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REV Ocean is a totally unique, state of the art research and expedition vessel. It is equipped with some of the most sophisticated facilities onboard for carrying out cutting edge ocean science.  

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These Superyachts Lead a Double Life as Floating Labs for Ocean Research

Luxury sailing vessels like seahawk are hosting scientists in remote areas—and seeing new marine sanctuaries resulting from their efforts., chrissie mcclatchie, chrissie mcclatchie's most recent stories.

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Dead tuna heads aren’t quite the fine-dining ingredients typically found in a superyacht galley, but during its South Pacific cruise last year, Seahawk had three freezer chests full of them.

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The trend of yachts being loaned out to scientists is becoming more common these days as owners make good on promises of promoting sustainability via their vessels. Cruise lines Viking and Ponant have also jumped into the research game, creating luxury expedition vessels with labs that are now integral to their cruise protocols.

This trend is extending to owners designing superyachts that are hybrid research vessels. When Norwegian shipping magnate Kjell Inge Røkke’s REV Ocean launches in 2026 (the current estimated date of delivery), the 600-foot expedition yacht is expected be crowned the world’s largest superyacht. But it will be much more than that. Fully equipped with multiple labs for different disciplines, as well as advanced scientific equipment, the vessel will toggle between three modes: charter, research and expedition.

Other hybrids are already in the water. After a two-year rebuild at Damen that included the addition of research labs as well as a media center designed by film director James Cameron, OceanXplorer left on her maiden voyage in November 2020 to study the secrets of the Red Sea. The 285-foot vessel is the flagship of OceanX , an ocean exploration initiative founded by American businessmen Ray Dalio and his son, Mark.

Then there are owners like one Europe-based entrepreneur, who has designed a new 170-foot explorer yacht, for personal enjoyment and scientific research. As the summer launch date approaches, the owner is in talks with Yachts for Science , a program that connects scientists, researchers and content creators with yacht owners and crew for possible collaborations. The boat will be offered up free of charge for scientific missions. 

Asking not to be named, the owner’s vision, from the first sketches, was to design an ice-class vessel that combines comfort and practicality. Teak decking, for instance, is out. Dry labs, workshops, a diving compressor and special freezing capabilities are in.

Onboard will be two 29.5-foot tenders specifically made for exploration, as well as four cranes, each of which can lift up to four tonnes. The boat also has the potential to bring two containers of research equipment on the rear deck. 

For Seahawk’s American owners, their 170-foot sailing yacht has been a way to travel the world while leaving a legacy of good behind. Since departing the Mediterranean in 2020, the yacht has hosted scientists studying migratory patterns of pelagic species such as sharks and mantas in the Galapagos and Mexico. They have also helped survey coral reefs in Fiji’s Lau Islands, along with driving multiple charitable initiatives.

Seahawk’s rotational captain, Stephen Edwards, acknowledges that the type of equipment scientists bring with them doesn’t always match with the “superyacht perfection” stereotype.

But the tradeoff is the kind of work very few yacht owners and crew will ever experience. “We have video footage of our bosun holding the mouth of a tiger shark while somebody’s doing surgery on the other end,” says Edwards. “For the crew, this type of voyage is unique. They’re not going to see this in any other way.” 

There is also the reward that comes from knowing their efforts have made a difference. One of Seahawk ’s first missions was to find evidence of a shark swim-way between the Cocos Islands National Park in Costa Rica and the Galapagos Islands.

“The hypothesis is that these areas have always been linked together, but it was a matter for science groups to prove this in order to get governments to stop large fishing boats from parking themselves in the middle of this highway and just grabbing everything that swam past,” Edwards says.

Seahawk’s owner provided a platform for an expedition led by MigraMar, a leading authority in migratory species. “We got into it at a good time, thanks to our tagging work,” says Edwards. “It really put facts behind the hypothesis.” Subsequently, at the UN Climate Change Conference in late 2021, a new 24,000-square-mile marine reserve was defined by Ecuador to safeguard migratory species.

Considering that these voyages have coincided with travels Seahawk ‘s owner had already planned, itineraries that combine yachts and science seem to be a win-win for everyone involved. “These missions benefit the crew, science and the environment,” says Edwards. “The concept is also very much part of the owner’s vernacular. He actually calls it his mission.”

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The research vessel (R/V)  Atlantis  is owned by the U.S. Navy and operated by WHOI for the oceanographic community. It is one of the most sophisticated research vessels afloat, and it is specifically outfitted for launching and servicing the  Alvin  human occupied submersible.

Delivered to Woods Hole in April 1997, Atlantis was built with six science labs and storage spaces, precision navigation systems, seafloor mapping sonar, and satellite communications. The ship’s three winches, three cranes, machine shop, and specialized hangars were specifically designed to support  Alvin  and other vehicles of the National Deep Submergence Facility.

The ship carries a complement of 36 crew members, science technicians, deep submergence group members, as well as a scientific party of 24 men and women for as long as 60 days. Because  Atlantis  is constantly going where  Alvin  is needed for exploration, the ship operates in all of the world’s oceans and is rarely seen in Woods Hole. In recent years, the ship and sub have spent most of their time exploring underwater volcanoes and hydrothermal vents in the Pacific Ocean.

