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Webinar Jan. 7: Atlantic Wind Energy Supply Chain Assessment, Development
Marine Renewables Canada (MRC) will host a webinar January 7 to introduce the “Atlantic Wind Energy Supply Chain Assessment & Pathways for Supply Chain Development” project, which is an assessment of offshore and onshore wind energy supply chains in the provinces of Nova Scotia, Newfoundland and Labrador, New Brunswick, and Prince Edward Island commissioned by MRC with support from Atlantic Canada Opportunities Agency (ACOA), Nova Scotia Department of Natural Resources and Renewables, and Prince Edward Island Energy Corp.
The aim of this study is to assess opportunities, strengths, and challenges in the existing Atlantic Canadian supply chain and identify pathways for ensuring the region has strong capabilities and capacity to support growth of offshore and onshore wind.
Merry Christmas!
Sea Technology wishes you a Merry Christmas!
HAUVs to Map Underwater Environments
By Craig Anderson
Hovering autonomous vehicles (HAUVs) are set to revolutionize underwater exploration and data collection. These vehicles differ from traditional AUVs in that they can maneuver precisely in any direction. Some vehicles offer true 6 degrees of freedom (DOF) operation, enabling them to fully image the complex features of reefs, from imaging directly downward to capture benthic habitats to imaging more horizontally for imaging fish.
Other HAUVs, such as ARV-i by Boxfish Robotics, can remain underwater for long periods, docking in a charging bay and transferring data before going out again. These underwater resident HAUVs allow for detailed data collection throughout large areas over time or frequent monitoring of sensitive sites. Power can be supplied by several means, including cable and solar buoys, and data can be transmitted wirelessly or over fiber or copper cable.
Mission Planning
When choosing mission planning software, one must consider carefully whether to work with cloud software or computer-based apps. In the field, internet access can be slow, unreliable and not always available. Computer-based apps, such as Boxfish Robotics’ SafePath mission planner, have an advantage when working in more remote locations, on smaller vessels, enabling missions to take place with fewer dependencies. Mission planning software generally makes it easy to set up survey patterns (mowing the lawn) and may allow specification of image overlap.
Once the vehicle is put into the water, ideally, it starts automatically, and progress can be monitored through acoustic communications, such as with the Boxfish AUV. The current waypoint and the distance to that waypoint are shown and updated frequently on the SafePath software. A variety of commands can be issued over the acoustic link, including to pause or abort the current mission.
Autonomous Operation
HAUVs can use a combination of USBL acoustic positioning and DVL for precise measurement of movement and altitude; INS to measure acceleration, which is used to estimate velocity; and dead reckoning, using thrust and drag estimations. These sensors are typically fused together to get both accurate and precise positioning information.
In addition, USBL systems generally provide an acoustic communications channel to monitor progress and control AUV operations.
Integrated Sensors for Comprehensive Data Collection
To enhance the capabilities of HAUVs, some vehicles can carry a range of sensors, including imaging sonar, CTDs, pH sensors, hydrophones, turbidity sensors and fluorometers. These sensors provide valuable data on water quality, temperature, salinity and other environmental parameters. The integration of these sensors allows for comprehensive data collection, enabling researchers to gain a deeper understanding of underwater ecosystems and their dynamics.
Optional Tethered Operation
Some HAUVs offer optional tethered operation to allow them to function as ROVs. This can assist in hazard identification prior to AUV missions or offer the operator more control when AUV operations are less ideal or not required.
Some HAUVs offer the ability to run autonomous operations while monitoring telemetry and the main camera via tether.
Photogrammetry to Create 3D Reconstructions
HAUVs typically offer 4K video or photo capture or both, which can be used to build 3D reconstructions of the underwater environment. RAW images allow for consistent adjustment of exposure, white balance and contrast in the images. Image capture should allow for shutter speed adjustment, which can prevent motion blur while capturing images. Images can be captured from video but are lower in resolution and white balance, and exposure adjustment is often not possible due to the much lower dynamic range. JPEG images have similar issues.
Lighting is very important, and lighting that is distant from the camera lens and configured to minimize backscatter is important to getting the best data.
The images can be processed using software such as Agisoft Metashape, a powerful photogrammetry software that creates detailed 3D reconstructions from the collected image data. It’s important to have a reference scale. This can be done using laser scalers or stereo cameras.
The precision and quality of the images are important to create accurate, detailed, and reliable 3D reconstructions, which are essential for many applications in environmental monitoring and marine science and are just as applicable to archaeological surveys and infrastructure inspections.
Estimating Fish Species with Video Transects
HAUVs that can be operated horizontally (or at any angle) can be ideal for estimating the abundance of fish species. Wide-angle zoom lenses and dimmable lighting can minimize backscatter reflections for better imaging.
Customizable Boxfish AUV
The Boxfish Robotics AUV is a surface-launched, highly portable system that can be operated by just one person. It supports robust fiber-optic tether solutions for ROV or autonomous operation with video monitoring. Its unique, 6 DOF patented design can operate down to 600-m depth. The Boxfish AUV can carry a wide range of environmental sensors and sonars for data collection. It enables monitoring of autonomous mission progress and the capability to intervene during a mission if needed. In addition, if tether communications are lost during an ROV operation, the vehicle can drive itself to the surface.
ARV-i: Resident Vehicle
Boxfish Robotics and Transmark Subsea have collaborated to create ARV-i, an innovative resident HAUV that can dock underwater. While docked, the ARV-i can wirelessly recharge and send data at Ethernet speeds. The ARV-i supports all of the features of the Boxfish AUV. The system enables completely autonomous operation to be monitored and controlled from a command center anywhere in the world. The ARV-i can be equipped with a range of sensors for comprehensive data collection. It can be deployed to autonomously monitor large areas or to monitor changes in the environment over time.
In 2023 and 2024, Boxfish Robotics collaborated with Mocean Energy in Scotland, installing a dock for Mocean’s subsea battery pack as part of an underwater wave energy project. The ARV-i vehicle showed that it could leave the dock, inspect the installation and surrounding environment, and return to the dock.
The vehicle has also demonstrated its capabilities in Norway, where it was installed in a fish net for extended periods, capturing data on the fish population and parameters of the net.
3D model by Dr. Leigh Tait, a marine ecologist at New Zealand’s National Institute of Water and Atmospheric Research Ltd. (NIWA).
Conclusion
HAUVs’ ability to hover and capture high-resolution images, combined with the ability to integrate advanced sensors and user-friendly mission planning software, make them invaluable tools for researchers and professionals in marine science and environmental monitoring. As we continue to explore the ocean, these innovative vehicles will undoubtedly play a crucial role in advancing our understanding.
Craig Anderson is co-founder and head of R&D at Boxfish Robotics.
Apply: Knauss Marine Policy Fellowship
The application period for the 2026 Knauss Marine Policy Fellowship is open until February 19, 2025.
The fellowship provides a one-year, paid experience for highly qualified early-career professionals to work on issues related to coastal, marine, and Great Lakes science and policy in offices within the executive or legislative branches of government in Washington, D.C.
Graduate students interested in marine, coastal, and Great Lakes science and policy should talk to their local Sea Grant program (or the National Sea Grant Office) at least one month prior to the deadline.
To be eligible for the 2026 fellowship (which lasts February 1, 2026 through January 31, 2027):
- A student must be enrolled toward a degree in a graduate program at any point between the onset of the 2024 fall term (quarter, trimester, semester, etc.) and February 19, 2025
- The student’s graduate degree program must be through an accredited institution of higher education in the United States or U.S. territories
- Students are eligible regardless of nationality; domestic and international students at accredited U.S. institutions may apply
- Applicants must have an interest in ocean, coastal, and Great Lakes resources and in the national policy decisions affecting those resources
Fiber-Optic Tether ROVs to Inspect Infrastructure
By Stephen O’Riorden
With much of the world’s critical infrastructure aging, regular inspection is essential for ensuring the safety, integrity and longevity of these structures. Bridges, tunnels, dams, pipelines, and underwater structures all need thorough and regular inspections. When human divers face limitations due to depth, visibility or hazardous conditions, ROVs become necessary (Sea Technology, November 2024). These underwater robots have become the go-to solution for detailed, safe and efficient infrastructure inspections.
ROVs enable operators to inspect structures in deep, murky waters; monitor hard-to-reach areas; and collect data that would otherwise be difficult and dangerous to obtain. A crucial component of these ROV systems is their communication link with the operators on the surface.
The solution to maintaining strong, real-time control over ROVs in challenging underwater environments is the use of fiber-optic tethers. These cables provide a reliable, high-bandwidth connection, enabling real-time data transfer, video streaming and precise control of the vehicle.
Fiber-optic cables are central to the functionality of many underwater ROVs. Unlike wireless communication, which is limited in underwater environments due to signal attenuation, fiber optics offer a reliable, high-bandwidth communication link between the ROV and its surface operators. Linden Photonics specializes in the development of durable fiber-optic cables designed for harsh environments, making products particularly suitable for underwater applications.
Key Applications of ROVs in Infrastructure Inspection
Bridge Piers and Supports. Many bridges span bodies of water, meaning their supports and foundations are submerged. These critical components must be inspected for corrosion, cracking or scour (the erosion of soil around bridge foundations). ROVs are used to navigate around these submerged structures and visually inspect them or use sonar to detect damage that is not visible to the naked eye.
Dams and Reservoirs. Dams, which control water flow and generate hydroelectric power, have large underwater foundations and intakes that need regular inspection to prevent failures. ROVs can access these areas to detect sediment buildup, erosion or cracks in the concrete. They also monitor the condition of floodgates and intake pipes.
Offshore Structures. Oil rigs, wind farms and offshore platforms are often located in deepwater, where human divers cannot operate for long periods. ROVs can perform inspections of these structures to ensure their stability and monitor the condition of pipelines and subsea equipment.
Underwater Tunnels. Tunnels constructed under rivers or oceans, used for transport or water conveyance, need regular checks for leaks, structural integrity and obstructions. ROVs can easily navigate through these confined spaces, taking video footage and using sonar for a comprehensive assessment.
Pipelines. Subsea pipelines, which transport oil, gas or water, stretch for hundreds of miles underwater. ROVs can conduct detailed inspections to detect any signs of corrosion, cracks or leaks that could lead to environmental disasters.
Fuel Tanks. Inspecting fuel tanks with ROVs is a safer and more efficient method than manual inspections. ROVs can navigate confined spaces and assess the integrity of tank walls, detect corrosion, and check for contaminants without draining or disrupting operations. However, the caustic nature of certain fuels can be highly damaging to the fiber-optic tether used to control the ROV. Exposure to chemicals and corrosive substances can degrade the tether’s jacketing, leading to potential loss of signal transmission or even complete operational failure. To mitigate this, the tether must be made from materials resistant to chemical exposure, ensuring safe and reliable inspections. Regular maintenance and inspection of the tether itself are also crucial for sustaining performance over time.
Fiber-Optic Tethers in ROV Operations
While ROVs play an essential role in infrastructure inspection, their effectiveness largely depends on their ability to communicate with operators at the surface. Unlike above-water drones, which can rely on wireless signals, ROVs must use physical tethers to maintain communication underwater due to the high signal attenuation in water. Hence, the need for fiber-optic tethers.
Fiber-optic tethers do more than just enable basic communication between the ROV and the surface: They facilitate the use of advanced technologies and methods that make inspections more effective.
Inspections often rely on visual data to detect cracks, corrosion or material degradation. Fiber-optic tethers enable the transmission of high-definition video feeds in real time, even in low-visibility underwater environments.
In murky waters where visibility is limited, sonar imaging is often used to map structures and detect damage that is invisible to the eye. Fiber-optic tethers enable the rapid transmission of sonar data, providing inspectors with detailed 3D images of the underwater environment.
Many ROVs are equipped with manipulator arms that allow operators to physically interact with underwater structures, such as collecting samples or placing sensors. Fiber-optic tethers ensure that these manipulations can be controlled with precision, even over long distances.
Advantages of Fiber-Optic Cables
Fiber-optic cables transmit data using light, enabling much higher bandwidth compared to traditional copper cables. This is essential for ROV operations, which often involve transmitting high-resolution video feeds, sonar data, and control signals between the ROV and the surface in real time.
Unlike copper cables, fiber optics experience much less signal degradation over long distances, allowing ROVs to operate far from the deployment vessel. This is critical for inspecting large infrastructure, such as bridges and tunnels that may extend over hundreds of meters underwater.
Linden Photonics has developed fiber-optic cables that are not only thin and lightweight but also highly durable and resistant to mechanical stress, water ingress, and other environmental factors. This is particularly important in underwater settings, where cables can be subjected to harsh conditions, such as high pressure, currents and abrasion.
Linden Photonics has developed a range of advanced fiber-optic cables designed specifically for harsh environments, including the subsea industry. Strong Tether Fiber Optic Cable (STFOC) and its buoyant variant (BSTFOC) are built for underwater ROV applications. These cables combine high strength and durability with a compact, lightweight form factor and varying levels of buoyancy.
Cables can be reinforced with materials such as Kevlar, which provides significant tensile strength while maintaining flexibility. This allows the cable to withstand the forces exerted by underwater currents and the ROV’s own movements. Cables are designed to minimize optical loss under high pressures, which is essential for deepwater operations.
The outer layers of the cables are constructed from materials that resist wear and tear from contact with rocks, debris, and other underwater hazards.
