Ballast water is great for stabilizing a ship in rough waters. Unfortunately, it is equally great at carrying all sorts of aquatic organisms across the world before releasing them into new ecosystems where many of them become problematic invasive species.

The cost of invasive species in the Great Lakes of North America have now reached $200 million a year and scientists predict that this number will increase sharply if the dreaded fish virus known as VHS manage to hitchhike its way into Lake Superior. Considering the number of international shipping vessels that arrive to this river system each week, it is probably just a matter of time unless drastic measures are put in place to stop the costly carrying of disruptive stowaways.

Is ballast treatment the solution?
On-board ballast treatment systems have been proposed by parts of the shipping industry as well as by many scientists, but so far, no one has been able come up with an efficient, cost-effective and safe solution that will work in both freshwater and saltwater. Researchers from the Lake Superior Research Institute* in Superior are now trying to change this.

“The question is how clean is clean? Zero would be great, but is it achievable?” asks Mary Balcer, director of the Lake Superior Research Institute.

Balcer, her research team and students at the University of Wisconsin-Superior are currently analyzing a long row of different solutions developed by private companies to see if any of them could help protect environments such as the Great Lakes from the threat of marauding newcomers.

The goal is to find a solution that will eliminate as many living organisms as possible before the ballast water is released. The treatment must also be safe for the ecosystem into which the water will be released.

Freshwater more demanding
Last month, researcher Tom Markee and several students tested using chlorine to eliminate organisms such as tiny worms, midges and water fleas growing in fish tanks in the university lab. Carrying large containers of chlorine on a ship is naturally dangerous, so Markee and his team instead opted for a solution where the treatment system produces its own chlorine by exposing saltwater to an electric current. The goal for Markee et al is now to find the ideal dose of chlorine as well as make sure that the system works in different types of water.

“They’ve tested it in saltwater and it works fine, but when you get to harbors or a river system, that’s when it becomes less effective,” Markee explains.

Other examples of techniques that are being explored by the research institute are the use of ultraviolet light, ozone and even lethal inaudible sound.

Balcer says her research team hasn’t yet found any viable treatment system that would kill all the living organisms in a ballast tank, but she’s happy with the progress that’s been made.

“Everyone’s behind getting the problem solved,” she says. Eventually we’ll be able to find something that really works.”

* Lake Superior Research Institute, http://www.uwsuper.edu/wb/catalog/general/2006-08/programs/LSRI.htm

North Carolina State University engineers have created a non-toxic ship hull coating that resists the build up of barnacles.

Barnacles that colonize the hull of a ship augment the vessel’s drag which in turn increases fuel consumption. After no more than six months in salt water, the fuel consumption of a ship has normally swelled substantially, forcing the ship owner to either spend more money on fuel or to remove the ship from the water and place it in a dry dock where it can be cleaned. Both alternatives are naturally costly, and for many years ship owners fought barnacles by regularly coating ship hulls with substances toxic to barnacles. Unsurprisingly, these substances turned out to be toxic to a wide range of other marine life as well, including fish, which caused most countries to ban their use.

Ships are not the only ones colonized by barnacles. In the wild, it is common to see barnacles attached to a wide range of marine species, such as whales and sea turtles. One type of animal is however usually free of barnacles: the sharks. Unlike the smooth-skinned whales, sharks tend to have rough and uneven skin, and this might prove to be the salutation for ships as well.

The new hull coating created by Dr. Kirill Efimenko, research assistant professor in the Department of Chemical and Biomolecular Engineering, and Dr. Jan Genzer, professor in the same department, contains nests of different-sized “wrinkles” which makes the surface rough and uneven, just like the skin of a shark.

The wrinkly material was tested in Wilmington, N.C and remained free of barnacles after 18 months of exposure to seawater. Flat coatings made of the same material were on the other hand colonized by barnacles within a month.

“The results are very promising,” says Efimenko. “We

are dealing with a very complex phenomenon. Living

organisms are very adaptable to the environment, so

we need to find their weakness. And this hierarchical

wrinkled topography seems to do the trick.”