Atlantis  is part of a class of similar Navy-owned research vessels designed and built by Halter Marine of Pascagoula, Mississippi. Her sister ships are R/V  Thomas G. Thompson , operated by the University of Washington, and R/V  Roger Revelle , operated by the Scripps Institution of Oceanography.  Atlantis  is the only vessel designed to support both  Alvin  and general oceanographic research.

Atlantis  is the namesake of WHOI’s first research vessel, a 142-foot, steel-hulled, ketch-rigged ship that sailed 299 cruises and more than 700,000 miles for ocean science from 1931 to 1966. The Institution’s flagship and symbol was the first American ship built specifically for research in marine biology, marine geology, and physical oceanography. The space shuttle Atlantis was named for the original WHOI research vessel.

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Schmidt Ocean Institute Launches New Research Vessel That Will Change the Face of Ocean Exploration

SCHMIDT OCEAN INSTITUTE LAUNCHES NEW RESEARCH VESSEL THAT WILL CHANGE THE FACE OF OCEAN EXPLORATION

Founders Eric and Wendy Schmidt launch R/V Falkor (too), with an inaugural expedition, expanding capacity, capability, and science for ocean research and technology development globally.

San Juan, Puerto Rico – Schmidt Ocean Institute launched today its newly refitted 110-meter global-class research vessel for use by scientists worldwide to dramatically advance marine science and push the frontiers of deep sea expedition.

Funded by Schmidt Ocean Institute founders Eric and Wendy Schmidt, the research ship, Falkor (too) , will embark on a series of expeditions and be available to scientists and technologists globally at no cost in exchange for making their research and discoveries publicly available. The ship replaces Schmidt Ocean Institute’s previous research vessel, which was in service for a decade and hosted more than 1,100 scientists, discovered over 50 new marine species and underwater formations and mapped over half a million square miles of the seafloor.

An impressive seven-deck vessel, Falkor (too) will offer scientists a modular platform to conduct almost any research at sea, with a 105-square-meter main laboratory in addition to seven other at-sea laboratories. The ship also features a 150-ton crane, two moonpools, equipment for high-resolution ocean depth mapping–which will contribute to a global effort to map the entire ocean floor by 2030–a microplastic water flow-through system, and 900-square meters of aft deck space for interdisciplinary ocean research and exploration.

“The ocean has always needed a moonshot,” said Eric Schmidt, co-founder of Schmidt Ocean Institute. “ Falkor (too) embodies that ambition, bringing together breakthrough technology and the global marine science community to explore the furthest reaches of our world. This is a very big moment for us, for the oceans and for the future of science.”

The ship refit was performed at Freire Shipyard in Vigo, Spain, with sea trials taking place off Puerto Rico. In addition to the scientific and technical capabilities, the vessel is also outfitted with 98 berths, allowing for even more participation in expeditions by scientists, technologists, students, media, artists, and community leaders.

With a purpose of boldly exploring the unknown ocean, Schmidt Ocean Institute focuses on global scientific understanding of the ocean while recognizing the importance of addressing international inclusivity. Schmidt Ocean has released its target geography for expeditions over the next decade , with each year dedicated to a specific region of the ocean.

“This global state-of-the-art research vessel will build upon Schmidt Ocean Institute’s legacy of supporting the research that has led to numerous discoveries of marine species and sea floor features,” said Jyotika Virmani, executive director of Schmidt Ocean Institute . “After 17 months undergoing an extensive scientific refit, this ship has been transformed into a magnificent asset for ocean exploration, and we are eagerly looking forward to a new era of marine science and discovery.”

Schmidt Ocean Institute, founded in 2009 by Eric and Wendy Schmidt, began its exploration of the seas with R/V Lone Ranger , the precursor to R/V Falkor . The model of offering a state-of-the-art research vessel at no cost to scientists was revolutionary in marine science philanthropy when Falkor launched in 2013, and Schmidt Ocean spent the last decade building an extensive portfolio of discoveries and scientific accomplishments in collaboration with the global scientific community. 

In 2021, Schmidt Ocean acquired the M/V Polar Queen and began its metamorphosis from an offshore industry vessel to a scientific research vessel. Built in 2011 Falkor (too) is 30 meters longer and 30 years younger than the original Falkor, which was donated last March to Italy’s National Research Council (Consiglio Nazionale delle Richerche).

Images and video regarding R/V Falkor (too) can be found here.

About Schmidt Ocean Institute Schmidt Ocean Institute was established in 2009 by philanthropists Eric and Wendy Schmidt to catalyze the discoveries needed to understand our ocean, sustain life, and ensure the health of our planet. Schmidt Ocean Institute pursues impactful scientific research and intelligent observation, technological advancement, open sharing of information, and public engagement at the highest levels of international excellence. For more information, visit www.schmidtocean.org .

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Schmidt Ocean Institute launches new research vessel that will change the face of ocean exploration

• March 3, 2023

Founders Eric and Wendy Schmidt launch R/V Falkor (too), with an inaugural expedition, expanding capacity, capability, and science for ocean research and technology development globally.