Salvage operations in April 2024 of the Francis Scott Key Bridge on the Patapsco River in Maryland. (Credit: David Trozzo, Maryland Department of Transportation)
Case Study: Francis Scott Key Bridge Inspection
After the Francis Scott Key Bridge collapsed in Baltimore, Maryland, on March 26, 2024, Carl Shipley, head of the U.S. Coast Guard’s Remotely Operated Vehicle and Underwater Port Security (ROV & UPSEC) program, was called to Baltimore Harbor to assist in the search for victims. Using the Coast Guard’s Strategic Robotic Systems (SRS) Fusion ROV, Shipley and his team identified two vehicles within the wreckage and provided their GPS coordinates to dive teams by the end of the day.
However, three weeks later, one victim was still missing. When Maryland State Police requested further assistance, Shipley decided to try a new approach, inspired by techniques developed after the Lahaina, Hawaii, wildfires. The plan involved integrating short-range unmanned aircraft systems (SR-UAS) with the ROV to create a real-time map of the area, improving underwater target identification, though this method had never been field-tested.
Petty Officer First-Class Claudio Giugliano, an SRUAS pilot with the Atlantic Strike Team, began by capturing aerial imagery of the bridge using a short-range drone. Shipley then turned these images into an orthomosaic map, overlaying real-time data onto the ROV’s navigation system. This updated map was far more accurate than Google satellite images, which were outdated and less effective in identifying submerged objects, especially in changing environments like the collapsed bridge.
The combination of new aerial data and side scan sonar operations, led by Shipley and Petty Officer First-Class Miguel DeJesus-Vega, mapped over 317,000 sq. yards of the seafloor and enabled the team to identify remaining debris. This approach helped them narrow down search areas and determine that the missing victim was likely still trapped in the debris, requiring careful recovery efforts before starting demolitions.
Shipley believes this integrated approach will be valuable for future Coast Guard operations, including search and rescue, marine environmental protection, and disaster relief efforts. The ability to coordinate aerial and underwater systems provides a clearer operational picture in disaster recovery and port reopening efforts.
“We now have the capability to assess above and below the surface,” Shipley said.
The successful use of Linden Photonics fiber-optic cables in the Francis Scott Key Bridge inspection underscores the broader potential of this technology for infrastructure inspection. As more of the world’s infrastructure ages, the demand for reliable, noninvasive inspection techniques will only increase.
Case Study: A Very Long Tunnel
While the Francis Scott Key Bridge inspection was conducted in a river environment, the same principles apply to other underwater infrastructure inspections, such as tunnels and pipelines.
A new world record for underwater tunnel inspections was set by Hibbard Inshore at 15.9 km (9.9 mi.) using a Saab AUV/ROV and a single continuous Linden fiber-optic cable. (The previous record was 14.1 km.) The inspection of the newly built tunnel provided the client with comprehensive data, including georeferenced 3D point clouds, sonar mosaics and other information, which can be compared to future inspections for monitoring over time.
Before starting the inspection, rebar was cut and removed at a depth of 500 m by a single ROV to clear the way for the inspection vehicle, which was an AUV/ROV that had to navigate three 90° bends before entering the main tunnel to successfully complete the inspection.
The vehicle has the capability to travel even farther distances for future projects. The team is now looking for the next opportunity to set a new world record for underwater tunnel inspections.
Conclusion
As fiber-optic technology continues to evolve, ROVs equipped with advanced cables will be able to handle even more complex tasks. For example, future advancements in fiber-optic sensors could enable ROVs to gather even more detailed data, such as real-time measurements of pressure.
The inspection in the aftermath of the Francis Scott Key Bridge collapse using the SRS Fusion ROV and Linden Photonics fiber-optic cables demonstrates the significant advantages of this technology in mission-critical underwater infrastructure inspection. Fiber-optic cables enable long-distance, real-time data transmission, ensuring that ROVs can thoroughly inspect complex underwater structures in challenging conditions. Moreover, the durability and flexibility of the cables ensure reliable performance throughout a mission.
As infrastructure continues to age and the need for safe, efficient inspection methods grows, fiber-optic cables will play an increasingly important role in enhancing the capabilities of underwater ROVs. Linden Photonics’ innovative cable technology is well-positioned to meet the demands of this evolving field, providing the reliability, performance and durability needed for critical infrastructure inspections around the world.
$13.5 Million to Fund StartBlue Accelerator
StartBlue of San Diego, California, has been chosen to receive a phase two award of $13.5 million through NOAA’s Ocean Enterprise Initiative (OEI) to expand support for ocean startups and become the StartBlue Ocean Enterprise Accelerator.
OEI has supported 22 ocean-focused startups so far, 50 percent of which are female-founded. These startups have collectively raised $10.1 million during their time in the program. As the only university-led program funding awardee, StartBlue will implement the design and approach of its accelerator to foster sustainable business models aimed toward ocean resilience.
StartBlue will continue to build upon the success of OEI’s work by providing startups with entrepreneurship training curriculum, technical support, industry mentors, fundraising and extensive network connections. Startups will be provided with visibility and accessibility to the San Diego blue economy through various site visits, conferences and workshops.
AUVs for Environmental Oversight of Deep-Sea Mining
A polymetallic nodule collected from the ocean floor. (Credit: EvoLogics)
By Maria Pleskach
Although the deep sea remains primarily unexplored, deep-sea mining for critical minerals is an industry in the making. It targets critical minerals such as nickel, copper, cobalt and manganese, essential for various industrial applications and modern consumer electronics. These are found in three types of marine deposits in extreme deep-sea environments: polymetallic nodules spread along the abyssal plains, polymetallic sulphides formed around hydrothermal vents, and cobalt-rich ferromanganese crusts covering seamounts.
With exploration efforts ongoing since the 1960s, commercial-scale mining has yet to commence, despite increasing interest. As several mining enterprises race to obtain production licenses, an open debate between governments, environmental organizations and other mining stakeholders questions whether deep-sea mining should even go ahead at all. Amidst a regulatory limbo, deep-sea mining faces strong environmental concerns due to the potential ecological impacts on the affected ecosystems (Sea Technology, October 2024).
All existing and proposed regulations for deep-sea mining emphasize the requirements for comprehensive monitoring of the marine environment during any exploration and future extraction activities.
In an effort to step up marine research, Germany’s state-funded DeepSea Protection project targets the gaps in existing stationary monitoring technologies with the development of a mobile robotic deep-sea multi-sensor network for data collection and real-time assessment.
Legal Status of Deep-Sea Mining
The International Seabed Authority (ISA) is an autonomous organization established in 1982 under the United Nations Convention on the Law of the Sea (UNCLOS) and its subsequent 1994 Agreement on Implementation. ISA is responsible for managing the seabed, ocean floor and subsoil beyond the exclusive economic zones (EEZs) of sovereign nations: commonly referred to as the “Area.”
As of the writing of this article, the ISA is an intergovernmental body of 169 member states and the European Union, with the U.S. being a notable absence since the country never ratified the Law of the Sea.
The ISA’s dual mandate is to administer seabed mineral-related operations and ensure the effective protection of the Area’s marine environment. The ISA first prioritized developing comprehensive rules, regulations, and procedures for prospecting and exploration of mineral resources in the seabed Area. The ISA adopted exploration regulations for polymetallic nodules in 2000 (revised in 2013), polymetallic sulphides in 2010, and cobalt-rich ferromanganese crusts in 2012. These include guidelines to assess the environmental impacts of marine mineral exploration, including requirements for environmental impact assessments, baseline studies, monitoring and reporting.
So far, the ISA has issued 31 15-year exploration contracts in the deep seabed with 22 contractors. Despite years of exploration efforts for deep-sea minerals, commercial-scale seabed mining still lacks official regulation.
Since 2014, ISA has been working on rules for the exploitation phase in the Area, including standards and guidelines. The ISA Assembly meeting in July 2024 yielded no final decision on deep-sea mining, with more than 30 member states calling for a moratorium, so the debate continues.
Within the EEZs, deep-sea mining is governed by the corresponding nation’s state legislation. Several countries have enacted or proposed laws to allow these activities.
In 2022, the Cook Islands issued permits for exploration within its EEZ, which has significant and relatively well-studied cobalt deposits but has yet to permit extraction.
In January 2024, the Norwegian parliament approved exploratory deep-sea mining in a large part of the EEZ area between Jan Mayen Island and the Svalbard archipelago, opening a pathway for mining companies to apply for exploitation permits. The Norwegian parliament intends to grant these on a case-by-case basis. This decision opens a significant area of Norwegian waters to exploratory mining, pending further environmental research before commercial licenses are issued.
In June 2024, after a detailed survey earlier this spring, Japan’s Nippon Foundation and the University of Tokyo announced the discovery of over 200 million metric tons of manganese nodules on the seabed near Minamitorishima, an isolated Japanese coral atoll in the northwestern Pacific. Plans are made for a trial collection of the manganese nodules from the site as early as 2025, with a view toward commercialization.
It is crucial to note a growing number of nations opposing deep-sea mining activities. For example, France has enforced a ban, while Canada, New Zealand, Switzerland, Mexico, Peru and the United Kingdom have implemented moratoriums. An alliance of Palau, Fiji, Samoa and the Federated States of Micronesia advocates for a complete moratorium due to environmental concerns. Many other nations, including Germany, Spain, Brazil, Costa Rica and Chile, have chosen a precautionary pause approach, stressing the necessity for additional research and caution before permitting deep-sea mining activities. This growing consensus reflects apprehensions over environmental impacts and insufficient scientific understanding to ensure the safe exploitation of deep-sea resources.
For both opponents and supporters of deep-sea mining, environmental impact is a major consideration for any decision making on seabed activities.
Current Mining and Monitoring Equipment
In modern mining techniques, manganese nodules are collected by crawlers that scrape them from the seabed. These nodules are then transported to a production support vessel through a pump system connected to a pipe string, the so-called riser. On board the vessel, the nodules are separated from water and sediments and then transferred to transport ships for processing onshore. The mining of massive sulphides employs a similar system but requires crawlers not only to pick up material but also to break up seabed rock. This calls for grinding machines like those used in tunnel construction.
Recent years have seen significant advancements in the crawler-and-riser method. Modern trials of such equipment tend to have a scale of offshore drilling operations, so there is overlap between deep-sea mining and offshore oil and gas industry practices. Big offshore players such as Allseas and Transocean have entered the deep-sea mining sector, and the latest production support vessels, e.g., the Allseas Hidden Gem and Transocean’s Olympia, are converted from offshore drillships.
A recent example of exploratory crawler-and-riser nodule mining is the 2021 technical trials of the Patania II pre-prototype nodule collector vehicle in the GSR (Belgian-sponsored) and BGR (German-sponsored) contract areas of the Clarion-Clipperton Zone (CCZ) by Global Sea Mineral Resources (GSR), a subsidiary of DEME. Patania II was successfully operated at commercial driving speeds and nodule pickup rates.
In 2022, NORI, a subsidiary of The Metals Company (TMC), and Allseas concluded a large-scale, two-month deepwater pilot collection in the NORI-D area of the CCZ. Engineers drove the pilot collector vehicle over 80 km across the seafloor, collecting approximately 4,500 tonnes of seafloor polymetallic nodules and lifting over 3,000 tonnes of nodules up a 4.3-km riser system to the surface production vessel, the Hidden Gem.
It’s worth noting that autonomous harvester vehicle technology for hovering over the seafloor as opposed to tethered crawlers is also being developed, with U.S.-based Impossible Metals announcing a successful test of its Eureka II harvester AUV at a 1-mi. depth in May 2024, with plans for testing a production-scale Eureka III in 2025.
The much-needed monitoring of the environmental impact during deep-sea mining operations involves using advanced technologies to assess and mitigate potential damage to the marine ecosystem. Technological challenges are immense, given the extreme conditions of the deep ocean, including high pressure, low temperatures and total darkness.
For its 2021 trials, GSR collaborated with independent scientists aboard the chartered vessel Normand Energy to monitor the test mining. These trials were also independently monitored from the MV Island Pride by scientists from 29 European research institutes of the JPI-O MiningImpact consortium, invited by Germany’s Federal Institute for Geosciences and Natural Resources (BGR). The expedition members performed a series of experiments to advance the current understanding of both the extent of suspended sediment plumes and the ecological responses to nodule collection. An extensive array of environmental monitoring equipment was deployed, ranging from commercially available instrumentation to custom prototype sensors designed for these nodule collection trials. In total, around 200 individual monitoring instruments were hosted on 43 separate platforms, the majority of them being landers and moorings.
During its 2022 nodule collection trials, NORI worked with DHI Water & Environment, experts on sedimentation modeling, to implement a plume monitoring study. Over 50 assets and marine sensors were deployed to the test field to collect data on all aspects of plume dynamics, concentration, and dispersal. In 2023, NORI conducted additional research at the NORI-D trial site and reported gathering further environmental data. Scientists used an ROV, several seafloor sampling devices, and lander systems to assess impacts to biota, seafloor geochemistry, and ecosystem recovery on the seafloor.
Landers and moorings are the classic scientific tools for deep seafloor data collection, operating autonomously and hosting various sensors to measure environmental parameters over extended periods. Landers provide comprehensive data on physical, chemical and biological aspects of the seafloor, while moorings offer vertical profiles of the water column and continuous monitoring at fixed locations. Both are designed for long-term data collection, enabling the study of temporal changes and the impacts of human activities.
Modern trends in the blue economy include the increasing use of mobile robotic equipment for autonomous underwater exploration, enabling efficient mapping and monitoring of marine environments. Uncrewed underwater vehicles with advanced sensors and AI capabilities allow for real-time data collection and analysis. In addition, the deployment of mobile robotic systems enhances maritime safety and reduces operational costs by minimizing the need for human intervention. The dimensions of newly developed solutions are moving toward the extremes, with systems becoming either very large or increasingly smaller and smarter.
Deep-sea AUVs and ROVs have been adopted for mapping, surveying and monitoring seabed mining sites, while seabed landers and moorings are still a mostly stationary technology often lacking real-time data retrieval, and they require resurfacing to download the collected data and reposition the instruments.
