Mission: Microbial Stowaways: Exploring Shipwreck Microbiomes in the deep Gulf of Mexico
Geographic Area: Gulf of Mexico
Date: June 24-25, 2019
On Monday I was introduced to the R/V Point Sur in Gulfport, Mississippi. Every nook and cranny of this vessel is packed, and it took the science crew most of the day to pack it even fuller with all the equipment they need. The largest single item is the remotely operated vehicle (ROV) Odysseus which makes a large footprint on the back deck. Over it hangs an enormous pulley that will be used to lift Odysseus in and out of the water.
When I arrived at the port, I met Dr. Leila Hamdan, the Chief Scientist, and some of the crew. We have two Rachels on board and they are both graduate students studying microbial biomes. Over time a layer of microbes form a “biofilm” on different kinds of wood and metal. This organic layer forms on the surface of a shipwrecks, and this is what the scientists are studying. They want to know how this layer speeds up or slows down the corrosion of shipwrecks and how other organisms use this habitat.
I was able to join in and help put together microbial recruitment experiment towers, or MREs for short. Each tower is a PVC pipe fitted with samples of wood, both oak and pine, and some metal samples. Each of these pipes fits loosely inside a second pipe, and then each set is roped together and attached to a float. Each tower is rigged in such a way that it will sink to the sea floor vertically, and then the outer pipe will rise to expose the inner tower and the sample plugs. After four months, the MREs will be retrieved, and the scientists will be studying what kinds of microbes grew on the samples. Their experiments add to our understanding of how shipwrecks act as a habitat for corals and other organisms
Finally, at the end of the day we had to quickly load the last of the gear on the ship before a huge container ship of bananas arrived to dock in our space. We set up a “fire line” to hand the last of the gear into the ship as fast as possible. We could see the huge Chiquita banana ship heading our way. The port was already stacked four high with Chiquita banana shipping containers and more bananas were coming! Who is eating so many bananas?!
As the newbie member of the crew, I was allowed to stay on board as the crew moved the ship from the large loading dock to the smaller pier on the other side of the port. This meant I got a taste of the ocean breezes that are going to help keep us cool once we leave land. I saw pelicans glide low over the water as I stood on the deck and imagined all the new and amazing things I am about to see and do.
If you’ve never been to Mississippi in the summer, I can tell you it is HOT and HUMID. It’s hard to imagine until you try to actually do something in it. If you were an egg, you would definitely fry on the sidewalk. Despite the heat, all over the ship crew and scientists are working, bolting things together, greasing mechanical parts, putting last minute touches on their experimental equipment, organizing the lab and working at laptops. To mitigate the heat and humidity outside, the air-conditioning runs on high inside the ship. This helps to keep the humidity from damaging the equipment, as well as to keep the crew happy. So it is actually COLD in here!
In addition to all this activity, a group of high school students visited the ship. They are participating in The Ocean Science and Technology Camp to learn about marine science careers and they will be tracking our progress from shore. Each of our many talented scientists shared a bit about their research and their roles in the ship. I will share more about that in another blog. We are scheduled to leave tonight at 1930 hrs, that’s 7:30PM for most of us! Stay with me, it’s going to be awesome!
Mission: Microbial Stowaways: Exploring Shipwreck Microbiomes in the deep Gulf of Mexico
Geographic Area: Gulf of Mexico
Date: June 13, 2019
In just two weeks I will be shipping out of Gulfport, Mississippi on the University of Southern Mississippi Research Vessel Point Sur. As a NOAA Teacher at Sea, I will actually be a student again, learning all I can about ocean archaeology and deep-sea microbial biomes. I feel very lucky to have this opportunity to learn what it is like to live and work at sea! In particular, I am looking forward to seeing how archaeologists work at sea. My undergraduate degree was in archaeology and I worked in the desert of New Mexico and southern Colorado where we mapped with pencil and paper, and took samples with a shovel. Ocean archaeology will require more sophisticated technology and a different approach!