Images and video can be  found here .

San Juan, Puerto Rico – Schmidt Ocean Institute launched today its newly refitted 110-meter global-class research vessel for use by scientists worldwide to dramatically advance marine science and push the frontiers of deep sea expedition.

Funded by Schmidt Ocean Institute founders Eric and Wendy Schmidt, the research ship,  Falkor (too) , will embark on a series of expeditions and be available to scientists and technologists globally at no cost in exchange for making their research and discoveries publicly available. The ship replaces Schmidt Ocean Institute’s previous research vessel, which was in service for a decade and hosted more than 1,100 scientists, discovered over 50 new marine species and underwater formations and mapped over half a million square miles of the seafloor.

“The ocean is our planet’s last frontier, and the opportunities for exploration are immense,” said Wendy Schmidt, co-founder and president of Schmidt Ocean Institute. “ Falkor (too)  will make it possible to welcome more scientists aboard and to take them further and deeper into our unknown ocean, making possible a new and wondrous decade of discovery.”

The ship’s inaugural science expedition will explore one of the world’s most extensive underwater mountain chains–the Mid-Atlantic Ridge. More than 20 scientists will study hydrothermal vents–hot springs on the ocean floor made by underwater volcanoes. The scientists will examine lost city vents–older hydrothermal towers made of limestone–that have a chemical makeup thought to be most similar to when life began on earth. The microbes living on these vents could provide insight into the conditions that facilitated life’s origin.

An impressive seven-deck vessel,  Falkor (too)  will offer scientists a modular platform to conduct almost any research at sea with a 105-square-meter main laboratory in addition to seven other at-sea laboratories. The ship also features a 150-ton crane, two moonpools, equipment for high-resolution ocean depth mapping – which will contribute to a global effort to map the entire ocean floor by 2030, a microplastic water flow-through system, and 960-square meters of aft deck space for interdisciplinary ocean research and exploration.

“The ocean has always needed a moonshot,” said Eric Schmidt, co-founder of Schmidt Ocean Institute. “ Falkor (too)  embodies that ambition, bringing together breakthrough technology and the global marine science community to explore the furthest reaches of our world. This is a very big moment for us, for the oceans and for the future of science.”

The ship refit was performed at Freire Shipyard in Vigo, Spain, with sea trials taking place off Puerto Rico. In addition to the scientific and technical capabilities, the vessel is also outfitted with 98 berths, allowing for even more participation in expeditions by scientists, technologists, students, media, artists, and community leaders.

With a purpose of boldly exploring the unknown ocean, Schmidt Ocean Institute focuses on global scientific understanding of the ocean while recognizing the importance of addressing international inclusivity. Schmidt Ocean has released its  expedition plans for the next decade , with each year dedicated to a specific region of the ocean.

“This global state-of-the-art research vessel will build upon Schmidt Ocean Institute’s legacy of supporting the research that has led to numerous discoveries of marine species and sea floor features,” said Jyotika Virmani, executive director of Schmidt Ocean Institute. “After 17 months undergoing an extensive scientific refit, this ship has been transformed into a magnificent asset for ocean exploration, and we are eagerly looking forward to a new era of marine science and discovery.”

Schmidt Ocean Institute, founded in 2009 by Eric and Wendy Schmidt, began its exploration of the seas with R/V  Lone Ranger , the precursor to R/V  Falkor . The model of offering a state-of-the-art research vessel at no cost to scientists was revolutionary in marine science philanthropy when  Falkor  launched in 2013, and Schmidt Ocean spent the last decade building an extensive portfolio of discoveries and scientific accomplishments in collaboration with the global scientific community.

In 2021, Schmidt Ocean acquired the M/V  Polar Queen  and began its metamorphosis from an offshore industry vessel to a scientific research vessel. Built in 2011,  Falkor (too)  is 30 meters longer and 30 years younger than the original  Falkor , which was  donated last March  to Italy’s National Research Council (Consiglio Nazionale delle Richerche).

About Schmidt Ocean Institute:

Schmidt Ocean Institute was established in 2009 by philanthropists Eric and Wendy Schmidt to catalyze the discoveries needed to understand our ocean, sustain life, and ensure the health of our planet. Schmidt Ocean Institute pursues impactful scientific research and intelligent observation, technological advancement, open sharing of information, and public engagement at the highest levels of international excellence. For more information, visit  www.schmidtocean.org .

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Observation Platforms: Vessels

Vessels are arguably the most critical element in any ocean-going venture. Once a ship leaves the safety of its dock, it is an island unto itself on the open seas, its crew at the mercy of the waves. Any ship, from a 15-foot sailboat to a 1,500-foot tanker, must carry all of the food, water, fuel, and equipment that its crew will need to live safely for the duration of the journey.

In the case of research vessels, such as those highlighted here, the ships must also be equipped with special tools and technology that allow scientists to explore ocean environments. Research vessels are highly advanced mobile research stations, providing stable platforms from which explorers can deploy equipment, divers, and submersibles. In addition, these vessels carry state-of- the-art electronics, computers, and navigational and communications systems.