The DeepSea Protection system. (Credit: DeepSea Protection)
The DeepSea Protection System
One of the ongoing research and development efforts for environmental monitoring during deep-sea mining activities is DeepSea Protection, a German consortium working on a mobile sensor system with flexible profiling and repositioning capabilities.
Funded by the Federal Ministry for Economic Affairs and Climate Action (BMWK), the DeepSea Protection project runs until 2025, and the consortium comprises nine academic and industry partners: EvoLogics GmbH, Technical University of Berlin (TU Berlin) – Department of Design and Operation of Maritime Systems, Sea & Sun Technology GmbH, Sensorik-Bayern GmbH, PlascoTec GmbH, Plasma Parylene Systems GmbH, the Fraunhofer Institute for Reliability and Microintegration (IZM), the Fraunhofer Institute for Computer Graphics Research (IGD), and Aalen University – Laboratory for electric drives and power electronics.
The EEZ and ISA-licensed mining areas offer potential extraction opportunities for several decades. This implies that once a sub-area is harvested, the collectors move over to the next field, and the environmental monitoring system must follow along. The DeepSea Protection system will be fully mobile, following the collectors with relocatable ground stations and a swarm of autonomous UUVs—without the need to resurface.
The research objectives of the project include the development of the entire hardware and software of the system, rated for 4,000 to 6,000 m, including its communication, navigation and coordination, as well as data processing and visualization. To ensure the robustness required for deep-sea deployment, project partners are working on pressure-neutral motors for seafloor stations and underwater vehicles; custom application-specific sensors; miniaturized embedded power, control and evaluation electronics; and surface coatings for long-term protection against seawater.
Project partners aim to construct a demonstration setup comprising four seafloor stations and three UUVs, and to test and optimize their coordinated operation during a subsequent trial phase.
Repositionable Seafloor Stations
Commonly used lander and mooring systems are stationary and do not have a propulsion system. The few relocatable seafloor landers developed over recent years are not suitable for applications in deep-sea mining. They either lack functionality and depth rating, or have a size and weight calling for significant deployment, control and recovery efforts. Monitoring systems such as gliders and Argo floats do have a buoyancy system that enables moving up and down the water column, but these are not fit for precise positioning and repositioning due to their gliding/drifting design.
The novelty of the DeepSea Protection system is a network of repositionable seafloor and mobile benthic units, acting in a coordinated formation.
The seafloor units of the DeepSea Protection network are conceived as compact multifunctional stations positioned around the exploration/extraction area to be monitored. These units, dubbed the deep-sea “Kalmars” (German for “squids”), aim to combine the capabilities of landers, moorings, and acoustic network and positioning nodes for the mobile units of the monitoring system.
The Kalmars are developed at TU Berlin, with EvoLogics and Sea & Sun Technologies supporting the conceptual and component development, system integration, and open-water trials.
When anchored on the seafloor, the battery-powered Kalmar units with built-in EvoLogics acoustic modems serve as stationary nodes of the telemetry and positioning network, as well as sensor platforms for monitoring environmental parameters. Placed around the perimeter of the operations area, the Kalmars exchange acoustic signals to determine their positions relative to each other, thus establishing a local coordinate frame. Sent to the surface support vessel with a USBL transceiver and GNSS antenna, these positions are georeferenced and transferred back to the seafloor units, so the network can perform georeferenced LBL positioning of the mobile assets within the perimeter.
To sample environmental data, the engineers integrate a compact winch to periodically collect vertical profiles with a multiparameter probe, unwinding and rewinding it like a yo-yo.
The Kalmars are designed with a propulsion system and buoyancy control to move both vertically and horizontally within the water column, enabling autonomous deployment, repositioning, and resurfacing.
EvoLogics Poggy AUV. (Credit: EvoLogics)
Mobile Units: Deep-Sea Poggy AUV
The mobile nodes of the DeepSea Protection system are the deepwater-rated evolution of the EvoLogics Poggy AUV, a biomimetic AUV initially developed as part of the Bonus Seamount project (2017 to 2020), aimed at studying submarine groundwater discharges in the Baltic.
Poggy’s distinctive design features dual propulsion thrusters and two flexible “tails.” Originating from EvoLogics’ Manta Ray AUV, Poggy’s “wingless” design is simplified and optimized to enhance maneuverability and reduce drag. The two mechatronic tails enable unique maneuvers and act like adjustable hydroplanes for precise control over roll and depth. With a payload capacity for multiple instruments, Poggy can demonstrate dynamic climbs and dives and glide very steadily at lower speeds to collect sensor data.
The tails are straight and symmetrical when propelling forward, and adjusting their geometry alters the drag profile and enables very accurate control of pitching and rolling. Poggy’s design also uses less energy than other methods because of less water disturbance. It is immune to the problem of clogging that can affect subsea thrusters near the seabed, which is important for surveys related to deep-sea mining where a steady, slow glide along the seafloor is required.
To adapt the Poggy design from coastal to deep-sea applications, EvoLogics collaborates with IZM on developing integrated pressure-neutral components and connectors to eliminate pressurized housings inside the vehicle’s hull. The vehicle is sized up from 1.3 m to approximately 2 m to increase the instrument payload.
For the next-generation depth-rated Poggy platform, EvoLogics is integrating a multiparameter probe, a CTD, side scan sonar, an underwater camera and a novel turbidity sensor developed by Sea & Sun Technology within the project framework. Poggy AUV’s measurement systems will supplement the Kalmars’ vertical profilers to form a 4D sensor network for collecting environmental data around the deep-sea sites.
Conclusion
Deep-sea mining for critical minerals is a disputed activity with strong opposition from environmental organizations worldwide. While an international “mining code” does not currently exist, several companies are trialing production-scale equipment. How and when to move forward must be supported by strong data on the environmental impacts of deep-sea mining.
Advancing existing technologies for comprehensive environmental monitoring is crucial to establish strict environmental regulations to minimize potential ecological disruption. Effective monitoring systems, such as DeepSea Protection, are key to balance resource extraction with conservation.
Maria Pleskach manages technical writing and communications for EvoLogics GmbH.
Bering Land Bridge Was a Bog Ecosystem
During the last Ice Age, the land masses that make up modern-day Siberia and Alaska were connected by a broad swath of land, now submerged in the ocean. For decades, scientists have assumed that 36,000 to 11,000 years ago, the Bering Land Bridge resembled Ice Age Alaska and Siberia—an arid steppe grassland.
But new research presented at AGU’s annual meeting earlier this month and based on a first-of-its kind field effort suggests the Bering Land Bridge was more likely a boggy ecosystem traversed by meandering rivers.
In the summer of 2023, the researchers set out on the RV Sikuliaq to plumb the depths of the Bering Sea. They based their route on previous work that had mapped low spots on the seafloor, which may have been lakes when the region was above water.
The sediment cores and sonar readings that they took on that research trip could radically change scientists’ understanding of what the Bering Land Bridge looked like and what animals and plants were there when it was above water.
The cores reveal a sharp transition from freshwater to marine sediment at the end of the last Ice Age, when the land bridge became the Bering Strait. The cores that they collected from 36 sampling sites contained sediment from freshwater lakes, as well as macrofossils, organic matter later used for radiocarbon dating, pollen and sedimentary ancient DNA. Pollen samples reveal that there were woody trees on the Bering Land Bridge, while Daphnia (water flea) egg cases, moss leaves and other macrofossils show widespread freshwater in the region.
The results could help answer an old question: Why did some animals cross the Bering Land Bridge while others stayed behind? Although the land bridge was likely dominated by freshwater rivers and bogs, which may have appealed to animals such as birds, some higher elevation, drier areas must have allowed for larger animals such as horses, mammoths, and bison to make the crossing. The researchers even detected ancient mammoth DNA at one site.
Biomedical Discoveries via ROV
A mustard yellow sponge seen off western Puerto Rico at a depth of approximately 75 m (246 ft.) during the Exploration of Deepwater Habitats off Puerto Rico and the U.S. Virgin Islands for Biotechnology Potential expedition.
By Dr. Esther Guzmán • Samantha Flounders
Sixty-two percent of current medicines have their origin in natural products. Natural products are small molecules made by a living organism. Since the oceans cover more than 70 percent of the Earth’s surface and contain a wealth of biological diversity, it is logical to expect that many discoveries can come from the ocean. Many marine organisms have genes that are similar to those in humans, although they are used for different functions. Similarly, certain processes are shared between humans and marine organisms.
Drugs from the sea are slowly turning into a reality: Ara-C or cytarabine has been approved since 1969 to treat leukemia; Halaven is the synthetic version of eribulin mesylate, a natural product obtained from a marine sponge that was approved in 2010 to treat metastatic breast cancer; Yondelis is the semi-synthetic version of the natural product from a tunicate and was approved in 2015 to treat soft tissue sarcoma and ovarian cancer.
More recently, antibody-drug conjugates (ADC) are seeing clinical success. ADCs combine a natural product that kills cancer cells with an antibody to guide it to the tumor. Polivy, approved in 2019 to treat lymphomas; PADCEV, approved in 2019 to treat metastatic urothelial cancers; and TIVDAK, approved in 2021 to treat metastatic cervical cancer, use monomethyl auristatin E (MMAE), a synthetic version of the natural product made by a cyanobacteria, to kill the cancer cells.
HBOI and UNCW UVP Partnership
The Marine Biomedical and Biotechnology Research Program at Harbor Branch Oceanographic Institute (HBOI; a part of Florida Atlantic University since 2007) has been doing drug discovery from marine organisms since 1984, as an added value to the ocean exploration conducted with the Johnson-Sea-Link (JSL) manned submersible. This submersible had outstanding collecting capabilities, the ability to hover, and reached depths to 1,000 m. Ocean exploration with the JSL led to a collection of about 30,000 invertebrates and about 19,000 micro-organisms related to drug discovery work.
The selling of the institute’s ships in 2010 and the retirement of the submersible in 2011 hampered how the group combined ocean exploration with drug discovery. The need to recollect organisms that contain compounds of interest and the desire to continue the exploration of the oceans for medicinal purposes led to looking at alternative forms of collecting. The solution was found in the Mohawk ROV, a sophisticated, versatile vehicle with high reliability and mobility. The ROV has a working depth of 1,000 m and is maintained and operated by the University of North Carolina Wilmington (UNCW) Undersea Vehicles Program (UVP), which comprises three ROV pilots and technicians. The small, dedicated team operates the Mohawk ROV from vessels of opportunity, and this can support a wide variety of research missions.
A white sponge seen off northwestern Puerto Rico at a depth of approximately 111 m (364 ft.). The green and red lasers are from two different cameras, and the distance between them measures 10 cm. This allows scientists to determine the size of a sample for collection. The large tubular sponge is an Aplysina, and this class of sponge is known to have compounds with anti-cancer activity, including activity against triple-negative breast cancers.
Mohawk ROV
The Mohawk ROV is outfitted with a custom-designed, science-specific tool skid developed by HBOI and modeled after the JSL manned submersible. The skid powers scientific instruments, such as the Sea-Bird SBE 49 Fast-CAT, a CTD sensor, and the PyroScience AquapHOx-LX O2 and pH sensor, an oxygen long-term logger. Additional scientific sensors may be added, depending on the scientists’ data collection objectives.
The Mohawk’s science skid is also equipped with an ECA Hytec Micro 5E, a five-function all-electric manipulator arm. Samples can be picked up, snipped or suctioned. The manipulator and suction sampler provide the ability to collect a wide variety of sample sizes, textures, and consistencies. All samples are georeferenced so that the ROV can return to the exact spot in the future if necessary.
The Mohawk ROV captures high-definition (HD) video throughout the entirety of the dive with an Insite Pacific Mini Zeus Mark II color video camera with 10:1 zoom, auto/manual iris, auto/manual focus and 2.38 million effective pixels. This high-definition video with extreme zoom capabilities provides the science party with a clear, detailed, real-time view of the underwater environment.
The Mohawk’s compact frame and agile mobility allows for the pilots to fly the vehicle right up to prospective samples for a closer look. Digital still photography is controlled by the science party and captured by a Kongsberg Maritime OE14-408 10-mp digital still camera with 5x zoom. Digital still photos are paired with an OE11-442 strobe with evaluative through-the-lens (E-TTL) auto flash metering, which calculates how much light the flash needs to emit for appropriate brightness. The video camera, stills camera and strobe are mounted to a powered tilt platform, which allows for proper framing of an image.
It is of the utmost importance to capture and record the samples in situ. Once the science party decides they would like to acquire a sample, a digital still photograph is properly framed and zoomed as desired. Every photo and all video are laser-scaled at 10 cm by dual lasers mounted to the digital still camera and video camera. This provides a quick size reference via two laser dots when looking at sample photos. Underwater imaging provides the visual record of how the samples truly existed in their natural environment. Once they are brought to the surface, they can look very different. Some organisms release substances (such as mucus and inks) that can change their appearance when sub-sampled.
Furthermore, underwater imagery provides a visual timeline for monitoring reef health and documenting changes over time. Habitat characterization over time is of critical importance for understanding the health of our oceans.
Many times, no sample is necessary, and the agile maneuvering of the Mohawk ROV allows for the pilots to fly and land in densely populated areas for a high-definition look and take framed, scaled, and zoomed photos.
Flower Banks Expedition
An expedition to the Flower Garden Banks National Marine Sanctuary (FGBNMS) in 2022 funded by NOAA Ocean Exploration (OER) led to the discovery and documentation of rich biodiversity outside of the sanctuary’s protected areas. The Mohawk ROV was the ideal vehicle for the mission, collecting more than 175 samples in just nine days. The pilots and manipulator operators of the Mohawk are known for their capability to fill up the collection skid repeatedly on multiple bounce dives in a day. While only a few samples have been tested for their therapeutic potential, there are already some leads.
