 2001's The Bluff, were released on Mr. Lady records. In June 2005, Dougher released Harper's Arrow on the Cherchez La Femme label. Beginning with "Day One", Sarah began a long-lasting collaboration with Jon Nikki (Prima Donnas, Gene Defcon, Mocket, Sir, Sarah Dougher, Puce Moment). Jon Nikki contributed guitar, keyboards and piano, bass and drums on many of Sarah's recordings as well as a songwriting credit on the album "Walls Ablaze" for the song "What's Good Is Better Than Gone".

Cadallaca[link]

Dougher has also worked with Sleater-Kinney vocalist Corin Tucker and novelist sts in the band Cadallaca, where she provided vocals and played the Farfisa organ. In the tradition of 1960's girl groups, each member of the band assumed an alias, Dougher being credited as Dusty. The band put out two official albums: Introducing Cadallaca (K Records) and Out West(an EP, on Kill Rock Stars).

The Crabs[link]

The Crabs were a Portland, Oregon based indie-rock band. Originally formed as a duo in 1993 with John Lunsford (vocals, guitar) and Lisa Jackson (vocals, drums), the pair later added Sarah Dougher on keyboard following their 1997 release What Were Flames Now Smolder. Dougher contributes keyboards and vocals to the 1999 release, Sand and Sea

Personal[link]

Dougher was diagnosed with breast cancer in 2004.^[5] Her cancer is in remission.

References[link]

External links[link]

Wikimedia Commons has media related to: Sarah Dougher

• Pearmentor.org
• MySpace page
• Freewebs.com

Carissa Moore
File:Carissa moore 2011 biarritz.jpg
Personal information
Born	(1992-08-27) August 27, 1992 (age 19) Honolulu, Hawaii
Residence	Honolulu, Hawaii
Height	5 ft 7 in (1.70 m)
Weight	140 lb (64 kg)
Surfing career
Best year	Ranked 1st on the 2011 ASP Women's World Tour
Career earnings	$266,917[1]
Sponsors	Nike, Red Bull, Target
Major achievements	1 time ASP Women's World Tour Champion; ASP Elite Victories: 6; ASP Other Victories: 2; ASP Rookie of the Year 2010; 11 NSSA Titles.
Surfing specifications
Stance	Regular
Website	www.carissamoore.com

Carissa Kainani Moore (born August 27, 1992) is an Hawaiian surfer and the 2011 ASP Women's World Tour Champion.^[2][3]

As of July 2011, Moore has won 6 ASP Women's World Tour events, 2 ASP WQS 6-Star events and an unprecedented 11 NSSA Titles.^[4]

Background[link]

Moore learned how to surf from her father. She has a younger sister Cayla.

Moore graduated from Punahou School in 2010.^[5][6]

ASP Women’s World Tour[link]

2011, Moore was declared the ASP Women’s World Champion, the youngest winner of the Title.^[10] Throughout the 2011 Tour, Moore won the Billabong Rio Pro,^[11] Commonwealth Bank Beachley Classic^[12] and the Roxy Pro Gold Coast.^[13]

2010, Moore was incepted into the ASP Women’s World Tour. During her first year on the Tour Moore won both the TSB Bank Women’s Surf Festival^[14][15] and Rip Curl Pro Portugal.^[16] Moore’s 2010 Women’s World Tour Ranking was 3rd overall.^[17] and she was awarded the ASP Women’s World Tour Rookie of the Year.^[18]

Refer to ASP Wildcard Entries section for further information relating Moore's involvement prior to being incepted into the ASP Women’s World Tour.

ASP Women’s Star Events[link]

2010, Moore won the US Open of Surfing, a 6-Star WQS Prime Event¹.^[19]

2009, Moore qualified for the 2010 ASP World Tour from the ASP Women's WQS.^[20]

2008, Moore is the youngest winner of a Triple Crown of Surfing event when she won the Reef Hawaiian Pro, a 6-Star WQS Prime Event², at the age of 16.^[21]

ASP Wildcard Entries[link]

2011, Moore received a wildcard entry into the Men's Triple Crown of Surfing, limited to the Reef Hawaiian Pro at Haleiwa and the Vans Hawaiian Pro at Sunset Beach, becoming the first woman in history to be given the honor.^[22]

2009, Moore won the ASP Women’s World Tour Gidget Pro Sunset Beach event as a wildcard entrant.^[23]

2007, Moore reached the Final of the ASP Women’s World Tour Roxy Pro event as a wildcard, becoming the youngest surfer to reach a Final of an ASP World Title Race event. The Roxy Pro wildcard entry was the first Women's World Tour event Moore entered after success in the Roxy Pro Trials.^[24]

ASP Event Wins[link]

Year	Event	Venue	ASP Sanctioned Tour
2011	Billabong Pro Rio	Rio de Janeiro,  Brazil	Women's World Tour
2011	Commonwealth Bank Beachley Classic	Dee Why, New South Wales,  Australia	Women's World Tour
2011	Roxy Pro Gold Coast	Gold Coast, Queensland,  Australia	Women's World Tour
2010	Rip Curl Pro Portugal	Peniche,  Portugal	Women's World Tour
2010	TSB Bank Women's Surf Festival	Taranaki,  New Zealand	Women's World Tour
2010	US Open of Surfing	Huntington Beach, California,  United States	Women’s WQS
2009	Gidget Pro	Sunset Beach, Hawaii	Women's World Tour3
2008	Reef Hawaiian Pro	Ali'i Beach Park, Haleʻiwa, Hawaii	Women’s WQS

National Scholastic Surfing Association Titles[link]

Moore is known for her unprecedented 11 National Scholastic Surfing Association (NSSA) Titles.^[4]

International Surfing Association[link]

2005, Moore represented Hawai‘i at the International Surfing Association (ISA) World Junior Surfing Championships and was placed 3rd in the Female Junior Final (under 18) category.^[30] Moore aided Hawai‘i’s first team victory in a World Junior surfing contest.^[31]

Notes[link]

1 & 2 ^ ^ The equivalent of an ASP Women’s Star; at the time it was known as an ASP 6-Star Prime within the Women’s World Qualifying Series (WQS).

3 ^ As a wildcard entrant Moore was ineligible to compete in the ASP World Title Race.

See also[link]

• Association of Surfing Professionals
• National Scholastic Surfing Association

References[link]

External links[link]

• Carissa Moore Official website
• Carissa Moore Profile at ASP website
• Carissa Moore Bio at Kidzworld.com
• Carissa Moore Interview at Nike 6.0