Efimenko and Genzer created the wrinkles by stretching a rubber sheet, exposing it to ultra-violet ozone, and then relieving the tension, causing five generations of “wrinkles” to form concurrently. After that, the coating was covered in an ultra-thin layer of semifluorinated material.

As reported earlier here and here, the retired 523-foot military vessel “Gen. Hoyt S. Vandenberg” was scheduled to be sunk this month to become an artificial reef off the Floridian coast, and we can now happily report that everything has gone according to plan.

After being slightly delayed last minute by a sea turtle venturing into the sinking zone, Vandenberg was successfully put to rest roughly 7 miles south-southeast of Key West at 10:24 a.m., May 27.

Once 44 carefully positioned explosive charges had been detonated, Vandenberg gracefully slipped below the water’s surface in no more than 1 minute and 54 seconds. It is now resting rightside-up on the sea bottom at a depth of roughly 140 feet (43 metres) in the Florida Keys National Marine Sanctuary.

Divers and other underwater specialists are currently surveying the ship to make sure it is safe for the public to explore. Hopefully, Vandenberg will open up for public diving by Friday morning.

Over 20 cameras were mounted on the vessel to capture images of it descending into the blue, cameras that are now being retrieved by an underwater team.

Vandenberg is the second largest vessel ever intentionally sunk to become an artificial reef. In 2006, the 888-foot long USS Oriskany, also known as CV-34, was sunk in the Gulf of Mexico, south of Pensacola, Florida.

According to the treasure hunting company Odyssey Marine Exploration, fishing trawlers are destroying wrecks by snagging them with nets and cables, dragging objects and gradually tearing the ships apart.

An example of the damage trawlers can cause is the wreck of HMS Victory, a British warship sunk in the English Channel in 1744. Trawling nets and cables have become entangled around cannon and ballast blocks, and three of the ship’s bronze cannons have been displaced. One of them, a 42-pound (19 kg) cannon weighing 4 tonnes, has been dragged 55 metres (180 feet) and flipped upside down. Two other cannon recovered by Odyssey Marine Exploration last year show fresh scratches from trawls and damage caused by friction from nets or cables.

“We know trawlers work the Victory site because one almost ran us down while we were there,” says Tom Dettweiler, senior project manager of Odyssey Marine Exploration.

“It turns out that Victory is right in the middle of the heaviest trawling area in the Western Channel,” says Greg Stemm, chief executive of the company. “We were shocked and surprised by the degree of damage we found in the Channel, he continues. “When we got into this business, like everyone else we thought that beyond 50 or 60 metres, below the reach of divers, we’d find pristine shipwrecks. We thought we’d be finding rainforest, but instead found an industrial site criss-crossed by bulldozers and trucks.”

While surveying 4,725 sq miles (12,300 sq km) of the western Channel, Odyssey Marine Exploration found 267 wrecks, of which 112 showed evidence of being damaged by bottom trawlers. That is over 40 percent.

The English Channel has been a busy area for at least three and half millennia and was thought to be littered with wrecks. In these fairly cold waters, wooden ships tend to stay intact for much longer periods of time than they would in warm tropical regions. Strangely enough, Odyssey Marine Exploration found no more than three pre-1800 wrecks when surveying the area using modern technology sensitive enough to disclose a single amphora. According to historic estimations, at least 1,500 ships have been lost in these waters so finding no more than three pre-1800 wrecks calls for further investigation.

Odyssey Marine Exploration blames bottom trawlers for the lack of wrecks. “The conclusion and fear is that the vast majority of pre-1800 sites have already been completely obliterated by the deep-sea fishing industry,” says Sean Kingsley, of Wreck Watch International, the author of the Odyssey report.

Odyssey Marine Exploration is the world’s only publicly-listed shipwreck exploration company and critics argue that these American treasure hunters are overstating the damage for their own gain.

“You have to ask why Odyssey is doing such a study,” said Robert Yorke, chairman of the Joint Nautical Archaeology Policy Committee. “They want to pressurise the UK Government to allow them to get at the wreck . . . the Victory hasn’t disappeared since 1744; it’s not going to disappear tomorrow.”