The process of extraction is similar to making coffee. Whenever you make coffee, you extract the chemicals in the coffee beans using hot water, which include about a thousand chemicals that give coffee its taste and smell. Instead of extraction via hot water, marine organisms are extracted using alcohol, then separated into mixtures of four to five compounds that are used to screen for activity.
Some forms of pancreatic, lung, breast, skin and colon cancers have mutations that activate unusual pathways to obtain nutrients that allow these cancers to grow. About 575 samples from organisms collected during the FGBNMS cruise were screened for their potential to inhibit these unusual pathways from obtaining nutrients, with 99 samples corresponding to 37 organisms shown to have this activity. These compounds could help in the treatment of the cancers mentioned.
Triple-negative breast cancer receives its name because it lacks the estrogen, progesterone and epidermal growth factor 2 receptors on its surface. This lack of receptors makes these cancers difficult to treat. Although they only represent about 12 percent of all breast cancers, they tend to be aggressive. About 234 samples corresponding to 10 organisms collected during the FGBNMS expedition have been tested for their potential to selectively kill triple-negative breast cancer cells when grown as spheroids, or little tumors, with 52 samples exhibiting this activity. We are very excited about these samples because their mode of action may be different from known drugs, adding potential new ways to treat this disease.
Extracts from bacterial samples obtained from the samples collected during this expedition were also tested for their ability to be novel antibiotics. About 313 samples were tested for their potential to inhibit the growth of multidrug-resistant Staphylococcus aureus (MRSA), an infection that is prevalent in many hospitals; 79 samples exhibited this activity. Two-hundred twenty-four samples were tested for their potential to inhibit the growth of the yeast Candida albicans, with 21 exhibiting this activity.
The Mohawk ROV sits on deck after a dive. The Mohawk ROV was used to collect sponge and coral samples, as well as video and still photos, in two recent expeditions.
Ongoing and Future Work
The activities highlighted above were the ones found in-house using our current assays from a limited number of organisms. More samples will be added to the library to make them available for broader screening, increasing the chance for more leads.
In the past, samples from our collection have been tested against other diseases, such as Alzheimer’s, and cancers through collaborations with other universities. Moreover, as new assays become available in-house, samples from the library are tested in these, resulting in finding new activities from compounds that were already known. (HBOI collections are also studied to support taxonomic, ecological, evolutionary and climatological research conducted by scientists worldwide through collaborations.)
Earlier this year, in a NOAA OER-funded expedition, HBOI used the Mohawk ROV to explore the deepwater habitats off Puerto Rico. The Mohawk effectively and efficiently collected 136 samples for biotechnology studies. All of us are eager to see what activity against dreaded diseases these samples may possess. HBOI is enthusiastic to use the Mohawk’s new 1,000-m system in the future to expand the range of our biomedical treasure hunt.
Samantha Flounders is an ROV pilot and technician with the UNCW Undersea Vehicles Program.
New Offshore Charter Startup
The French startup Seavium has completed its first charter operation. Thanks to Seavium’s cutting-edge platform, powered by AI-driven big data, Akrocean was able to identify and secure a suitable vessel for a critical offshore monitoring mission.
The Seavium platform’s advanced search capabilities provided access to a curated database of vessels, focusing on the closest and most suitable options. This approach not only reduced lead times but also helped lower costs and minimized CO2 emissions, aligning with Akrocean’s commitment to sustainability. In less than 24 hr., Seavium’s technology and its network of expert brokers identified options, and the selected vessel was secured within a week.
Q&A: Deepwater Dive Explorer Richie Kohler
Richard Kohler got his first taste of scuba diving in 1969, and he was hooked immediately. In the more than five decades since his introduction to the underwater world, he has pushed further into deeper waters, exploring shipwrecks, such as the Titanic and its sister ship Britannic, and performing acts of service, such as locating and recovering the remains of lost airmen from World War II. His latest book is: “Mystery of the Last Olympian: Titanic’s Tragic Sister Britannic.” Kohler discussed his career with Sea Technology.
What initially attracted you to diving?
As a young boy growing up in Brooklyn, New York, I enjoyed watching television shows like “Sea Hunt” and “The Underwater World of Jacques Cousteau,” but there were two things in 1969 that would cement my drive to become an underwater explorer.
The first was watching the Apollo moon landing that July. Like every other young person around the world, I wanted to be an astronaut and explorer.
That same summer, my father took scuba diving lessons, and I was allowed to join him as he did his pool training. As he put the double hose regulator in his mouth and disappeared in a boil of bubbles into the pool, I was amazed. Scuba diving with its life-support system exposure suit was allowing a regular guy like my dad to explore “inner space” and its alien environment.
Once he was certified, he would often allow me to assemble his diving gear and breathe from it, first on land and eventually in shallow water from behind our family boat. In time he would let me explore the turbid NYC waters, with a rope tied around my waist to a cleat on the boat. I could only wander so far and so deep, but the raw excitement of being an underwater explorer bit deep into my soul. In the shadows around me were jellyfish and crabs, tiny animals, and large fish. Strange things poked out of the mud, begging to be examined. The mechanical metronome of my exhaust bubbles was the music that filled my head as, with eyes wide open, I took it all in.
I may never have become an astronaut, but at eight years old, I was already an explorer and fledgling aquanaut. I would dive as often as allowed, and finally, at age 15, I was certified as a junior scuba diver, with my basic full certification the next year. Forty-six years later, I am still diving and as enthusiastic being underwater as was when I was eight.
As you worked your way into technical diving into deeper waters, what skills did you focus on, and what was your technology toolkit?
In my 46 years of scuba diving experience, I have watched the sport of scuba diving, its techniques, training and the equipment, change. And with each change, it expanded the range and depth of my exploration and ability.
In 1977, I used a single steel tank with 72 cubic ft. of air, and a 10-min. dive to 80 ft. was considered deep. There was no deep diving training, as deep diving was seen as a dangerous stunt and not approved by the training agencies.
My guides and mentors were older divers who had pioneered techniques to stay safe in deepwater and borrowed equipment from both the military and commercial dive fields, adjusted to the needs of the sport diver. Some of these included harness and rigging for double tanks, neoprene commercial drysuits for both exposure and buoyancy, as the equipment we would wear became heavier. Other techniques borrowed were carrying redundant, or backup, supplies of air to breathe in an emergency or to decompress, as well as carrying redundant underwater lights and knives.
In 1987, I was using double aluminum tanks with a total of 160 cubic ft. of air and doing decompression dives, exploring shipwrecks as deep as 250 ft., like the famed Andrea Doria, known as the Mount Everest for shipwreck divers due to its dangerous and difficult conditions. The techniques for entering and exploring shipwrecks, I had now mastered, including the use of guidelines, fine motor skills to prevent kicking up the silt inside a shipwreck, and the understanding of how ships themselves are built and how they come apart as well. My dives were planned with the U.S. Navy decompression tables, which I would write on a slate, and I would use a depth gauge and redundant watches.
In 1997, I was using the largest steel diving cylinders available, giving me 240 cubic ft. of a helium-oxygen mixture to breathe at depth and another two tanks with 160 cubic ft. of oxygen mixtures under my arms for decompression. No longer breathing air underwater, I was much like commercial divers, but without the hoses and support of a hardhat diver, I was limited to the breathing gas I could carry and the amount of decompression I was willing to do in the open ocean. The maximum range for me at that point was 360 ft. for 30 min. spent exploring the bottom, paid for with a decompression obligation of 3 hr. to ascend slowly, lest I suffer the bends, decompression sickness.
Another advance at this time was the diving computer, worn on the diver’s wrist, that calculated decompression obligations in real time. The computer is more efficient and accurate for calculating a bell curve type of profile, taking into account where the diver is at every second underwater versus the tables method, which is a square linear dive profile based solely on maximum depth achieved and time spent at that point. In short, a dive computer gives a diver more bottom time for less decompression when used correctly.
In 2003, the availability and affordability of closed-circuit rebreather [CCR] technology for civilian divers would provide a quantum leap to my exploration ability. With this technology I can now dive to 600 ft. and spend almost 12 hr. underwater with a single closed-circuit rebreather before needing to resupply. Although CCR’s have been as deep as 1,000 ft., there is a trade-off for getting a reasonable amount of time to explore versus the time spent in decompression for the technical sport diver who is not going into saturation, or spending time in the open ocean adrift at night.
Kohler has been a part of exploring the Britannic, a sister ship of the Titanic that was used as a floating hospital during WWI. The wreck rests at 400 ft. in the Aegean Sea. (Painting of bow view of the wreck courtesy of William Barney.)
You’ve done a lot of research into the Titanic’s sister ship, Britannic. Can you tell us how you found the wreck site and what were the most memorable parts of diving the wreck?
In 2005, while working for the History Channel, I led an expedition to the RMS Titanic and made a series of dives to explore the wreckage and debris field in the Russian MIR submersibles. Those dives led me the following year to explore her sister ship, the HMHS Britannic in search of answers to questions about the way these ships were constructed and why both of them sank as quickly as they did.
Where Titanic is 12,500 ft. down at the bottom of the Atlantic and requires a submersible for people to explore and see firsthand, Britannic rests at 400 ft. in the warm and clear Aegean Sea, close to the Greek Island of Kea, and is accessible to the trained technical sport diver. Where Titanic is shrouded in darkness and death, Britannic is surrounded by shoals of fish and covered in colorful marine growth, very much alive in its environment. This resonates with me as an explorer, and although I enjoyed my exploration of Titanic in the MIR submersibles, the ability for me to touch, swim into and around the wreck of the Britannic, is at the core of who I am as a diver. Understanding the history of the Olympians, as the Titanic and her two sister ships are known, makes for exploring the Britannic so much more poignant.
Originally designed as an opulent passenger liner whose primary purpose was to move immigrants from the Old World to the New, World War I changed her destiny and fate. Conscripted by the Royal Navy, Britannic never got to carry a single paying passenger. Most of her opulent fittings were removed and replaced with the equipment she would need to serve as His Majesty’s Hospital Ship.
For the past 20 years, I have had the rare opportunity to go inside this massive intact ship, exploring and filming areas that have not seen the light of day since she sank over 100 years ago. Artifacts and equipment like hospital beds, wheelchairs and medical equipment clearly align with her intended missions of mercy, but hidden away are vestiges of her more stately lineage. Expensive china silver and crystal serviceware were secured aboard and never used, and in the very bowels of the great ship we have found the beautiful hand-painted tile walls of the Turkish baths, proof that her designed purpose for luxury and pleasure were always there beneath the red cross and white hospital paint. I have explored in the darkest spaces of the boiler rooms, weaved my way in and around the engine room catwalks and down corridors and berthing compartments. I still have not seen it all, and there are yet more mysteries to answer.
You’re a founding member of the Atlantic Wreck Divers. What stands out to you from those experiences?
In 1982, I met divers who took me under their wing and began to school me in the ways of deep shipwreck diving. No agency offered this type of education, as deep decompression diving and shipwreck diving in particular were considered dangerous. These men, all older than me and with years of diving experience, directed me on what equipment I should be using and why. The schooled me on techniques for safely navigating inside broken ships and understanding the plethora of dangers deep diving brought with it: nitrogen narcosis, deepwater blackout and the bends.
When the leader of our group told me he would rather slit his own throat rather than break decompression and suffer the bends, I believed him. The gravity of what we were doing was never lost on me as I would occasionally hear of a tragic diving accident and its fatal outcome.
Of all the lessons they hammered into me on our hours-long boat rides to and from dive sites, the ones of controlling panic have often gotten me out of a pickle. Fix a problem fully and completely lest it create a “snowball” effect and everything turns to crap. A loose strap can mean entanglement, which can lead to zero visibility and then increased breathing and then out of air. When panic rises inside, stop, close your eyes and control your breathing, as long as you’re breathing, you’re alive and can calmly and slowly fix the problem and live to dive another day.
We often found new shipwrecks as we pushed further and deeper offshore, and although that was and still is very exciting, I feel that the camaraderie of our group, the collective knowledge and shared passion, is the best part of being in the Atlantic Wreck Divers.
You’ve done a lot of television work. Can you describe the technical challenges of diving while filming and how you approach those?
My first TV project was diving on a German submarine 230 ft. deep, 60 mi. off the New Jersey coast in 1996. This was an exciting time as we had just begun adapting commercial diving gases like trimix and nitrox into our toolkit, and this was expanding our range, clarity of mind and safety. Of course, it was now more complicated and requires more equipment.
Doing this while working with a film crew aboard was taxing and at times distracting. But I learned how to serve two masters. The first was me and my dive safety; the second was to get the “shot.” Working with a topside and underwater crew requires a clear sense of timing and the ability to intuit what the cameraman is looking for.
Speaking on camera was also a new skill I had to learn on the job, and some of my very early jobs are a little difficult to watch. Funny how I can dive deep into shipwrecks with little fear, but stick a camera in my face and try to remember a line and, boom, stage fright!
What are you working on now?
Some of the most satisfying work I have been doing of late is the projects that can make a real difference in people’s lives, like locating and recovering the remains of lost airmen from their downed aircraft from World War II.
I have also been back to Britannic the last five years, documenting the wreck inside and out with both video and still photography, as well as locating artifacts for possible recovery.
I also spend a few weeks each year looking for unidentified shipwrecks around the U.K. as far west as Donegal, Ireland, and as far east as Dover in the English Channel. The diving there is as varied and diverse as the hundreds of years of shipwrecks that surround the island nations.