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How to turn your superyacht into a scientific research vessel

Want to support ocean conservation and help scientists understand our oceans? Oliver Steeds, CEO of Nekton, outlines the changes you can make to your boat today to turn it from a superyacht to a marine science research vessel... 

“Citizens of the world…. We are running out of excuses to not take action and running out of time… The time to act is now”. April 2019. President Danny Faure of Seychelles was hundreds of feet below the ocean’s surface in a two-person research submersible on Nekton’s First Descent mission broadcasting live to the world. It was the first subsea presidential address and became the biggest news story of the day globally.

Whilst this submersible was launched off a research vessel, the same Triton submersibles and larger models are being launched off more and more yachts. For scientists, conservationists and ocean explorers, yachts – and sometimes these submersibles – are often the gatekeepers of the ocean. Few have the pass to enter.

The ocean remains the least-explored part of our planet. It is our last great frontier. We know the largest waterfall on Earth is underwater along with the largest mountain range and the majority of volcanic activity.

We know there are over 100,000 seamounts, or undersea mountains, greater than 1,000 metres and that only a handful have ever been visited, let alone biologically sampled. And whilst the average depth of the ocean is over 4,000 metres, the majority of life below 200 metres glows. Over 90 per cent of biodiversity, 3.7 billion years of our evolutionary heritage, remains to be discovered.

The ocean is our planet’s life support system. It regulates our climate, provides food security for billions and essential medicines including the first diagnostic tests and treatment for Covid-19. The ocean produces over half of our oxygen, captures most of our anthropogenic heat and is the largest carbon store on our planet.

But rather than supporting life on Earth, the ocean itself may soon need to be put on life support. It remains the least-protected part of our planet, and only 2.5 per cent of the ocean is currently highly protected. Increasingly, scientists, climate change experts and governments are calling for 30 per cent protection by 2030. There’s much work to be done.

Sadly, too many still have their heads buried in the sand. But marine scientists are pushing back the boundaries of knowledge, which is crucial because we can’t protect what we don’t know.

“With endurance to operate in coastal or remote locations, diving capability, tenders, small cranes and accommodation, the private yacht fleet can provide access to the sea to enable and empower marine scientists to work on the frontlines of our changing planet,” explains Mike Pownall, Nekton’s head of marine operations and a veteran of planning, implementing and leading complex offshore and subsea operations.

With a bit of deck space, autonomous underwater vehicles, small “suitcase ROVs” (remotely operated vehicles), drop cameras or baited cameras, sensors, hydrophones and buoys, even water collection systems can all be readily deployed and recovered. Add a slightly larger crane and you can deploy submersibles, and even a larger ROV if the vessel can hold station.

Research teams vary in size, from one up to a dozen or more depending on the goal. Without too much bother, critical research can be undertaken on ocean transits, whilst wildlife and surface observations, coral reef research or a vast range of physical, chemical and biological research activities can all be achieved at most locations visited by yachts.

With more available deck space, a modular or containerised system can be considered to house diving systems, submersible operations or even a laboratory.

Utilising a larger tender or the main yacht – with a hull mounted or “over the side” pole mount multibeam echosounder – owners can map the uncharted depths and discover new subsea mountains, trenches, ridges and features and even name them in perpetuity. Yachts can also be the stewards or sentinels of the sea. With meteorological logging equipment, yachts can provide vital data to inform weather and climate science.

“From the design phase up, yachts often have extraordinary capabilities built in that can have dual use for owners and scientists,” explained Andrew Winch , a leading yacht designer. “From power systems to isolated air conditioning in specific rooms through to, more obviously, the tenders and diving equipment, if you can be flexible and adaptable, the opportunities are endless.”

In simple terms, it is all relatively straightforward. There are thousands of marine scientists who have vital research that needs to be undertaken at sea. All it takes is the willingness from yacht owners to invite scientists onto their vessels. Yachts for Science has been set up to be the match-makers – a partnership between the marine research institute Nekton and BOAT International , Arksen and the Ocean Family Foundation. 

We can all do our bit. Will you?

To help, here’s an introductory guide to the yacht requirements for a range of different research activities along with what more can be done with a few additions or discreet tweaks.

Internal workspace

Scientists will need some sort of workspace, the size of which will vary depending on their research activities. Some simple aspects could be considered:

• A dry lab with work surfaces for equipment
• Computational infrastructure: networking for laptops, capability to receive GPS and Gyro feeds from the bridge, additional monitors for survey and video analysis
• Storage for equipment and, if samples are being collected, then a standard refrigerator (four degrees) and freezer (minus 20 degrees) and a smaller specialist minus-80-degree freezer are all helpful

External workspace

A number of aspects can easily make deck space functional to allow “plug and play” adaptability for scientists, including:

• Deck power – multiple ports in operational areas
• Fresh and saltwater connections
• Deck space (variability determines size of research equipment that can be deployed)
• “Wet Lab” – if sample collection is required (could also be an internal area with direct access to the deck)

For near shore or coastal operations, a yacht or tender can act as a dive-support base with supply from shore of equipment or divers. Expect scientists to bring their own personal dive gear. To operate further afield, diving capability could include:

• Equipment: Compressor, tanks, repair kits, spare kits, weight, buoys, freshwater basins to rinse equipment, drying/storage area
• Safety: Oxygen kits, diving-specific first aid
• For technical (TEC) diving, below 30 metres: specialist compressors, Nitrox and Trimix makers, recompression chamber and other equipment will be required. On the plus side, technical divers usually bring their own equipment

Submersible operations

Increasing numbers of large yachts have submersibles, and different models from Triton, U-Boat Worx or Seamagine could all be considered. Cranes and support equipment vary for different types of submersibles and depend on sizes ranging from 2.5 tonnes (two persons, 100 metres), 4 to 5 tonnes (three persons, 500 metres), 8 tonnes+ (three to seven persons+, depths from 300 to 1,000 metres). Key functionality to support submersible operations include:

• Workbench, tools, HP oxygen bottles, storage (spares etc.), high-pressure air compressor, battery charging, tracking and underwater communications systems and a retractable awning to cover the submersible (equipment provided by sub supplier)

Cranes and winches

For the deployment of oceanographic equipment, deck space, crane and electric winch capability – often in combination with RIBs and tenders – define what is possible and can enable the utilisation of:

• Towed nets (hand deployed/recovered)
• Baited remote underwater video (BRUV) and/or baited drop cameras
• Remotely operated vehicles
• AUV’s (autonomous underwater vehicle), ASVs (autonomous surface vehicle), gliders
• Small “metocean” (meteorological and physical oceanography) monitoring equipment for short or long-term deployments – such as weather buoys, tide gauges or current monitoring devices
• CTD (with hydrographic deck winch) for water chemistry research

Increasing specifications

A-Frames, hydrographic winches, hydraulic deck cranes, dynamic positioning, hull mounting of specific equipment, removable sacrificial deck frames and worktops all increase the scale of research operations and activities

For more information, contact [email protected]

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What is a Research Vessel?

Research vessels fulfil an important need of carrying out research at the sea. As their titular reference indicates, these ships help in the detailed analyses and studies of the oceanic arena for various purposes. The construction and the structural composition of these kinds of ships are majorly customised to suit the operational needs. This type of vessels are designed and built in a manner to face the toughest environmental conditions at the sea.

The earliest known utilisation of a research vessel predates back to the mid-1700s when the well-known and well-regarded adventurer James Cook was commissioned to study about planetary movements, while being positioned in the Pacific Ocean. Though at that time the vessel employed was not officially accredited as being a research ship, the nature and the characteristics of the outlined project demarcated it to be as one of the pioneering vessels to be applied in the field of sub-water researching.

A research vessel can be utilised for myriad purposes and in diverse oceanic regions.

Some of main purposes of research vessels are:

• Seismic Surveys (carried out by Seismic Vessel )
• Hydrographic Survey
• Oceanographic Research
• Polar Research
• Fisheries Research
• Naval/Defence Research
• Oil Exploration

Research vessels are majorly employed in the remotely vast polar arenas for polar region research. The vessels that address the scientific and analytical needs of these regions are structured with special torsos that allow them to pave their way through the icy sheets and extreme weather conditions.

A research ship can also be employed to study the patterns of the marine life-forms occurring within various water zones. Researching ships that are thus used come equipped with the necessary piscatorial equipment to aid the process.

Researching vessels are also utilised in the offshore oil and gas excavation sector so as to enable better understanding of the sub-water crude and gas reservoirs. They are employed so as to determine the best suited area to install the necessary excavation riggings.

As a means to validate the maritime security of a nation, researching vessels are employed at the national level so as to find out about any chances of naval security breach or invasion

The domain of Oceanology also necessitates the utilisation of a research ship. Such a research undertaking involves studying of the oceanic weather and tidal conditions, monitoring the features of the oceanic water and studying the seismologic trends of the underwater geography.

Research vessels are also utilized by the fishing industry to carry out various types of researches such as fish finding, water sampling etc.

In the present times on account of the development in science and technology, even researching vessels have become quite advanced. It is also expected that in the future, the concept of researching ships will bear several more pioneering hallmarks.

Some famous Research Vessels:

Flip Ship – A Unique Research Vessel

G.O. Sars – An Advanced Research Vessel

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A NOAA ship has been anchored off Southport and Bald Head Island. Here's why.

Ships travel past Southport along the Cape Fear River all the time, and it's not uncommon to see crowds gather at the city's waterfront to get a look.

On Thursday, ship watchers were treated to something a bit different as the Nancy Foster, a National Oceanic and Atmospheric Administration (NOAA) vessel, anchored just offshore.

Here's what we know about it.

Why is the ship in the Southport area?

According to Keeley Belva, public affairs specialist for NOAA, the Nancy Foster "waiting out some weather."

"The ship has been working in the vicinity of Frying Pan Shoals doing habitat assessment related to some wind energy leases that were issued in 2022," Belva added.

Weather update: Risk of rip currents for NC coast as low pressure sits offshore

What kind of ship is it?