Let me give you a little background about myself. My husband and I live in a tiny town called Husum on the White Salmon River in Washington State. My family enjoys outdoor activities including rafting and kayaking. This year my daughter is working as a raft guide on the White Salmon. I know when the commercial raft trips are passing by because I can hear the tourists scream as their boats go over Husum Falls! My son is studying Engineering in college and is spending this summer in Spain learning Spanish and surfing. Unfortunately for my husband, summer is the busy time for construction. As a general contractor, he will be working hard.
During the regular school year, I teach fourth grade math and science at the local intermediate school. One of our biggest science units each year is to raise salmon in the classroom and learn about the salmon life cycle, adaptations and the importance of protecting salmon habitat. In addition, this year we tackled a big project around plastic pollution in the oceans and how we can make a difference in our own community through education and action. My students are rightfully indignant about the condition of our oceans, and I have also become an ocean advocate since initiating this project.
Scientists on the Point Sur have several goals. First of all, they will map two shipwrecks that have never been explored. Both are wooden-hulled historic shipwrecks that were identified during geophysical surveys related to oil and gas exploration. Archaeologists hope to determine how old the ships are, what their purpose was, and their nationality, to determine if they are eligible for listing on the National Register of Historic Places (NRHP). A third shipwreck we will visit is a steel-hulled, former luxury steam yacht that sank in 1944. It was previously mapped and some experiments were left there in 2014 which we will recover.
In addition to mapping, we will take samples of the sediments around the ships to see how shipwrecks shape the microbial environment. The Gulf of Mexico is a perfect place for this work because it is rich in shipwrecks. Shipwrecks create unique reef habitats that are attractive to organisms both large and small. I wonder what kinds of sea life we will discover living around the shipwrecks we visit?
The first question my students asked me was if I was going to scuba dive. While that would be exciting, it’s not allowed for Teachers at Sea! To gather information about the shipwrecks, we will deploy a remotely operated vehicle (ROV) called Odysseus (Pelagic Research Services, Inc.) . Odysseus will have a camera, a manipulator arm to gather samples, a tray to carry all the sampling gear and SONAR and lights. I think I will be content to watch its progress on the ship’s video screens.
School is almost out, and my fourth graders are chomping at the bit to get out if the classroom and begin their own summer adventures, but I hope they will follow my blog and keep me company while I am on board ship! Am I feeling a little intimidated? Absolutely! But also very excited to have the opportunity to participate in what is sure to be a great adventure.
Mission: Conduct ROV and multibeam sonar surveys inside and outside six marine protected areas (MPAs) and the Oculina Experimental Closed Area (OECA) to assess the efficacy of this management tool to protect species of the snapper grouper complex and Oculina coral
Geographic Area of Cruise: Continental shelf edge of the South Atlantic Bight between Port Canaveral, FL and Cape Hatteras, NC
Date: May 19, 2018
Weather from the Bridge Latitude: 29°55.8590’ N Longitude: 80°16.9468’ W Sea Wave Height: 2-4 feet Wind Speed: 18.1 knots Wind Direction: 210.6° Visibility: 1 nautical mile Air Temperature: 25.3°C Sky: Overcast
Science and Technology Log
Extra Operations- Zodiac Hurricane Fast Rescue Boat:
Occasionally these Fast Rescue Boats are used for more than real emergencies and drills, practicing the pick-up of a man-overboard and rescue diver missions, in the case of day 2 of my trip on NOAA Ship Pisces, a camera replacement part became necessary. When a small crew change is needed or to pick up a repair part for an essential item, instead of bringing the ship to dock, the FRB (Fast Rescue Boat) is sent in.
The LF or Lead Fishermen, Farron “Junior” Cornell was the FRB coxswain (driver/operator of a ship’s boat). His navigation skills were developed by working in the hydrographic division that performs regular bathymetry readings using these vessels on NOAA Ship Thomas Jefferson, making him a very capable pilot of this small watercraft in the NOAA fleet. The FRB has seating for 6, with 2 aft of console, 1 forward of engine cover, 2 sitting on foredeck on engine cover and 1 prone on deck by stretcher.