Anything you want to add or emphasize?
I like what Tom Eadie said. He was a U.S. Navy diver who was awarded the Medal of Honor in peacetime for his work diving on sunken submarines and rescuing a fellow diver. To paraphrase: Any man can dive deep, but not every man can dive deep and accomplish something.
I like to think, with my work underwater, I’ve accomplished something.
Apply: Early-Career Fishermen Projects Funding
Subject to the availability of funding, the U.S. National Sea Grant Office anticipates approximately $1,000,000 in fiscal year 2025 federal funds will be available to eligible applicants to support two to three projects that will develop and execute local, regional, and national programs, workshops, and services to enable fishermen to enter career paths and make a living supplying seafood from our oceans, coasts, and Great Lakes.
Successful projects will create and implement trainings that include the following types of programs, workshops, and services:
- seamanship, navigation, electronics and safety
- vessel and engine care, maintenance, and repair
- sustainable fishing practices
- other training needs as identified by the community
To be eligible to receive a grant under this program a recipient shall be a collaborative state, tribal, local, or regionally based network or partnership of public or private entities, which may include: a Sea Grant institution; a federal or state agency or a tribal organization; a community-based nongovernmental organization; fishermen’s cooperatives or associations; an institution of higher education (including an institution awarding an associate’s degree), or a foundation maintained by an institution of higher education; or any other appropriate entity.
Applications must be submitted to Grants.gov by April 23, 2025.
Carbon-Based Batteries: The Future of Maritime Power
By Tim Houchin
The marine industry has long sought more sustainable and efficient energy storage systems (ESS), especially with the transition to greener technologies. Traditionally, lithium-ion (Li-ion) batteries have dominated energy storage markets due to their high energy density and relatively light weight. However, in recent years, carbon-based batteries have emerged as a strong alternative, especially in marine applications, ranging from sensors to underwater drones to vessels small and large (https://digitalbattery.co.uk).
Li-ion batteries come with safety concerns, such as thermal runaway, which can lead to fires or explosions, particularly when exposed to physical damage, temperature fluctuations, or water. This poses a significant risk in marine settings where exposure to extreme weather, saltwater and physical stress is common.
Carbon-based batteries, on the other hand, are more stable and safe. They are not prone to overheating and, thus, do not pose a fire hazard and are more resilient to temperature changes.
Saltwater and humidity create corrosive conditions in marine environments. Li-ion batteries are sensitive to moisture and need careful sealing and insulation to prevent degradation, which can increase maintenance costs and complexity.
Carbon-based batteries, particularly those made with advanced carbon materials, such as graphene or carbon nanotubes, offer superior resistance to corrosion. Their inherent durability makes them better suited to handle the challenging conditions at sea, reducing the frequency of maintenance and extending battery life.
Carbon-based batteries excel in energy efficiency and charging speed compared to Li-ion. Many carbon batteries, especially supercapacitors and hybrid designs, have faster charge and discharge rates than Li-ion batteries. This is particularly useful in marine applications where quick energy recovery is necessary, such as in electric boats or submarines. Fast charging times can also reduce downtime during port stays or in emergencies. The high cycle life of carbon-based batteries (tens of thousands of cycles in some cases) ensures they remain efficient and operational over long periods. They can handle frequent charge-discharge cycles without significant degradation.
As the marine industry moves toward sustainability, reducing its environmental footprint is becoming increasingly important. Li-ion batteries rely on lithium, cobalt and nickel, which come from resource-intensive mining processes. Additionally, the disposal of lithium-ion batteries can be problematic and expensive due to the presence of hazardous materials.
Carbon-based batteries are more eco-friendly. Carbon is abundant and can be sourced sustainably. In addition, carbon-based batteries often do not contain toxic materials, making end-of-life management easier.
Carbon-based batteries are more easily scalable without compromising safety or efficiency. They are also modular, so they can be tailored to the specific energy needs of an application. Carbon-based batteries have 98.6 percent energy availability at low discharge rates, resulting in high reliability.
While Li-ion batteries have dominated the market, carbon-based batteries are emerging as a better option for marine environments. Their safety, durability, energy efficiency and environmental benefits make them well-suited to the challenges of the sea. As the marine industry continues to prioritize sustainability and cost-efficiency, carbon-based batteries are positioned to play a crucial role in powering the future of marine energy storage systems.
Tim Houchin is the co-founder and CCO of Digital Battery Ltd.
ONR Funds Student Robot R&D
For more than two decades, Virginia Tech’s Center for Marine Autonomy and Robotics has been developing robots that can find what lies beneath the sea surface with the support of the U.S. Office of Naval Research.
Bringing together faculty and students from the College of Engineering and the Virginia Tech National Security Institute, the center is developing advanced underwater robots and autonomy algorithms that enable them to operate intelligently without human oversight.
The research team recently was awarded two grants totaling more than $5 million to continue that mission. Two additional grant proposals, totaling about $2.4 million, have been selected by the agency, and awards are in process.
Graduate students in the Center for Marine Autonomy and Robotics are working on everything from propulsion to specialized autonomy that enables teams of AUVs to collaborate underwater.
The Need for Systems Thinking in Ocean Challenges
By Maria Loloni
The health of our oceans has never been more at risk. Rising sea temperatures, acidification, overfishing and pollution are escalating—causing irreversible damage to our ocean ecosystems.
In the past few years, more initiatives have been trying to solve these challenges. Most of these tackle challenges individually, as if trying to put out little fires one by one.
We need a different mindset. One that understands the complexity and interconnectedness of all challenges. One that understands the ocean as a system. One that tackles the root of the issues. Instead of trying to put out fires, we need to look at what started the fire in the first place.
Activities such as offshore energy production, shipping, coastal tourism, aquaculture and fishing play important roles in the global economy. However, they also bring a set of interconnected challenges that affect the ocean: pollution, overfishing and ecosystem breakdown. It would be naive to think that these challenges could be easily solved with high-tech solutions, as there are many social, political and economic factors linked to these.
By adopting a systems-thinking approach, we see well beyond what lies at the surface, and then we act by “intervening” in the system. Sometimes, the best way forward is through policy changes, community-driven projects, or new economic and funding models, but if we want to implement lasting change, these interventions must also be connected and collaborative.
Take ocean acidification. It’s not just a science problem; it’s tied to carbon emissions from buildings, industries, and transport, while also closely connected to international climate policies and the livelihoods of coastal communities. Once we understand these links, we can create more targeted, effective interventions that ensure long-lasting impact.
Systems thinking is at the foundation of EIT Climate-KIC’s work. Whether we work on urban transformation, circular economy, climate adaptation or the transition to a sustainable food system, we know that everything connects. And it’s the same when it comes to the sustainable management of the ocean.
A few months ago, we became members of the EU4Ocean Coalition, an initiative that brings together educators, policymakers, scientists, civil society, arts, and businesses working on and around the ocean. Our goal: to promote ocean literacy and encourage better stewardship of our seas. We want to help people understand the ocean as an interconnected system and how our innovation activities might have a positive or negative impact on several fronts.
This July, I had the opportunity to participate in the EU4Ocean “Ocean Literacy and Collaboration” Summer School organized by UNESCO in Malmö, Sweden. Bringing experience from our on-the-ground system transformation work in ports, we guided the participants through the steps of engaging diverse stakeholders in the ocean space. Local communities, governments, research, financiers, industry leaders—they all need a seat at the table to co-create their vision, as well as projects and activities that will make it a reality. Thanks to our collaboration with UNESCO, we’ve participated in similar ocean literacy activities organized in Venice, Italy, and Matosinhos, Portugal, spreading the message that multiple challenges should be examined simultaneously, and collaboration among diverse stakeholders is key to innovation. This goes beyond raising awareness: It’s about changing mindsets to encourage more holistic and effective action.
Looking at the ocean as one interconnected system affects how we manage it. Instead of responding to problems as they arise, we try to understand their causes and prevent them in the first place. This means we are shifting from reactive, short-term fixes to more thoughtful, long-term strategies that acknowledge the ocean’s complexity.
Ports, for example, are vital in global trade and have a significant environmental footprint. Through our globally award-winning LOOP Ports project (www.loop-ports.eu), we’ve demonstrated how a circular economy model can help ports reduce waste and emissions. This contributes to creating a more sustainable future for the entire sector.
Government, business, research, local communities—everyone has a role to play in building a healthier ocean, and collaboration is at the heart of our approach. No single sector or group can fix the ocean’s problems alone; our system transformation projects with the ports of Lavrio and Piraeus, Greece, and Valencia, Spain, as well as citizen-driven programs such as Climathon (climathon.climate-kic.org), show the sort of change that can happen through collaboration.
We must deepen our understanding of the ocean’s complexities and act with urgency to collaborate on a common vision that connects activities and increases awareness for a sustainable ocean. Systems thinking will enable long-lasting change.
Watch: ‘Invisible Iceberg’ Series
New episodes of “Invisible Iceberg” debut on AccuWeather platforms this holiday season and into the new year to show viewers how weather and climate have shaped major historic events in the U.S. and around the world.
The series is based on the book “Invisible Iceberg: When Climate and Weather Shaped History,” authored by AccuWeather Founder and Executive Chairman Dr. Joel Myers. Each episode is hosted by AccuWeather Chief On-Air Meteorologist Bernie Rayno and will focus on one of the 47 historical event-based chapters from the book.
Episodes cover how the Great White Hurricane of 1888 led to the creation of the New York subway system; how record cold temperatures in Florida led to the Space Shuttle Challenger disaster; the history of the Little Ice Age’s Witch Trials; and how exceptionally cold weather contributed to the 1918 flu pandemic, to name a few examples.
“Invisible Iceberg” airs on AccuWeather NOW every Monday and Thursday at 12 p.m. EST.
Hydrogen Shot: Water Electrolysis Technology Assessment
The U.S. Department of Energy (DOE) has released a report that highlights ways to reduce the cost of producing clean hydrogen via electrolysis. The report shows that electrolysis has the potential to achieve the aggressive DOE Hydrogen Shot goal of reducing clean-hydrogen production costs to $1 per kilogram, and it details innovations needed, along with the necessary advancements in manufacturing, technology efficiency, and integrated energy systems.
The report, “Hydrogen Shot: Water Electrolysis Technology Assessment,” presents a thorough assessment of key electrolysis technologies, including technology status and potential approaches for realizing the significant cost reductions needed to achieve the Hydrogen Shot goal. It is the second of three assessments of clean-hydrogen production pathways.
The first report, “Hydrogen Shot Technology Assessment: Thermal Conversion Approaches,” examines hydrogen production processes that use heat to convert fossil and/or waste feedstocks (with carbon capture and sequestration).
The third and final report in this series will provide a similar technology assessment of hydrogen production from advanced pathways, which include processes that use sunlight to directly split water without the use of electricity.
Access the “Hydrogen Shot: Water Electrolysis Technology Assessment” here.
COP29 Agrees on Climate Financing, Carbon Market
The UN Climate Change Conference (COP29) has resulted in a new finance goal to help countries protect their people and economies against climate disasters and share in the vast benefits of the clean energy boom.
With a central focus on climate finance, COP29 brought together nearly 200 countries in Baku, Azerbaijan, and reached a breakthrough agreement that will:
- Triple base finance to developing countries, from the previous goal of $100 billion annually to $300 billion annually by 2035.
- Scale up finance to developing countries from public and private sources to an overall goal of $1.3 trillion per year by 2035.
Known formally as the New Collective Quantified Goal on Climate Finance (NCQG), it was agreed after two weeks of intensive negotiations and several years of preparatory work, in a process that requires all nations to unanimously agree on every word of the agreement.
The International Energy Agency expects global clean energy investment to exceed $2 trillion for the first time in 2024.
The new finance goal at COP29 builds on on global climate action at COP27, which agreed on a historic Loss and Damage Fund, and COP28, which delivered a global agreement to transition away from all fossil fuels in energy systems swiftly and fairly, triple renewable energy, and boost climate resilience.
COP29 also reached agreement on standards for a centralized carbon market under the UN, which several previous COPs had not been able to achieve. This market will facilitate the trading of carbon credits, incentivizing countries to reduce emissions and invest in climate-friendly projects.
Important agreements were also reached on transparent climate reporting and adaptation.
The finance agreement at COP29 comes as stronger national climate plans (nationally determined contributions, or NDCs) become due from all countries next year. These new climate plans must cover all greenhouse gases and all sectors to target the 1.5° C warming limit set by the Paris Agreement.
COP29 saw two G20 countries, the U.K. and Brazil, signal clearly that they plan to ramp up climate action in their NDCs 3.0.
Watch: ‘Oceans of Opportunity’ Industry Series
The Institute of Marine Engineering, Science & Technology (IMarEST) has partnered with Content With Purpose (CWP) to launch “Oceans of Opportunity: A Change of Tide,” a digital series that underscores the industry’s role in addressing ocean sustainability challenges.
The series explores a wide range of issues impacting the sector, including sustainable resource use, ocean conservation and the welfare of marine workers, through short films featuring expert interviews and insightful case studies. The series invites stakeholders to rethink traditional practices.
Submit Pre-Proposals to Tackle HABs
ERDCWERX invites pre-proposals that demonstrate the capability to detect, prevent and manage harmful algal blooms (HABs) in U.S. freshwater resources.
The deadline is January 27, 2025 at 4 p.m. CST.
Industry and academia are encouraged to submit for potential awards totaling up to $9 million by the U.S. Army Engineer Research and Development Center (ERDC). Innovators are encouraged to submit novel, cost-effective, and scalable commercial technologies that reduce the severity and frequency of HABs.