According to NOAA's webpage for the ship, the Nancy Foster was built in Louisiana and commissioned on May 10, 2004. Originally built as a U.S. Navy yard torpedo test vessel, the ship was later transferred to NOAA, which converted it to a research vessel.

What kind of equipment does it carry?

The webpage states the 187-foot Nancy Foster is equipped with "single beam and multibeam echo sounders as well as an echo sounder system for fish stock assessment," and it "carries a thermosalinograph - -a tool that measures water temperature and salinity -- and other technologies that allow scientists to sample water and sediment."

"The ship's dynamic positioning technology allows for more exact deployment of autonomous underwater vehicles and remotely operated vehicles," the webpage states.

It also is equipped with tow nets, carries four different small boats to conduct small boat operations, and has both "wet and dry laboratories as well as computers for data acquisition and analysis."

Where is its homeport?

According to the NOAA webpage, the homeport for the vessel is in Charleston, S.C.

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Professor Bernard Hibbitts

The United Kingdom Maritime Trade Operations (UKMTO) on Friday said that the Tutor, a Greek merchant vessel that was attacked by Houthi rebels, has been evacuated and left adrift in the Indian Ocean. The incident occurred on Wednesday when Houthi militants fired missiles at the cargo ship. The Iranian-backed Houthi militants have been attacking merchant ships linked to Israel since November 2023. The US and UK have responded through military strikes.

The US Central Command, in a press release at the time of the incident, said:

[…] Iranian-backed Houthis launched two anti-ship ballistic missiles (ASBM) from Houthi controlled areas of Yemen over the Red Sea. There were no injuries or damage reported by U.S., coalition, or commercial ships. Additionally one Iranian-backed Houthi unmanned surface vessel (USV) struck M/V Tutor, a Liberian flagged, Greek owned and operated vessel, in the Red Sea. M/V Tutor most recently docked in Russia. The impact of the USV caused severe flooding and damage to the engine room. This continued malign and reckless behavior by the Iranian-backed Houthis threatens regional stability and endangers the lives of mariners across the Red Sea and Gulf of Aden.

A spokesman for the Yemeni Armed Forces (YAF) released a press release following the attack on the Tutor, saying that the military operation targeting the Tutor ship in the Red Sea was due to the “company that owns it violating the decision” of the Houthi to “ban enemy entry” to ports.

The US Defense Intelligence Agency (DIA) released a report  Thursday, on the impact of the Houthi attacks on international trade. The report says that at least 65 countries have been impacted by the Red Sea attacks, with “at least 29 major energy and shipping companies” altering their “routes to avoid Houthi attacks”. It notes that the attacks are “compounding ongoing stress to global maritime shipping caused by interruptions at the Panama Canal due to drought” and endangering the lives of crew members. Moreover, “humanitarian relief for Sudan and Yemen is being delayed by weeks”.

In January, the UK and US sanctioned “key figures in the Houthi regime”, in a bid to “disrupt” Houthi militants’ ability to disrupt international trade through Red Sea attacks.

The Houthi declared on X that they will continue to act against Israel and prevent Israeli ships from “navigating Arab and Red Seas in solidarity with Palestinians”. Human Rights Watch commented in December that this is a war crime, highlighting that the ships targeted by Houthi are civilian ships.

Taking hostages is prohibited under international law, including under Common Article 3 to the 1949 Geneva Conventions , and is a war crime. Additionally , Yemen is party to “over 20 bilateral and multilateral investment treaties” which “offers protections to foreign companies”. The EU condemned the attacks, in December, as a violation of navigational rights and freedoms in waters. The statement underlined that the attacks threaten the movement of food, fuel, humanitarian assistance, and other essential commodities to destinations and populations all over the world.

In January, the UK released a joint statement on the attacks, stating:

[o]ngoing Houthi attacks in the Red Sea are illegal, unacceptable, and profoundly destabilising. There is no lawful justification for intentionally targeting civilian shipping and naval vessels. Attacks on vessels, including commercial vessels, using unmanned aerial vehicles, small boats, and missiles, including the historic first use of anti-ship ballistic missiles against such vessels, are a direct threat to the freedom of navigation that serves as the bedrock of global trade in one the world’s most critical waterways. We remain committed to the international rules-based order and are determined to hold malign actors accountable for unlawful seizures and attacks.

World Refugee Day

On June 20, 2001, the first World Refugee Day was celebrated.

Lizzie Borden acquitted of murdering her father and stepmother

On June 20, 1893, in New Bedford, Massachusetts, Lizzie Borden was found not guilty of the brutal axe murders of her stepmother and father. Learn more about Lizzie Borden and the trial that set her free.

Houthis Believed to Have Sunk Second Ship, the Tutor, in the Red Sea, UKMTO Says

FILE PHOTO: Sailors from the Dwight D. Eisenhower Carrier Strike Group assist distressed mariners rescued from the Liberian-flagged, Greek-owned bulk carrier M/V Tutor that was attacked by Houthis, in the Red Sea, June 15, 2024. U.S. Naval Forces Central Command/U.S. 5th Fleet/Handout via REUTERS/ File Photo

By Adam Makary, Jaidaa Taha and Lisa Baertlein

CAIRO/LOS ANGELES (Reuters) -Yemen's Houthi militants are believed to have sunk a second ship, the Tutor, in the Red Sea, the United Kingdom Maritime Trade Operations (UKMTO) said on Tuesday.