Some other specs on the boat includes the following: Length overall=6.81 meters including jet Beam overall=2.59 meters Fuel capacity=182 litres (48 US Gal) Bollard Pull ~600 kg/5884 N Endurance (hours @ 20 knots)~6.75 hours Max Horse Power=235kW, 315 hp At Light Load Operation Displacement = 2150 kg/4750 lbs Full Speed ~32 knots Fuel System =48 US gallon tank
Zodiac Hurricane H638 DJ, USCG Approved Fast Rescue Boat (FRB) with Miranda Hoist System
Zodiac Hurricane H638 DJ, USCG Approved Fast Rescue Boat (FRB) with Miranda Hoist System
Zodiac Hurricane H638 DJ, USCG Approved Fast Rescue Boat (FRB) with Miranda Hoist System
Engine Room Tour Pictures and Learnings:
Daily Duties: Freshwater Needs– Reverse Osmosis and Evaporators
Freshwater is necessary for a variety of reasons beyond drinking water for the crew. It is used for laundry, cooking, showers and on NOAA Ship Pisces, to fill the ballast water tanks. Approximately 31 gallons of freshwater is used on average per person per day, with 29 people on board for 12 days, totaling nearly 11,000 gallons by the end of the trip. One method to supply this freshwater supply is through reverse osmosis. Osmosis is the diffusion of water across a membrane.
Normally water moves, without an energy input from high to low concentrations. In reverse osmosis, water is moved in the opposite direction of its natural tendency to find equilibrium. The force at which water wants to move through the membrane is called its osmotic pressure. To get water to move against the osmotic pressure another force must be applied to counteract and overcome this tendency. Sea water is found in abundance and can be forced across a semi-permeable membrane leaving the ions on one-side and the freshwater to be collected into containment chambers on the other side. Technology has impacted this process by discoveries of better semi-permeable membranes that allow for faster and larger amounts of sea-water to be moved through the system. Pisces uses reverse osmosis and a back-up freshwater system of 2 evaporators. When the temperatures are high (as they were in the first few days of the cruise) the evaporators are the go-to system and make for tasty drinking water.
Evaporators take in sea water and distill the liquid water using waste heat collected from the engines that raises the temperature of water in the pipes. This temperature provides the energy that forces the liquid freshwater to vaporize and enter its gaseous phase, then under pressure this vapor is condensed and can be collected and separated from the brine that is removed and discharged.
Wastewater:There are different types of water that can be used for different tasks aboard a ship. Typically gray water (which is relatively clean wastewater from showers and sinks but may contain soaps, oils, and human hair/skin) is placed in the MSD (Marine Sanitation Device), which is similar to a septic system. Black water is wastewater from toilets, or any water that has come into contact with fecal matter and may carry potential disease carrying pathogens. Black water is also treated in the MSD. This black water sewage is first subjected to a macerator pump that breaks the fecal matter into smaller pieces, enzymes are added to further decompose and before disposal a bit of chlorine is added to ensure no bacteria remain alive. This water can be disposed of into the ocean if the ship is over 12 miles offshore. If the ship is within 12 miles the sewage must be either stored in containment system on board the vessel or taken to dock and disposed of by an in-shore treatment facility. For more information on the regulations for wastewater disposal while at sea see the Ocean Dumping Act.
Ballast Water and New Regulations: Ballast water tanks are compartments used to hold water to provide stability for the ship. This balance is necessary for better maneuverability and improved propulsion through the water. It can allow the crew to compensate and adjusts for changes in the ships cargo load or fuel/water weight changes over the course of a trip. Historically this water has been drawn up from the surrounding sea water to fill the tanks. Unfortunately, in the not so distant past, the ballast water from one location on the globe has been deposited into another area along with it, all of it foreign plants, animals and microbiota. This act led to the introduction of a host of exotic and non-native species to this new area, some of which became invasive and wreaked havoc on the existing ecosystems. Today there are a host of case studies in my students’ textbook like the Zebra Mussels (Dreissena polymorpha) and the European Green Crabs (Carcinus maenas) that were introduced in this way that resulted in devastating impacts both environmentally and economically to the invaded area.
The International Maritime Organization (IMO) passed new regulations in September of 2017 calling for better management of this ballast water exchange. Ballast Water Management Convention 2017.