Requirements include, but are not limited to:
- Implementing a field validation project to address a HAB associated with a water resources development project
- Gathering and evaluating technology cost and performance data that will guide technology use and technology transfer
- Providing data that could be applied to multiple water resources development projects or federally constructed reservoirs
This project supports ERDC’s Environmental Laboratory.
Applicants must be registered in the System for Award Management (SAM) database.
Apply: NMFS-Sea Grant Ph.D. Research Fellowships
The U.S. NMFS-Sea Grant Joint Fellowship Program in Population and Ecosystem Dynamics and Marine Resource Economics is accepting applications. The chosen Ph.D. students will be placed in research-based fellowships that provide support for up to three years.
The program is designed to fulfill workforce development needs identified by the NOAA National Marine Fisheries Service (NMFS). Since 1999, it has provided opportunities for 177 Ph.D. students.
Applications are due to Sea Grant programs by 5 p.m. local time on January 23, 2025.
UV-C Lights to Minimize Biofouling
By Christian Haag
Biofouling is a natural process marked by the accumulation of microorganisms, plants, and algae on artificial surfaces submerged or in contact with seawater or freshwater. This can affect a variety of structures, including ship hulls, water inlets, pipes and aquatic sensors. Such buildup not only compromises the integrity of these objects but also interferes with their intended functions.
To combat biofouling, several technologies have been developed, including paints, resins and chemical sprays that release biocidal substances to prevent microbial adhesion. While antifouling coatings can be effective, they often pose environmental risks due to their toxic components.
In contrast, a nontoxic and highly efficient alternative for biofouling control is the application of UV-C spectrum ultraviolet radiation. UV-C light damages the genetic material of microorganisms, inhibiting their reproduction and colonization.
Mariscope Meerestechnik has developed submersible lamps equipped with UV-C LEDs specifically designed to mitigate the adverse effects of biofouling on submerged surfaces. We tested two lamps with different light emission cycles underwater in Puerto Montt, Chile, from January to August 2024 to evaluate their efficiency and effectiveness in preventing biofouling growth over several months. Visual comparisons were made to discern variations across different light configurations.
Understanding Biofouling
The biofouling process commences when a substrate is immersed in an environment rich in living organisms that require stable surfaces to complete their reproductive cycles. Within hours of immersion, a submerged surface can develop initial bacterial colonization. These bacteria release substances that promote the adhesion of single-celled organisms and microscopic flora. This proliferation fosters an environment conducive to the attachment of larger species, including algae, sponges and various shellfish. Factors such as the hardness and chemical composition of the submerged material, temperature, and light conditions play critical roles in determining which species adhere.
Biofouling presents operational challenges, including excessive weight on floating objects, damage to vessel surfaces, and obstruction of measuring equipment and underwater sensors used in monitoring and research.
Antifouling Solutions
To address biofouling issues, various methodologies have been employed, primarily focusing on antifouling paints and ultraviolet light radiation. While antifouling coatings are effective, their use has raised regulatory concerns due to the harmful biocidal agents that leach into the water, endangering the marine environment.
In contrast, UV lights do not pose such environmental risks. They offer a targeted approach with low energy consumption, demonstrating exceptional efficacy in keeping illuminated surfaces free from biofilm.
The Science of UV-C Light
UV-C light operates at short wavelengths (240 to 280 nm) and is highly energetic, making it dangerous to human tissues yet nontoxic to the environment. Although UV-C light is naturally emitted by the sun, it is fully absorbed by the atmosphere. Organisms’ DNA and RNA absorb this short-wavelength energy, altering their genetic structure and rendering them unable to reproduce. Consequently, bacteria and other microorganisms are deactivated, leading to disinfection of the surface where UV-C light is concentrated.
The Mariscope UV-C LED Lamp
The concept and initial prototypes of this innovative antifouling UV light were developed by engineers at the Leibniz Institute for Baltic Sea Research Warnemünde, Germany (IOW). Successful tests were conducted on sensors operated by IOW in the Baltic Sea, providing continuous environmental monitoring. This antifouling system received production certification in 2021 and is now manufactured by Mariscope under IOW’s license.
Designed for user-friendly operation, the lamp employs a UV-C LED and features a robust pressure housing capable of withstanding up to 15 bar (equivalent to a water depth of 150 m). An acrylic glass cap protects against accidental exposure to UV-C light during handling and programming, which is removed during underwater use. The lamp measures 127 mm in length and 30 mm in diameter.
Fish Farm Experiment
Two Mariscope UV-C lamps were mounted on a stainless steel structure measuring 1 m², positioned 25 cm away from a fish net with a mesh size of 0.5 mm. The lamps were programmed to alternate between on and off cycles: lamp one was off for 1 sec., while lamp two was off for 4 sec., representing 25 percent of the maximum irradiating energy. Both lamps consumed 40 mW/s while operational.
The system was deployed on a pontoon near the shore of Puerto Montt in northern Chilean Patagonia. The region’s fjord waters are highly productive in spring and summer, with strong blooms of microalgae and bacteria that accelerate biofouling, posing significant challenges to aquaculture, a vital economic sector in the area.
To ensure stability, ropes were secured to the pontoon and weighted to maintain approximately 3 m of water over the structure, even at low tide. The system underwent visual inspections every two weeks over a 32-week period. At week seven, lamp two was adjusted to evaluate its effectiveness in addressing existing macrofouling on the mesh.
Results
After one week, the structure exhibited a thin layer of algae on the fish net, indicating rapid biofouling. By three weeks, distinct areas of the net illuminated by the lamps were evident, with significant algae growth on the unlit portions. Despite the short exposure time, both lamps effectively prevented biofouling.
After five weeks, the contrast was stark; only areas exposed to UV-C light remained free of fouling, while the rest of the structure, including the lamps themselves, was heavily covered in brown algae. Lamp one showed a larger disinfected area, suggesting greater effectiveness due to its shorter off-cycle. Lamp two, operating at 25 percent energy, also maintained fouling-free areas, albeit smaller ones. Observations revealed that small crustaceans were present only in unilluminated areas.
After seven weeks, no significant changes in efficiency were noted, and the disinfected areas remained clearly visible. Some unidentified microorganisms began to appear at the structure’s edges, indicating the initial stages of macrofouling. The angle of lamp two was modified to assess its ability to disinfect previously affected areas.
Lamp two was able to “burn” the fouled area and inhibit further growth of marine life. Lamp one kept the area it was illuminating free of fouling.
The experiment concluded after eight months of permanent installation.
Conclusion
The field experiment confirmed the high efficiency of Mariscope UV-C LED lamps in the highly productive waters of Patagonia, where strong algae blooms are prevalent. While the lamps’ effectiveness is influenced by radiation duration, they successfully maintained surfaces free of macrofouling, even when operating at just 25 percent of their maximum irradiating capacity. Increasing UV-C intensity or reducing the distance between the lamp and affected surfaces could further enhance biofouling control.
Largest US Wind Project Secures Cable Supplier
JDR Cable Systems, the global subsea cable and umbilical supplier and service provider, part of the TFKable Group, has been awarded a significant contract by DEME Offshore to support Dominion Energy’s Coastal Virginia Offshore Wind (CVOW) project.
JDR’s comprehensive scope of work covers 176 wind turbines and three offshore substations. It includes pull-in, termination, testing, and commissioning of all the 66kV subsea inter-array cables. The work will start in 2025 and continue into 2026, across three campaigns.
The CVOW project, with an expected capacity of 2.6 gigawatts, is set to become the largest offshore wind farm in the United States, capable of powering approximately 660,000 homes and significantly contributing to the country’s renewable energy goals of deploying 30 gigawatts of offshore wind energy by 2030.
In addition to advancing the sustainable energy transition, the CVOW project will also positively impact the economy of the Commonwealth of Virginia. JDR is partnering with local stakeholders in the area to support development of the local supply chain and workforce to meet the challenges of the growing offshore wind industry.
During installation, as part of the pull in scope, JDR teams will securely winch and pull the cables from the seabed to the turbines. Afterwards, they will fit electrical connectors and perform termination testing to ensure secure connections. For testing and commissioning, high-voltage tests and final inspections will be conducted to confirm the integrity of the cables, ensuring they are ready for reliable power transmission.
Brian Davis, Head of Services at JDR, said, “The Coastal Virginia Offshore Wind project represents a major step forward in the U.S.’s renewable energy strategy, and we are proud to be a part of it. This contract underscores our high-quality, end-to-end service for offshore wind projects. JDR’s comprehensive installation and commissioning services will support the long-term success and sustainability of this groundbreaking project.”
Philip Scheers, General Manager, Subsea Power Cables from DEME Offshore, commented, “The Coastal Virginia Offshore Wind project is a critical milestone for DEME as it underscores our commitment to advancing the U.S.’s renewable energy goals and offshore wind market. JDR’s proven global track record in delivering installation services make them the ideal partner for this project.”
New Maritime Jobs Portal
The Institute of Marine Engineering, Science and Technology (IMarEST) has launched a dedicated job portal to bridge the gap between employers and top-tier talent in the marine industry. IMarEST Marine Jobs, jobs.imarest.org, will be a critical hub, providing job seekers with a wide range of opportunities and offering recruiters access to a qualified, globally engaged audience.
IMarEST Marine Jobs is available to the IMarEST’s 12,500 international members, as well as anyone who registers as a user.
Teledyne Marine Photo and Data Contest Winners
An image by Rita Novo of VLIZ – Flanders Marine Institute is the winner of the 2024 Teledyne Marine Photo Contest. The photo was taken in the Belgian Part of the North Sea (BPNS) in 2023 and depicts a Teledyne Gavia AUV with Teledyne RDI Pathfinder DVL and Teledyne WinADCP software. The AUV Barabas was used to investigate the impact of clay tectonic deformations on the construction of offshore wind farms in the BPNS. The image captures the complexities of operating in this dynamic and challenging marine environment.
The winner of the data contest is an image by Axel Gille from a survey at Haropa Port, Le Havre, France, illustrating a tidal stream with the Teledyne RESON Seabat T50-R in 2024.
The Importance of Sensor Calibration on Ships
By Giampiero Soncini
As we advance in the digitalization and decarbonization of ships, the significance of precision and reliability in navigation and operational systems cannot be overstated. Sensors play a crucial role in ensuring the safety, efficiency and performance of vessels, and the calibration of sensors is an essential process to guarantee their functionality, accuracy, and reliability.
Safety
Senors provide critical data regarding a ship’s position, speed, heading and environmental conditions. For instance, GPS sensors determine a ship’s location, while radar systems detect other vessels and obstacles. If these sensors are not calibrated correctly, the data they provide can be inaccurate. This inaccuracy can lead to navigational errors, increasing the risk of collisions and groundings. Regular calibration ensures that sensors provide reliable data, enabling crews to make informed decisions that prioritize the safety of the vessel, crew and cargo.
Efficiency
Operational efficiency is directly linked to the performance of a ship’s systems, many of which rely on sensor data. For example, fuel consumption can be optimized when sensors accurately monitor engine performance and environmental conditions. Accurate measurements from flowmeters, temperature gauges and pressure sensors, for example, enable better control of machinery and processes. Calibration ensures that these measurements are precise, which can lead to more efficient fuel use, reduced emissions and lower operational costs. In an industry where margins are often tight, the economic benefits of proper sensor calibration can be substantial.
Compliance
Regular sensor calibration helps ship operators demonstrate compliance with international maritime standards, such as those set forth by the International Maritime Organization and various flag state regulations. Maintaining calibrated sensors not only meets regulatory requirements but also fosters a culture of safety and responsibility within the maritime industry.
Ships today are equipped with sophisticated monitoring and reporting systems that collect vast amounts of data. Without proper calibration, the validity of the data can be compromised, potentially leading to misguided decisions. For example, inaccurate data on ballast levels can affect stability and trim, leading to inefficient sailing or even hazardous conditions. Calibration ensures that data collected from various sensors is consistent and reliable, thus enhancing the decision-making process for ship operators.
At Oceanly, we have created the Performance platform to keep track of sensor data for remote fleet management. Performance does not substitute for the proper calibration process, but it can help operators to be aware of when it’s needed.
As the maritime industry faces mounting pressure to reduce its environmental footprint, sensor calibration plays a vital role in promoting sustainability, as accurate sensors help in monitoring emissions, fuel consumption and other environmental parameters. By ensuring that these sensors are properly calibrated, ships can optimize their operations to minimize waste and emissions, contributing to global efforts for environmental protection. This is particularly relevant in light of international regulations targeting greenhouse gas emissions from ships.
As the maritime industry continues to evolve and embrace new technologies, the importance of maintaining accurate and reliable sensor systems will only grow. Shipping companies must prioritize regular calibration schedules and invest in training their crews to ensure that all equipment remains in optimal working condition. By doing so, they can safeguard their operations against potential risks and contribute to a safer, more efficient, and sustainable maritime future.
Survey to Assess Alternative Fuel Hazards at US Ports
The future of net-zero carbon emission fuel for the maritime sector is coming. High-risk ports could be the sites for future ammonia release tests that will inform preparedness and response.
The U.S. Department of Homeland Security (DHS) Science and Technology Directorate (S&T) has conducted a market research survey to assess hazards associated with alternative fuel production, storage and transport at U.S. ports.
According to the survey, by 2050, the global production of ammonia could double, if not triple, due to its potential as a net-zero carbon emission alternative to fossil fuels. After Singapore pioneered ammonia bunkering (filling a ship’s fuel tank), the American Bureau of Shipping has taken the first step to develop bunkering in the U.S. While this is an exciting development, storage and handling and the production plants’ proximity to ports increase the risks of large-scale spills of toxic ammonia gas—endangering workers, nearby communities and the environment.
Happy Thanksgiving!
Sea Technology wishes you a Happy Thanksgiving!