The Greek-owned Tutor coal carrier was struck by missiles and an explosive-laden remote-controlled boat on June 12 and had been taking on water, according to previous reports from UKMTO, the Houthis and other sources.

"Military authorities report maritime debris and oil sighted in the (Tutor's) last reported location," UKMTO said in a security update.

The Tutor's manager could not immediately be reached for comment.

One crew member, believed to be in the Tutor's engine room at the time of the attacks, remains missing.

The Iran-aligned Houthis have been targeting commercial ships in the Red Sea region since November, in what they say are attacks in solidarity with Palestinians in Gaza.

The UK-owned Rubymar was the first ship sunk by the Houthis. It went down on March 2, about two weeks after being struck by missiles.

The UKMTO's report of the suspected Tutor sinking comes a week after the Houthis seriously damaged that Liberia-flagged ship, as well as the Palau-flagged Verbena, which was loaded with wood construction material.

Sailors from the Verbena abandoned ship when they were unable to contain a fire sparked by the attacks. The Verbena is now drifting in the Gulf of Aden and vulnerable to sinking or further assaults.

Since November, the Houthis have also seized another vessel and killed three sailors in separate attacks.

The Houthi drone and missile assaults have forced shipping firms to divert vessels from the Suez Canal trade shortcut to the longer route around Africa, disrupting global trade by delaying deliveries and sending costs higher.

U.S. and British forces on Monday conducted airstrikes targeting Yemen's Hodeidah International Airport and Kamaran Island near the port of Salif off the Red Sea in what appeared to be retaliation for last week's ship attacks.

(Reporting by Adam Makary and Jaidaa Taha in Cairo and Lisa Baertlein in Los Angeles; Editing by Sandra Maler, Daniel Wallis and Matthew Lewis)

Copyright 2024 Thomson Reuters .

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Could spraying sea salt into the clouds cool the planet?

An experiment in Alameda, Calif. highlights the controversy surrounding research on altering the environment to cool the planet.

A city council meeting in Alameda, Calif. on Tuesday will take center stage in the global controversy over whether to try cool the planet by making clouds brighter.

Researchers at the University of Washington are studying a concept called “ marine cloud brightening ,” which aims to slow climate change by spraying clouds with sea salt. Salt particles help clouds form tiny, shiny water droplets, which reflect sunlight away from the earth before it can heat the planet.

In April, University of Washington scientists started testing a saltwater spraying machine on the deck of the USS Hornet, a retired aircraft carrier docked in Alameda. The city paused the experiment in May, citing health and environmental concerns — but outside consultants hired by the city later concluded the test doesn’t pose “a measurable health risk to the surrounding community.”

The Alameda experiment isn’t meant to “alter clouds or any aspect of the local weather or climate,” according to Sarah Doherty, a University of Washington atmospheric scientist who runs the university’s marine cloud brightening program. The scientists are only testing whether their salt spray machine works and studying how salt particles move through the air.

“Frankly, it was about as innocuous an experiment as one can do,” said Gernot Wagner, a climate economist at Columbia Business School who wrote a book on planet-cooling technologies, “ Geoengineering: the Gamble ,” and is not involved in the study.

The episode highlights the stiff opposition scientists face when they research anything related to geoengineering, a broad category of techniques that aim to manipulate the climate. Some environmentalists argue that these ideas could have dangerous, unpredictable side effects — and are a distraction from cutting carbon emissions, the most surefire way to avoid climate change.

“Geoengineering experiments, like the Marine Cloud Brightening project in the Bay Area, set a dangerous precedent and risk legitimizing a highly-speculative and harmful technology,” wrote Mary Church, who heads geoengineering advocacy for the Center for International Environmental Law (CIEL), an American and Swiss environmental nonprofit.

Environmental groups including the CIEL are calling on Alameda officials to end the University of Washington experiment . City council members will decide Tuesday whether the researchers can continue their study, which they hope to run for several more months.

What is marine cloud brightening?

Marine cloud brightening attempts to cool the planet by reflecting more sunlight back into space. Some scientists hope it could buy humanity more time to cut carbon emissions — or protect overheated ocean environments such as the Great Barrier Reef.

The fluffy, white tops of certain clouds act like a natural sunscreen for the planet; the water droplets and ice crystals within reflect 30 to 60 percent of sunlight that hits them, according to NASA. Geoengineering researchers believe they can make clouds brighter — and increase their cooling effect — by increasing the number of droplets they contain.

Since 1990, researchers have theorized they could do this by spraying clouds with sea salt particles , which give the moisture in the air something to glom onto so they can form water droplets, or ice crystals. This already happens naturally when ocean winds blow sea foam high into the air, but scientists believe they can amp up the process to noticeably lower the temperature underneath a cloud.