Another high tech approach to this problem has been the development of a sea-water filtration systems, but these carry a heavy price tag that can range anywhere from $750,000 to $5 million.
The engine room area is staffed by 7 crew members. Back-up systems and the amount of en route repair necessary to keep the ship running and safe was apparent in the engine room. There were redundancies in the engines, HVAC, hydraulics, and fuel systems. Spare parts are stored for unexpected breaks or other trouble-shooting needs. The control panels throughout the tour had screens that not only allowed a check of every level of function on every system on the ship, there was another screen that demonstrated the electrical connections on how all these monitoring sensors were wired, in case a reading needed to be checked back to its source.
Pictured here is a diesel engine on NOAA Ship Pisces. Pisces has 4 of these on board: 2 bigger engines that are CAT model 3512 vs. 2 smaller engines that are CAT 3508. When the ship is going at full steam they use 3 of 4 to provide power to turn the shaft, and when they need less power, they can modify their engine choices and power, therefore using less fuel. CAT engines are models 3512 and 3508 diesel driven at provide 1360 KW and 910 KW, respectively. There is also an emergency engine (CAT model 3306) on board as well providing 170 kw of power.
The pressurized fluid in these pipes are used to move devices. Pisces is in the process of converting certain hydraulic systems to an organic andbiodegradable “green” oilcalled Environmentally Acceptable Lubricants (EALs).
This area is command central. I decided to focus on only a few features for this blog from a handful of screens found in this room that monitor a variety of sensors and systems about both the ships conditions and the environmental factors surrounding the ship. Commanding Officer CDR Nicholas Chrobak, NOAA demonstrated how to determine the difference on the radar screen of rain scatter vs. another vessel. In the image the rain gives a similar color pattern and directionality, yet the ship appeared more angular and to have a different heading then those directed by wind patterns. When clicking on the object or vessel another set of calculations began and within minutes a pop-up reading would indicate characteristics such as CPA (closest point of approach) and TCPA (Time of Closest Point Approach) as seen in the image.
Scanned Maps and monitors help to prevent collisions
ECDIS (Electronic Chart Display and Information System)
These safety features let vessels avoid collisions and are constantly being calculated as the ship navigates. GPS transponders on the ships send signals that allow for these readings to be monitored. ECDIS (Electronic Chart Display and Information System) charts provide a layered vector chart with information about the surrounding waters and hazards to navigation. One screen image displayed information about the dynamic positioning system.
Paths and positions can be typed in that the software then can essentially take the wheel, controlling main propulsion, the bow thruster and rudder to keep the ship on a set heading, and either moving on a desired course or hold in a stationary position. These computer-based navigation systems integrate GPS (Global Positioning System) information along with electronic navigational charts, radar and other sailing sensors to ensure the ship can navigate safely while effectively carrying out the mission at hand.
The Mess Deck and Galley:
This location serves up delicious and nutritious meals. Not only do the stewards provide the essential food groups, they provide vegetarian options and make individual plates for those that may miss a meal during shift work.
Dana Reid, who I interviewed below, made me some amazing omelets on the trip and had a positive friendly greeting each time I saw him. I decided a few days into the cruise to start taking pictures of my meals as proof for the nature of how well fed the crew is on these adventures.
crab legs was one of my favorites- I went back for seconds
Breakfast of champions
Every day there was some sort of fish choice
chicken fried steak and the gumbo were especially tasty
Omelettes to order
There were occasional green things on my plate
Menu items for each day posted on NOAA Ship Pisces
Menu Screen on the Mess Deck
Each day a new screen of menus appeared on the ship’s monitors, along with other rotating information from quotes, to weather to safety information.
Today a possible shipwreck is evident on the sonar maps from the previous night’s multibeam readings. If weather permits, the science team plans to check out the unknown structure en route to the next MPA. This scientific study reminds me of one of the reasons I fell in love with science. There is that sense of discovery. Unlike pirates and a search for sunken gold, the treasure to be found here is hopefully a diversity of fish species and thriving deep coral communities. I found myself a bit lost during the discussions of fishing regulations for these areas designated as MPAs (Marine Protected Areas). I had always thought ‘protected’ would mean prohibitive to fishing. So I did a little research and will share a little of the basics learned. And I hope someday these regulations will become more restrictive in these fragile habitats.