As always, we are grateful for your support, and we look forward to continuing to serve the ocean tech community.
Apply: Naval Engineering Scholarships
The American Society of Naval Engineers’ (ASNE) scholarship application period is open for the 2025 to 2026 academic year. ASNE supports future engineers, awarding $4,000 scholarships to undergraduate and graduate students each academic year who have a potential interest in naval engineering.
Eligible programs of study for ASNE scholarships include:
– Naval architecture
– Marine engineering
– Ocean engineering
– Mechanical engineering
– Structural engineering
– Civil engineering
– Environmental engineering
– Aeronautical engineering
– Electrical engineering
– Electronic engineering
– Systems engineering
– Software engineering
– Computer science
– Engineering technology
– Applied mathematics and physics
– Other relevant professions as accepted by the ASNE Scholarship Committee
Application submissions are due by February 10, 2025.
Learn more about the application criteria/process at: www.navalengineers.org/
Questions may be directed to: scholarships@navalengineers.
Apply: Graduate, Post-Graduate DOE Marine Energy Fellowships
The U.S. Department of Energy (DOE) Marine Energy Fellowship program connects participants with leading scientists and researchers and enables them to gain insight into marine energy career and research opportunities.
The program features a two-track structure: one for graduate students working on marine energy-focused research theses or dissertations and a new post-graduate track for recent graduates focused on advancing their careers in marine energy.
Applicants who would like to begin their fellowship in summer 2025 must submit their applications by 5 p.m. EST on December 6, 2024.
Applicants who prefer to start in fall 2025 must submit their applications by 5 p.m. EST March 7, 2025.
France to Develop Maritime Industrial Projects
Following a call for project proposals issued last June, three candidates have been selected by HAROPA PORT from among the eight competing for allocation of the West A29 site.
The plot in Le Havre’s port industrial area under the France 2030 Turnkey Sites program will be occupied by three major industrial projects: LIVISTA, AIR PRODUCTS and QAIR. These new operations are expected to add nearly a million tonnes of maritime traffic and 500,000 tonnes of river traffic every year.
The 60-hectare site is located in Rogerville, a municipality adjacent to Le Havre’s Grand Canal and the A29 highway. It is one of the five HAROPA PORT plots designated under the France 2030 turnkey site label and receiving government support for the implementation of industrial projects.
HAROPA PORT’s 2020 to 2025 strategic project aims to make the port industrial areas of the Seine Axis ports priority locations for France’s industrial redevelopment.
OCEANS 2025 Brest, France: Call for Abstracts
The call for abstracts for OCEANS 2025 Brest, taking place June 16 to 19 in France, is open. Marine professionals, researchers, and innovators worldwide may submit their abstracts and share insights on the protection and sustainable use of our oceans.
OCEANS 2025 Brest will bring together over 800 attendees and feature more than 400 technical papers, interactive sessions, and networking opportunities.
Abstract are due December 20, 2024.
Submit Environmental Study Ideas to BOEM
The U.S. Bureau of Ocean Energy Management (BOEM) develops, funds, and manages rigorous scientific research specifically to inform policy decisions on Outer Continental Shelf (OCS) energy and mineral resource development. As part of this effort, BOEM prepares its annual Studies Development Plan to cover a two-year planning period. These studies are designed to collect the information necessary to meet the needs of BOEM scientists, rule writers, modelers, decision makers and other users.
BOEM is beginning to formulate its Fiscal Year 2026 to 2027 Studies Development Plan covering BOEM’s offshore energy and minerals activities. BOEM is accepting study ideas for consideration in OCS areas offshore the Atlantic, Gulf of Mexico and Pacific coasts; Alaska; and the U.S. territories. Study idea submissions are due by December 9, 2024.
The Future of NOAA
With Donald Trump’s win in the 2024 U.S. presidential election, The Heritage Foundation’s Project 2025 conservative agenda has favorable conditions to influence policymaking.
NOAA is part of the agenda; specifically, the dissolution of the agency. Project 2025 aims to fully commercialize NOAA’s forecasting operations, to name just one objective. This would prevent public access to freely available tools and data that help people prepare for and respond to storms.
Virginia Bay Scallops Rebound
Bay scallops along Virginia’s Eastern Shore seem poised for a comeback. After several years of exponential growth, the results of the annual population survey show the density of bay scallops in southern coastal bays has reached nearly 0.07 scallops per square meter. This may not be enough to support a recreational fishery, but it could be close.
Scientists at William & Mary’s Batten School and the Virginia Institute of Marine Science (VIMS) led the survey and have been working to restore the population of bay scallops in Virginia since 2012.
Funding for Startup to Develop CO2 Capture Tech
Dutch startup SeaO₂ has received more than €2 million in new investments that will finance the development of its Direct Ocean Capture (DOC) technology, which efficiently extracts CO2 from seawater. This funding will also support the goal of removing one megaton of CO2 by 2030 and a gigaton by 2045.
SeaO₂ aims to mitigate climate change by returning carbon-free water to the ocean, enhancing its ability to absorb CO2 from the atmosphere. The funding will facilitate the transition from prototype to pilot plant; enhance team capabilities; and implement a comprehensive monitoring, reporting, and verification system. The pilot plant is expected to have an annual capacity of 250 tons of CO2 and is scheduled for launch in summer 2025.
The recent investment round attracted support from DOEN Participaties, NEW-TTT fund, Future Tech Ventures, CarbonFix, angel investors Eduard Talman and Siddharth Kambe, and others.
Podcast: Maritime Archeologist James Delgado
“Fascinated by Shipwrecks” is a new podcast that has launched, with an inaugural episode featuring maritime archeologist James Delgado.
Delgado has spent decades in global underwater exploration. He hosted the popular television show “The Sea Hunters” for five years and served as director of the Maritime Heritage Program for NOAA’s Office of National Marine Sanctuaries from 2010 to 2017. He is currently senior vice president of the maritime archeology company SEARCH Inc.
$95 Million to Fund Fish Passage Projects
NOAA Fisheries has announced two funding opportunities totaling $95 million to support new fish passage projects. Projects will help protect and restore migrating fish and their habitats, and support communities and economies that depend on these resources.
Every year, millions of fish attempt to migrate to their spawning and rearing habitats to reproduce. They are often blocked from completing their journey by human-made barriers, such as dams and culverts. When fish cannot reach their habitat, they cannot reproduce and maintain or grow their populations. Fish passage projects reopen these pathways and help protect and restore migrating fish and their habitats.
The $75 million Restoring Fish Passage through Barrier Removal will fund projects that reopen migratory pathways and restore access to healthy habitat for fish across the coasts and Great Lakes. The application deadline is February 10, 2025.
The $20 million Restoring Tribal Priority Fish Passage through Barrier Removal will support tribes and tribal organizations in implementing fish passage work and building tribal capacity to sustain these efforts. The application deadline is February 27, 2025.
Projects that demonstrate a broad base of community support will be prioritized, as well as projects developed with inclusive practices that incorporate meaningful strategies to engage a diverse range of community groups, including tribes and underserved communities.
Decarbonization via Digitalization Project
The European Space Agency (ESA) has initiated a new flagship project, Decarbonization through the Digitalization in Shipping (DECARDIS), together with optimization platform company Awake.AI, ABB and shipping company Wallenius Marine. The consortium, funded by ESA and led by Awake.AI, will collaborate on a port call optimization solution, which focuses on helping ships cut greenhouse gas emissions by overcoming inefficiencies in the ship-port interaction.
Despite huge strides in smart ship technology and high levels of port automation, relationships between port and ship systems lack transparency, with data on voyage and berth management often confined to closed platforms. Ships told to proceed without delay frequently face a wait on arrival in port, thus using more fuel and generating additional emissions.
DECARDIS seeks to develop an integrated and interoperable solution to unify decisions on ship routing and speed with just-in-time arrival at the berth. It foresees the world’s first solution to optimize an entire voyage and port calls, rather than just a portion of it. Adopted at a global level, DECARDIS partners estimate that such a solution could help achieve significant emission reductions.
This is highly significant for an industry pressed by International Maritime Organization targets to reach net-zero greenhouse gas emissions by or around 2050 and an EU 2030 Climate Target Plan proposal to reduce emissions by at least 55 percent by 2030, compared to 1990 levels.
DECARDIS aims to integrate the voyage optimization solution of the ABB-Wallenius Marine collaboration called OVERSEA with port optimization solutions offered by Awake.AI as an interoperable solution. Users will access this interoperable voyage and port call optimization solution through a web-based interface that is compatible with existing onboard solutions.
Submit Feedback on US Abandoned, Derelict Vessels Database
In an effort to clean up U.S. coasts and Great Lakes and rid shores of abandoned and derelict vessels (ADVs), the nonprofit BoatUS Foundation for Boating Safety and Clean Water is creating a new national ADV database in partnership with NOAA to track these environmental and navigation hazards to facilitate removal.
The foundation is asking the public to comment on a short feedback form to help determine and prioritize the type of information that needs to be included in the ADV database. The foundation also hopes to learn how data are currently collected and seeks new ideas for how data may be better utilized, including how to promote the database and make it more widely accessible to communities, organizations, and governments.
Feedback will be accepted through December 17, 2024. All feedback is anonymous.
The ADV database is part of a four-year, $10 million grant from the NOAA Marine Debris Program, with funding provided by the Bipartisan Infrastructure Law. The grant funding is also fueling a national competitive grant program for the removal of ADVs, as well as hosting a national conference about boating-related debris disposal.
Hydrofoil Ferry Service Begins in Stockholm
The world’s first electric hydrofoil ferry, the Candela P-12 “Nova,” has begun service.
Flying silently a meter above the water’s surface, it completed the 15-km route from its dock in the suburb of Tappström to Stockholm’s City Hall in just over 30 min., about half the typical commute time.
For Stockholm—and potentially the world—this may signal a future where city water transport is sustainable, affordable and faster than traveling by car.
Nova is the first of Candela’s new P-12 model to enter service. Its computer-controlled hydrofoil wings lift the hull above water, reducing energy consumption by 80 percent compared to conventional vessels by cutting water friction.
Because Nova flies above the water rather than pushing through it like conventional vessels, it creates minimal wake. As a result, the ferry is allowed to travel at high speeds within the city limits, where other vessels are restricted by wake regulations. Nova runs on 100 percent renewable electricity, and emits minimal noise even at high speeds, thanks to its electric C-POD motors with no mechanical transmission.
Hydrofoil technology enables Nova to be the fastest electric ferry in operation in the world, cruising at 25 kt., outpacing the diesel-powered V-class ferries that previously held the speed record.
Nova will operate through fall 2024 until the waters freeze, resuming service in spring and continuing through August 2025.
The route is a pilot project run by Candela, Trafikverket and Region Stockholm, aiming to explore how hydrofoil technology can enable faster, more affordable and emissions-free maritime travel, creating new transit patterns in Stockholm.
Palau Deepwater Expedition
An ocean exploration expedition named “Lebuu’s Voyage” set sail October 28 aboard Ocean Exploration Trust’s (OET) EV Nautilus to explore deep-sea habitats within Euotelel a Klingil a Debel Belau, the Palau National Marine Sanctuary (PNMS). Eleven local scientists, educators, cultural liaisons, and early-career professionals are part of this interdisciplinary expedition team led by OET in partnership with the Palau International Coral Reef Center (PICRC) and NOAA Ocean Exploration.
Over the next three weeks, two back-to-back expeditions will gather seafloor mapping data and explore the seafloor with ROVs to illuminate deep-sea habitats around Palau. These expeditions are funded by NOAA Ocean Exploration via the Ocean Exploration Cooperative Institute as the first step in fulfilling the U.S. government commitment made at the seventh Our Ocean Conference to support ocean mapping of the PNMS and are part of its Beyond the Blue: Illuminating the Pacific campaign. Additional NOAA Ocean Exploration-sponsored expeditions in the region are planned in 2025 aboard NOAA Ship Okeanos Explorer. All data gathered will be provided to the Palauan government and PICRC to support and enable additional follow-on exploration and management activities to better understand and care for the ocean.
The expeditions were named “Lebuu’s Voyage” by Palauan stakeholders as part of a strategic effort to advance traditional knowledge and best practices in tandem with scientific understanding.
Protecting 80 percent of Palau’s exclusive economic zone, PNMS is closed to fishing, mining and similar extractive activities. Today, less than 30 percent of Palau’s ocean territory has been mapped to high resolution. This expedition will help expand the knowledge about the types of habitats and the biodiversity that call the deepwaters surrounding Palau home.
These expeditions will use streaming telepresence technology, social media, and OET’s educational outreach programs to engage broad audiences in Palau and the Pacific Island region. The team hosts live audio commentary through the Nautilus Live website. Schools and community groups are encouraged to schedule free, live one-on-one Q&A sessions with explorers on the ship.
DOE Decarbonization Tech Event Dec. 4-5, DC
The U.S. Department of Energy (DOE) will host the second annual Demonstrate, Deploy, Decarbonize 2024 conference December 4 to 5 in Washington, D.C.
Deploy24 brings together industry executives, investors, community leaders, and other public and private sector decision makers from across the clean energy supply chain, all working toward a common goal: to accelerate the deployment of critical energy and decarbonization technologies in the United States. The event will showcase the importance of public-private collaboration and solution-forward strategies as new and innovative clean energy technologies reach commercial scalability.
Tidal Energy Company Launches Crowdfunding Round
Inyanga Marine Energy Group is launching a crowdfunding round in partnership with Crowdcube. This round presents an opportunity to invest in Inyanga’s patented tidal energy technology, HydroWing.
Tidal energy is a fully predictable renewable energy source and one of the most reliable sources of renewable energy available.