But scientists don’t have machines that can reliably spray sea salt particles at the right size and in the right quantity to alter clouds, making it hard to try this in the real world. The experiment in Alameda is meant to test a new salt spray machine to see if it works outside of a lab — and to study some basic physics about how particles move through the air.

Doherty stressed that the University of Washington researchers are not trying to brighten clouds in Alameda, but added that the experiment will help “study how clouds respond to particles … in the atmosphere and how this influences climate, including both the effects of pollution aerosols and the potential for brightening marine clouds to reduce climate warming.”

The shipping industry ran what amounted to an accidental test of the idea for decades, by emitting tons of sulfur dioxide into the atmosphere from ships’ smokestacks. The sulfur particles, like salt, helped form water droplets in clouds. When new rules forced the ships to stop emitting sulfur in 2020, ocean temperatures rose — largely because ocean clouds were no longer as bright , according to a study published last month in Communications Earth & Environment.

Australian researchers at Southern Cross University began a small experiment with marine cloud brightening near the Great Barrier Reef in 2020 but haven’t published conclusive results.

Why is marine cloud brightening controversial?

Some environmental groups oppose marine cloud brightening and other geoengineering techniques because they worry altering planetary systems will have unintended consequences and give polluters an excuse to keep pumping carbon into the atmosphere.

More than 70 environmental nonprofits and activist groups wrote an open letter opposing this line of research last month. “Geoengineering our oceans is a dangerous distraction from the real solutions to the climate crisis and gives the fossil fuel industry a potential escape hatch while putting our oceans and coastal communities at serious risk,” they wrote.

Earlier this year, Harvard scientists gave up a decade-long quest to test a different geoengineering tactic that would involve releasing particles from a hot-air balloon high into the stratosphere to reflect sunlight. The researchers tried and failed to get approval to launch the balloon from Arizona, New Mexico and finally Sweden, whose government canceled the experiment under pressure from the Saami Council , which represents Indigenous groups in Finland, Russia, Norway and Sweden.

“There’s a fair number of people who think there shouldn’t be research [on geoengineering], and these early experiments have become a proxy battleground for this larger question about how to think about the development of these technologies,” said David Keith, who now directs the Climate Systems Engineering Initiative at the University of Chicago and used to be involved in the Harvard geoengineering experiment.

Local fights over small experiments like the one in Alameda are likely to define the future of geoengineering research in the coming years, Keith said.

“This generation is not likely to be the one that makes decisions about actually deploying these technologies,” he said. “Those will only get made in 20 years by the next generation. Right now, our only real choice is: Do we research them or do we not?”

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Seanergy Maritime Holdings Corp (SHIP) Rises Higher Than Market: Key Facts

Seanergy Maritime Holdings Corp ( SHIP Quick Quote SHIP - Free Report ) closed the most recent trading day at $10.72, moving +0.85% from the previous trading session. The stock's performance was ahead of the S&P 500's daily gain of 0.77%. On the other hand, the Dow registered a gain of 0.49%, and the technology-centric Nasdaq increased by 0.95%.

The company's stock has dropped by 11.64% in the past month, falling short of the Transportation sector's loss of 5.79% and the S&P 500's gain of 3.71%.

The investment community will be closely monitoring the performance of Seanergy Maritime Holdings Corp in its forthcoming earnings report. The company's earnings per share (EPS) are projected to be $0.70, reflecting a 288.89% increase from the same quarter last year. Simultaneously, our latest consensus estimate expects the revenue to be $41.01 million, showing a 44.76% escalation compared to the year-ago quarter.

For the annual period, the Zacks Consensus Estimates anticipate earnings of $2.60 per share and a revenue of $166.35 million, signifying shifts of +306.25% and +50.91%, respectively, from the last year.

Investors should also take note of any recent adjustments to analyst estimates for Seanergy Maritime Holdings Corp. Recent revisions tend to reflect the latest near-term business trends. Hence, positive alterations in estimates signify analyst optimism regarding the company's business and profitability.

Based on our research, we believe these estimate revisions are directly related to near-team stock moves. To benefit from this, we have developed the Zacks Rank, a proprietary model which takes these estimate changes into account and provides an actionable rating system.

The Zacks Rank system, ranging from #1 (Strong Buy) to #5 (Strong Sell), possesses a remarkable history of outdoing, externally audited, with #1 stocks returning an average annual gain of +25% since 1988. Over the past month, the Zacks Consensus EPS estimate has remained steady. Seanergy Maritime Holdings Corp presently features a Zacks Rank of #1 (Strong Buy).

Valuation is also important, so investors should note that Seanergy Maritime Holdings Corp has a Forward P/E ratio of 4.1 right now. This expresses a discount compared to the average Forward P/E of 7.55 of its industry.

The Transportation - Shipping industry is part of the Transportation sector. This industry currently has a Zacks Industry Rank of 83, which puts it in the top 33% of all 250+ industries.

The Zacks Industry Rank is ordered from best to worst in terms of the average Zacks Rank of the individual companies within each of these sectors. Our research shows that the top 50% rated industries outperform the bottom half by a factor of 2 to 1.

Be sure to use Zacks.com to monitor all these stock-influencing metrics, and more, throughout the forthcoming trading sessions.

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