The MPA , “marine protected area” definition according to the implementation of an Executive Order 13158 is “…any area of the marine environment that has been reserved by federal, state, territorial, tribal, or local laws or regulations to provide lasting protection for part or all of the natural and cultural resources therein.” But what that actually means in terms of the size of the area and approach to conservation, or the level protection and the fishing regulations seems to vary from location to location. The regulations are governed by a variety of factors from the stakeholders, agencies and scientists to the population numbers and resilience of the habitat to distances offshore.
For more information on MPAs visit https://oceanservice.noaa.gov/facts/mpa.html
What’s My Story? Dana Reid The following section of the blog is dedicated to explaining the story of one crew member on Pisces.
What is your specific title and job description on this mission? Second Cook. His job description includes assisting the Chief Steward in preparing meals and maintaining cleanliness of the galley (kitchen), mess deck (tables picture where crew eats), scullery (part of the kitchen where dishes get washed) fridge/freezer and storage areas.
How long have you worked for NOAA? 5th year
What is your favorite and least favorite part of your job? His favorite part of this job is getting a chance to take care of people, putting a smile on people’s faces and making them happy. His least favorites are tasks that involve standing in the freezer for extended periods of time to stock and rotate foods. In addition he mentioned that he isn’t too fond of waking up very early in the morning.
When did you first become interested in this career and why? His initial food as a career-interest started when he was in high school working for Pizza Hut. He later found himself working for 2 years cooking fried chicken for Popeyes. His interest in the maritime portion of his career also began right after high school when he joined the Navy. In the Navy he worked in everything from the galley to a plane captain and jet mechanic. During his time in the Navy he worked on 5 different carriers and went on 9 different detachments including Desert Storm. After hurricane Katrina in 2006 he found himself interested in finding another job through government service and began working on a variety of NOAA’s vessels.
What is one of the most interesting places you have visited? He found the culture and terrain of Oahu one of his most interesting. He enjoys hiking and Hawaii, Alaska and Seattle have been amazing places to visit.
Do you have a typical day? Or tasks and skills that you perform routinely in this job? He spends the majority of his time prepping (washing and chopping) vegetables and a majority of his time washing dishes. In addition he is responsible for keeping beverages and dry goods stocked.
Questions from students in Environmental Science at Camas High School
How is cooking at sea different from cooking on land? He said that he needs to spend more effort to keep his balance and if in rough weather the ship rocks. This impacts his meal making if he is trying to cook an omelet and if mixing something in keeping the bowl from sliding across the prep table. He mentioned that occasionally when baking a cake that it might come out lopsided depending upon the angle of the ship and timing of placement in the oven.
What do you have to consider when planning and cooking a meal? He plans according to what meal of the day it is, breakfast, lunch or dinner. The number of people to cook for, number of vegetarians and the part of the world the cruise is happening in are all factored in when planning and making meals. For example, when he has been in Hawaii he’d consider cooking something more tropical – cooking with fish, coconut and pineapple; if in the Southeast they tend to make more southern style cooking, sausage/steak lots of greens; if in the Northeast more food items like lobster and clam chowder make their way onto the menu.
What is the best meal you can make on the ship, and what is the worst? He said he makes a pretty good Gumbo. He said one of his weakness is cooking with curry and said that the Chief Steward is more skilled with dishes of that flavor.
How many meals do you make in a day? 3; In addition he hosts occasional special events like ice cream socials, banana splits or grilling party with smoker cooking steaks to hamburgers on the back deck.
Mission: Mapping CINMS Geographical area of cruise: Channel Islands, California Date: May 8, 2016 Weather Data from the Bridge:
Science and Technology Log
In previous posts, I’ve discussed the ME70 multibeam sonar on board Shimada. You’d think that I’ve told you all there is to know about the wondrous data this piece of equipment provides, but oh, no, dear readers, I’ve merely scraped the surface of that proverbial iceberg. In this post, I will explain how the raw data from the ME70 is used to create important seafloor maps. Heck, I’ll even throw in a shipwreck! Everyone loves shipwrecks.