In September 2024, HydroWing was awarded the largest tidal energy project in the U.K. in the government’s latest “Contracts for Difference” allocation round. This doubles the size of the HydroWing project at Morlais in Wales to 20 MW, building on the 10 MW awarded in the previous allocation round. The company has also recently won the contract to deliver the first tidal energy plant in Southeast Asia.
Ocean energy is predicted to have an estimated global value of 53 billion Euros annually by 2050, according to Ocean Energy Europe.
Global Pace Falls Short of 30×30 Target
A new report states that the world is falling short of the global pledge to protect 30 percent of the ocean by 2030 (“30×30”), according to Ocean and Coastal Futures.
The report is based on analysis led by the Marine Conservation Institute, which assessed nearly 90 percent of the global marine protection area (MPA) and found that just 2.8 percent is implemented and “fully” or “highly” protected, according to the levels defined as “effective” protection by The MPA Guide.
The 30×30 target, agreed at the COP15 UN Biodiversity Conference in 2022, is the most ambitious conservation commitment ever made. However, the report finds that the global marine area under some form of protection has increased by just 0.5 percent since then. At that rate of progress, only 9.7 percent of the ocean will be protected by 2030.
As of September 2024, just 19 countries and the EU had submitted National Biodiversity Strategy and Action Plans with national marine biodiversity targets to the the UN Convention on Biological Diversity (CBD) Secretariat.
CLEAN GULF, Nov. 18-20, Houston
The CLEAN GULF conference and exhibition will take place November 18 to 20 in Houston, Texas. This year’s theme is: “Prepare, Respond & Recover: Real-World Solutions for Evolving Environmental Emergencies.”
CLEAN GULF brings together leaders from industry, government, and environmental organizations to share information and ideas that will enhance their readiness and response capabilities. With the ongoing changes happening in the energy industry, this event offers attendees the latest in best practices and networking opportunities.
$5 Million Available for US Aquaculture
Subject to the availability of funding, Sea Grant anticipates that approximately $5,000,000 will be available in fiscal years 2024 and 2025 from federal funds for research projects and programs that will focus on strengthening U.S. coastal, marine, and Great Lakes aquaculture via support for the development of new aquaculture businesses, as well as enhancing existing aquaculture business output, efficiency, and profitability.
Strong applications will integrate research and extension. Proposals are sought that will encompass broad, non-proprietary research to address topics and issues relevant to the support of new and existing aquaculture businesses and make that information available to the U.S. aquaculture community.
This opportunity is open to any individual; any public or private corporation, partnership, or other association or entity (including any Sea Grant College, Sea Grant Institute or other institution); or any state, political subdivision of a state, tribal government, or agency or officer thereof.
Applicants are strongly encouraged to consider projects that involve Sea Grant extension personnel and members of the U.S. aquaculture community.
Letters of intent are due December 4, 2024.
Full proposal applications must be submitted to Grants.gov by February 12, 2025.
New Features for SonarWiz
Chesapeake Technology has released SonarWiz 8.1.0.
Features include:
– Automatic target recognition (ATR), powered by an AI convolutional neural network (CNN)
– Locate, classify and measure potential targets (“hits”)
– Side scan: 4x speed improvement in Tile Export for side scan mosaics
– Sub bottom: Adjustable Displayed Range, added support for three-channel SBP
– Bathy: Enhanced options in Grid Cross-section graphs for raw bathy files
– Geodesy Library updated; store XY instead of geodetic coordinates in Tide & SVP editors
-Support for S7K format SBP
‘Smart Hubs’: Intelligent Floating Infrastructure
ELIRE Infra, operating at the intersection of infrastructure, mobility and clean energy, has introduced its pioneering “Smart Hubs”: modular, multi-purpose, and scalable infrastructure solutions designed to accelerate decarbonization across ports, harbors, waterways, and the industries they support.
ELIRE Infra’s Smart Hubs address critical infrastructure challenges by offering a sustainable, scalable and commercially viable solution that bridges the gap between innovation and practical application. They are tailored to help clients achieve decarbonization and net-zero goals while future-proofing operations for emerging technologies and evolving energy demands.
Unlike traditional floating infrastructure commonly known as “pontoons,” Smart Hubs are agile and designed to be flexible and customizable for a variety of industries. The platforms will facilitate maritime shoreside energy connections, support renewable energy projects, and provide adaptable infrastructure for the future of clean transport.
IEEE Honors Furuno
The Institute of Electrical and Electronics Engineers (IEEE) has recognized Furuno’s first Fish Finder as an IEEE milestone. IEEE is the world’s largest technical professional organization and is dedicated to advancing technology for the benefit of humanity. Furuno has been honored for its groundbreaking commercialization of the world’s first practical Fish Finder, a device that quickly became a staple of both commercial and recreational fishing, and for its contribution to modernizing the global fishing industry.
Two brothers, Kiyokata and Kiyotaka Furuno, worked diligently to develop their electronic device to detect fish. Fighting against norms and tradition, the pair endeavored to get a ship to allow them to install their device aboard a working fishing vessel. In May 1948, they achieved success aboard a ship called the Choseimaru. The skipper believed they’d find no sardines given their location and the tides, but Kiyokata Furuno insisted he’d seen a smoke-like image on the device. Having convinced the skipper, the ship returned to where he’d seen the dim reflection and the skipper shined a lamp into the water, revealing a school of sardines. This dramatic moment was a turning point for the brothers, and Furuno Electric Industries was founded in December 1948. From their humble beginnings as electrical installers, the two adopted a new attitude, saying, “We are no longer electricians. We have to become fishermen.”
The IEEE Milestones program recognizes significant achievements in electrical, electronics, and information technology that occurred at least 25 years ago and have made lasting impacts on society and industry.
New US Marine Sanctuary
Earlier this month, a final rule to designate Chumash Heritage National Marine Sanctuary was published. The area, located in California, will become a national marine sanctuary pending a congressional review period. It spans 4,543 mi² of ocean and will be the 17th U.S. national marine sanctuary.
This new marine sanctuary will be the first indigenous-focused national marine sanctuary in the U.S. It will protect approximately 116 mi. of California coast and generations of rich cultural history.
For millennia, indigenous peoples have utilized and revered these waters, forging a profound connection with their depths and the diverse marine life they harbor. These waters are an essential part of the heritage of the Chumash and other Central Coast Tribes. This designation is comes after 40 years of advocacy by local community members, elected leaders and the Northern Chumash Tribal Council.
Miros Expands Portfolio with Acquisition of Miros Mocean
Miros AS is pleased to announce a significant milestone in its strategic growth by acquiring full ownership of Miros Mocean AS.
The acquisition enhances Miros’ ability to provide cutting-edge real-time ocean insights, benefiting all relevant market segments, including commercial shipping.
Miros Mocean will continue to operate as a wholly owned subsidiary of Miros, under the leadership of CEO Marius Five Aarset.
“The full integration of Miros Mocean into Miros allows us to further consolidate and optimize our portfolio of vessel performance services,” said Mr Aarset. “Our strengthened offering will provide even greater value to customers and partners across the maritime industry.”
Miros focuses on enhancing the real-time understanding of how weather affects vessel performance, enabling operators to make safe and informed decisions. By digitizing local ocean conditions, Miros uses reliably measured, not derived, data for an accurate overview of vessel performance and efficiency in real-time, throughout the lifetime of a vessel.
Mr Aarset added: “The alignment between Miros and Miros Mocean reinforces our commitment to delivering industry-leading ocean insights that enhance vessel performance and fuel efficiency while increasing maritime safety and sustainability. We focus on our client’s evolving needs by providing innovative solutions, including wave and current measurements from the industry-recognized product Wavex, vessel performance indicators with VTI, and safety monitoring with Anti-Roll assistant.”
Miros also extends its gratitude to BW Group and CCP for their invaluable cooperation in growing Miros Mocean and its portfolio of services to its current stage.
Refit Vessel Runs on Green Hydrogen
The offshore supply vessel (OSV) Coastal Liberty has set sail on the waters of the Wadden Sea, running on green hydrogen. The refitted OSV has received class certification by DNV for its newly installed hydrogen system on board.
eCap Marine, contracted by Offshore Service Gesellschaft mbH, engineered the system to enable the vessel to operate without producing any emissions, using hydrogen and batteries. The green hydrogen for the installed fuel cells will be produced locally and sustainably, using offshore wind power on an electrolyzer hydrogen plant a few kilometers from the vessel’s berth that was installed simultaneously to the fuel cell project. The electrolyzer is designed to expand in case of higher demand.
eCap Marine designed the three swappable high-pressure tank systems to be easily and safely switched, disconnected and reconnected. This process takes just a few minutes, due to the tool-less design and standard connections for crane and truck.
For the vessel’s crew, the new system means reduced vibrations on board and more direct propulsion, allowing for immediate response to the propeller shafts.
Jochen Kaufholt, CEO of Offshore Service Gesellschaft, describes the Coastal Liberty as the first of its kind and a flagship for the maritime energy transition in Europe.
SEACOR Marine Wins NOIA ESG Award
The National Ocean Industries Association has named SEACOR Marine as the winner of the third annual NOIA Environmental, Social, & Governance Excellence Award. The NOIA Excellence Award highlights and recognizes those who, by their actions, design or influence, are contributing to the advancement of the ideals embodied by the ESG principles.
SEACOR Marine is recognized for its comprehensive commitment to ESG performance across nearly every operational aspect of the company. Their entry highlighted a diverse array of initiatives, including ocean protection through extensive pollution and waste prevention measures, and enhancing employee well-being with robust safety and mental health programs. Furthermore, SEACOR Marine is at the forefront of the industry’s transition to digitization and automation, leveraging advanced technologies to boost efficiency and reduce emissions, including the global deployment of hybrid platform supply vessels.
The award-winning entry from SEACOR Marine was evaluated by an independent panel of experts from Pickering Energy Partners, Cornerstone Government Affairs and an independent industry expert. NOIA received applications from a diverse cross-section of NOIA membership, highlighting the support for ESG performance among the full ecosystem of companies involved in the offshore energy sector.
AiP for Hybrid CTV
KR (Korean Register) has granted approval in principle (AiP) for the crew transfer vessel (CTV) developed by MARCON, a Korean maritime service company. The CTV is a passenger and cargo transport vessel dedicated to offshore wind farms.
CTVs are widely used in Europe for transporting workers and equipment necessary for offshore wind farm construction and maintenance. However, the use of diesel engines has raised concerns about carbon emissions.
The CTV that received AiP adopts an eco-friendly hybrid electric propulsion system using batteries. This addresses environmental regulatory issues while offering fuel cost savings and supporting safer offshore wind farm operations.
The key components of this CTV include a hybrid system and energy storage system (ESS) provided by Hanwha Aerospace, linear jet propulsion units, hybrid CTV power conversion devices, integrated PEMS (power and energy management system), and generators supplied by YusinHR.
The immersion-type ESS is a lithium-ion battery with an insulation fluid immersion method, which enhances insulation strength, improves cooling effects, prevents thermal runaway transfer, and ensures safety against fire with a smothering extinguishing function.
The linear jet provided by YusinHR is an eco-friendly propulsion system capable of reaching a maximum speed of 25 kt.
According to MARCON, the electric hybrid CTV is expected to reduce operating time by about 34 percent and decrease carbon dioxide emissions by approximately 70 percent compared to traditional internal combustion engine propulsion systems.
The construction of this vessel began at a Korean shipyard in September 2024, with launch scheduled for next year.
SABIC Launches Methanol Fuel
SABIC has launched its new certified low-carbon product portfolio. As part of the company’s 2050 carbon neutrality pledge, this initiative will help support SABIC’s customers and value chain to achieve their sustainability goals.
The first product in the portfolio will be methanol from SABIC’s chemicals business, which can be used as maritime fuel. The methanol has a lower carbon footprint because of the raw material used for production: Byproduct CO2 is captured from upstream processes–carbon capture and utilization (CCU)–and used as a source of carbon needed to manufacture the methanol. As the captured CO2 is utilized as a raw material, the new product can enable product carbon footprint savings.
Rocket Landing Platform for Blue Origin
Damen Shipyards has delivered a barge to aerospace manufacturer and spaceflight services company Blue Origin. The vessel is now at its homeport in Cape Canaveral, Florida, where it will support Blue Origin’s aerospace operations. The vessel, called “Jacklyn,” will be deployed as a sea-based landing platform for Blue Origin’s New Glenn rocket program.
Knauss Marine Policy Finalists
NOAA’s National Sea Grant College Program has announced the finalists for the 2025 class of the Knauss Marine Policy Fellowship. This diverse cohort comprises 88 early-career professionals who will spend the next year working alongside federal agencies or legislative offices in Washington, D.C., applying their academic expertise to critical marine, coastal and Great Lakes policy issues.
Proposed Aquaculture Opportunity Areas in Gulf of Mexico
NOAA Fisheries has released two draft programmatic environmental impact statements to support the identification of proposed aquaculture opportunity areas (AOAs) in the Gulf of Mexico. The public is invited to review and submit comments on the draft statements by February 20, 2025.
In Southern California, NOAA experts outlined up to 10 locations as proposed AOAs, with eight situated in the Santa Barbara Channel and two in Santa Monica Bay, each ranging in size from 500 to 2,000 acres and totaling up to 16,500 acres. The draft impact statement considers multiple scenarios, including the potential impacts of seaweed and shellfish aquaculture only, and the potential impacts of seaweed, shellfish, and finfish.
In the Gulf of Mexico, the proposed AOAs include three locations off the coast of Texas and one off the coast of Louisiana, each ranging in size from 500 to 2,000 acres and totaling 6,500 acres. The draft impact statement analyzes five areas for various aquaculture types, including shellfish, finfish and seaweed.
Learn more here.