Back to the multibeam. As you may remember, the ME70 uses many beams of sonar to capture a 60 degree image of the water column. It collects A LOT of data, one survey line at a time. Lots of data are good, right? Well, if you want to map the bottom of the ocean, you don’t need ALL the data collected by the ME70, you just need some of it. Take, for example, fish. You don’t want big balls of fish obscuring your view of the seafloor, you just want the seafloor! Leave the schools of fish for Fabio.
The person you need to make your seafloor map is Kayla Johnson. First, she sends the raw data to a program called MatLab. This nifty software separates the bottom data from all the other stuff in the water column and packages it in something called a .gsf file. Next, this .gsf file goes to this huge processing program called CARIS HIPS, where it is converted into an something called HDCS data.
You’d think that all you’d need to make an accurate seafloor map would be data from the multibeam, but it is actually much more complicated than that (of course you knew that! just look at how long this blog post is). Think about it: while you’re running your survey lines and collecting data, the ocean and, therefore, the ship are MOVING. The ship is heaving, rolling, and pitching, it’s travelling in different directions depending on the survey line, the tides are coming in and out, the temperature and salinity of the water varies, etc. etc. All of these variables affect the data collected by the ME70 and, hence, must be accounted for in the CARIS software. Remember how I said it was HUGE? This is why.
Everyone still with me? Ok, let’s continue processing this data so that Kayla can make our beautiful map. Next up, she’s going to have to load data into CARIS from the POS. POSMV (POSition of Marine Vehicles) is a software interface used on the ship that collects real-time data on where we are in relation to the water (heave, pitch, and roll). She’s also going to load into CARIS the local tide information, since the ship will be closer to the seafloor at low tide than at high. Not including tidal change is a good way to get a messed-up map! Once the POSMV and tide files are loaded into CARIS, they are applied to the survey line.
Next, Kayla has to compute the TPU (Total Propagated Uncertainty). I could spend the next four paragraphs explaining what it is and how it’s computed, but I really don’t feel like writing it and you probably wouldn’t want to read it. Let’s just say that nothing in life is 100% certain, so the TPU accounts for those little uncertainties.
Since the data was collected using multiple beams at a wide angle, there will be beams returning bad data, especially at the edges of the collection zone. Sometime a bad data point could be a fish, but most often bad data happens when there is an abrupt change in seafloor elevation and the beams can’t find the bottom. So, Kayla will need to manually clean out these bad data points in order to get a clean picture of the seafloor.
These data need a haircut!
Almost done! Last, Kayla makes the surface. All the data points are gridded to a certain resolution based on depth (lots of explanation skipped here…you’re welcome), with the end result being a pretty, pretty picture of the bottom of the seafloor. Phew, we made it! These seafloor maps are incredibly important and have numerous applications, including fisheries management, nautical charting, and searching for missing airplanes and shipwrecks (see! I told you there would be a shipwreck!). I’ll be getting into the importance of this mapping cruise to the Channel Islands Marine Sanctuary in my final post, so stay tuned.
Shipwreck in Buzzard’s Bay, MA image courtesy of NOAA Ship Thomas Jefferson
U-boat image courtesy of NOAA Ship Thomas Jefferson
Endnote: A word about XBTs
Before all your data are processed, you need to know how fast the sound waves are travelling through the water. When sound is moving through water, changes in temperature and salinity can bend the wave, altering your data. An XBT is an expendable bathythermograph that is sent overboard every four hours. It transmits temperature and salinity readings throughout its quick trip to the ocean bottom, allowing the computer to make data adjustments, as needed.
Did You Know?
Hey, you’ve made it to the bottom of this post! If you are interested in seafloor mapping, have I got an institute of higher learning for you. The College of Charleston has a program called BEAMS, which trains future ocean surveyors and includes a course called Bathymetric Mappings. Three of the hip young scientists on board have taken this course and it seems to be pretty amazing. If you love sailing the high seas AND data processing, you might want to check it out.
Today the divers explored Lobster Rock, collecting a total of 23 lionfish for the flow through aquarium aboard the ship. Water from the ocean flows into and out of the tank yhrough pipes on the deck to simulate the ocean environment. This brings the total laboratory aquarium at Beaufort.
Today I also interviewed the Chief Scientist, Paula Whitfield. Most amazing to me was how her life story evolved from a childhood fascination with Jacques Cousteau to her current passion for lionfish research. Paula grew up watching the underwater videos of Jacques Cousteau, and it was at that point that she knew she wanted to become a diver. “I was a diver first, but the more I dove, the more I was formulating questions in my mind…I was curious about everything that had to do with water and marine life.” She worked for a sea grass ecologist for many years, not running the show, but she saw how the scientific process worked. Her desire to become a marine biologist grew stronger, and that’s when she decided to return to school to get her graduate degree.
So how did Paula become one of the leading scientists in lionfish research? She responds: “It stemmed from my recreational diving – I was diving constantly in my spare time, and working for a charter boat business that attracted recreational divers from all over the world.” And then one day she began seeing lionfish off the coast of North Carolina, which was very unusual for this area. Paula knew they were Pacific fish, but she needed proof that lionfish were now in the Atlantic. “From that point on, I collected evidence was finally able to convince NOAA when a world-renown scorpion fish expert confirmed that her collected specimens were lionfish.
Once Paula was aboard a diving ship, and she was ordered to do a routine dive to the ocean bottom. The first thing she saw was right angle patterns, which hardly exist in nature. All of the sudden Paula saw a porthole lying in the sand. Back then she wasn’t a technical diver with all the fancy gear she has today. So she clutched the porthole with her knees and climbed up the anchor line. When Paula reached the surface, everyone aboard the ship stared at her in disbelief when she said: “I think it’s a wreck. I have a porthole.” She fondly remembers feeling “excited to be the first person to dive a virgin shipwreck.”
What Paula finds most fascinating about lionfish is how they established themselves in such large numbers in the Atlantic within a short period of time. Because of this she calls lionfish the “ultimate survivors.” But overall, she feels very affectionate towards all sea creatures, including “everything from sea spiders and feather dusters to larger fish because it’s such a different world down there. It’s important for us to know how we’re affecting that world in order to make a positive change.”
Paula’s words of advice for those who want to become marine biologists: “I think it’s important if you can become a diver – just to be able to put your head in the water to see what’s going on is more rewarding than just dropping sensors into the ocean. It opens more doors, and by seeing the environment firsthand you are able to formulate more questions about it. All this helps you become a better marine biologist, even if you don’t dive all the time.”
Latitude:58 degrees 01.110 N.
Longitude: 153 degrees 16.529 W.
Visibility: Less than 1 nautical mile
Wind direction: Light
Wind speed: Airs
Sea wave height: 0 ft.
Swell wave height: 0 ft.
Sea water temperature: 9.4 C.
Sea level pressure: 1003.9 mb.
Cloud cover: Cloudy/ foggy
Science and Technology Log
Today we have the exciting assignment of surveying the site of an 1860’s wreck of a Russian vessel. We’ll be making black and white images of the site of the wreck, giving archaeologists the depths of the whole area of wreckage. What makes this find so unusual, according to the Kodiak News, July 16, 2004, is that divers have already found a cylinder that spells out the name of the vessel “Kad’yak”. It is so rare to find an identifying object, that it happens in only about one out of a hundred sunken wreck findings. The Maritime Studies Program of Eastern Carolina University has a permit form the Alaska Department of Natural Resources, the National Science Foundation, and NOAA to do research on the site. They have sent down divers through the month of July and they have found a cannon, deck braces, a ballast pile, and three anchors. This has been identified as the oldest wreck ever found in Alaska waters. These samples all help to identify and date the wreck. After careful cleaning and preservation treatments, they will be put on display in various museums. Our survey will be a multi-beam swath survey, made from several of our launches, that will take several hours. We may not know much immediately from our survey, because all the data will need to be processed, cleaned and sent to the cartographers for charting. Perhaps we’ll read more about it in days to come in the newspapers or scientific journals.
I was excited to know that we were traveling through Whale Pass today and when I went out to the flying bridge to get a good look at the area, I saw a whale, quite near the ship. It was the first time I’ve seen a whale that close and it stayed on the surface for several minutes. When a whale is spotted, they make an announcement to all hands that a whale is spotted on port side or starboard side. Everyone grabs their cameras to try and get a good picture. I tried too, but I don’t know if it’ll turn out, as they are notoriously hard to film. They move through the water so gracefully and quickly that photographs are hard to come by. As we are moving through an area of straits, the weather is cloudy and foggy, but when the fog lifts, it brings a lovely view of the mountains. I’ll be headed to Homer, Alaska tomorrow for a few days of sightseeing, then home and back to the classroom. What an adventure this has been! Thank you NOAA!!
Latitude: N 55°17.29
Longitude: W 160°32.14
Visibility: 4 nm
Wind direction: 140
Wind speed: 6 knots
Sea wave height: 0 – 1 foot
Swell wave height: —
Sea water temperature: 10.0 °C
Sea level pressure: 1007.8 mb
Air temperature: 12.2 °C
Cloud cover: 8/8
Science and Technology Log
I awoke today to an announcement over the ships intercom saying, “Attention all hands, attention all hands, divers are in the water, please make sure all equipment is stored and locked”. I first checked to make sure it wasn’t me in the water, as exciting as that would have been, and then I raced out of bed to see what was going on. Apparently, since we have been anchored off the coast of Egg Island, we have had a very small oil leak. It was believed to have fixed itself after the first few hours of anchoring; however, yesterday many of the crew noticed that there was still a slick on the water off the port stern. To investigate, three NOAA certified divers dove down about 15 feet and inspected the hull of the ship. They saw that the oil was in fact coming from the left propeller, yet they could not directly identify the source of the problem, but speculate that there is a small leak in one of the o-rings. The only way to truly fix this problem is to dry-dock the boat. The closest dry-dock is in Seward, but we are scheduled to go to Kodiak first. Therefore, the plan is to see if the problem takes care of itself and if it is not better by the end of the stay in Kodiak, then take the boat to Seward. The amount of oil that is leaving the ship is very small and is escaping at an extremely slow rate. However, if this problem persists, it could become very serious.
I talked with ENS Lominkey about his dive this morning and about other dives he has made recently. He informed me that once you are NOAA certified, the equivalent of becoming a PADI or NAUI dive master, you will be allowed to help with dives that involve ship repair, tide gauge installation, or wreck surveying. In fact, only two weeks ago the RAINIER was performing hydrographic research and identified the fishing boat CONQUEST which sunk in 1994. ENS Lominkey and other certified divers dove the wreck to gather information about the wreck including its minimum depth which happened to be about 90 feet. To do this, they used a very sensitive depth gauge that relies on pressure changes. They would place this gauge at different locations on the wreck and record the various readings. ENS Lominkey also told me that they found another fishing boat wreck near the CONQUEST, but were unable to identify it. As I have developed my passion for diving over the past few years, I become more amazed at the opportunity to dive and explore uncharted waters knowing that the research you are conducting is contributing greatly to society. And, as technological advancements are made for both safer diving and better navigational charting, I can’t help but wonder how these will be further combined in years to come—a very interesting engineering design problem!
Today was mostly spent writing more lesson plans for my 6th, 7th, and 8th grade science classes as well as planning my 8th grade pre-algebra course. I also spent a lot of time talking with several officers about the amazing act of diving and how wonderful it would be to be paid to do something so adventuresome everyday. When sharing experiences, I did notice that the excitement of diving somewhat parallels the excitement of teaching; you never know what you are going to see, there are some dangers, but overall the experience is extremely rewarding. In both, you not only learn about other animals, or students as the case may be, but you also learn a lot about yourself, your goals and dreams, and your limits. While I am greatly enjoying my experience aboard the RAINIER, the more I think about my different classes and the students that I will see in the fall, the more excited I get about returning to the classroom!
Question of the Day:
How much oil would have to be in the water before it drastically starts harming marine life?