The Ministry of Defence has jurisdiction over warships’ remains and it has asked English Heritage for an assessment of the threats to the site. English Heritage has a policy of leaving shipwrecks untouched on the seabed unless a definite risk can be shown.

After a 1,100-mile voyage and more than ten years of planning and acquiring funding resources, the ex-military ship Gen. Hoyt S. Vandenberg finally arrived in Key West this Wednesday.

The ship is scheduled to be sunk sometime between May 20 and June 1 and will eventually form the second largest artificial reef in the world. The ship will rest some six miles south of Key West in 140 feet of water in the Florida Keys National Marine Sanctuary.

“We’re all pretty excited here in Key West and particularly in view of the fact this is going to be the second largest artificial reef in the world,” said Key West City Commissioner Bill Verge, who is serving as a project liaison between the city and various state and federal agencies.

“One of the big products that we make here is happy vacations,” said Joe Weatherby who conceived the project some 13 years ago. “And we feel that this artificial reef is the world’s best product ever produced for scuba diving. People are going to come from all over the world to dive this, but this product also has been designed so we can offer it to glass bottom boat riders, snorkelers or new divers as well as advanced divers, it holds interest for all of them.”

The Vandenberg is now undergoing final preparations before the scuttling and is for instance fitted with several hundred big holes along its decks and sides to prevent it from falling over as it sinks. The ship has already been ridded from potentially dangerous materials by two Norfolk, Va., shipyards who removed 71 cubic yards of asbestos, 193 tons of materials that contained potentially carcinogenic substances, 46 tons of refuse, 300 pounds of mercury-containing materials and 185 55-gallon drums of paint chips. The cleaning required 75,000 man-hours and used up 70 percent of the projects $8.6 million US dollars.

The artificial reef is becoming a reality thanks to the cooperation of a lot of different people and entities. It is funded by Monroe County, the Florida Governor’s Office of Tourism, Trade and Economic Development; City of Key West, U.S. Maritime Administration, Florida Fish and Wildlife Conservation Commission, Florida Keys & Key West tourism council, the National Oceanic and Atmospheric Administration as well as by industry and private donations. Banks that provided loans include First State Bank of the Florida Keys, BB&T and Orion.

As of now, you can find the Vandenberg docked behind the USS Mohawk at the East Quay Wall in Truman Annex Harbor. The USS Mohawk is a historic Coast Guard ship open as a floating museum.

History of the Gen. Hoyt S. Vandenberg

This ship has not always been known under the name Gen. Hoyt S. Vandenberg; it used to be a U.S. Army troop transport named the General Harry Taylor. In 1963 it got its new name, the Gen. Hoyt S. Vandenberg, as it began tracking the U.S. space program’s launches off Cape Canaveral. Vandenberg has also been used for monitoring U.S. defense missile test launches in the Pacific as well as eaves dropping on Russian missile launches during the Cold War. Its last active duty homeport was Port Canaveral in Florida, from 1976 to the ships formal retirement in 1983.

In 1983, the Vandenberg was moved to the James River Naval Reserve Fleet. Even though it had been formally retired, it was still kept in a state of readiness in case it would be needed again. Every six months, technicians would power up all its electronics and make any necessary repairs. It was kept like this for 10 years until it was formally struck from the naval register in 1993 and transferred to the Maritime Administration.

After this, the ship began a new life and did for instance serve as a Russian science ship in the 1999 movie “Virus,” where it played its part alongside Hollywood stars like William Baldwin, Jamie Lee Curtis, and Donald Sutherland.

A research boat used by the National Oceanic and Atmospheric Administration (NOAA), a federal agency charged with protecting the endangered North Atlantic Right Whale, collided with one of the whales off the Massachusetts coast this Sunday.

The NOAA vessel Auk was on its way back from a research journey when a Right Whale surfaced just 10 feet in front of the boat. The boat collided with the whale and the propeller cut into the animal’s left tail fluke. According to NOAA spokesman David Miller, the lacerations on the left tail fluke did not appear to be life-threatening. Researchers followed the whale for about 45 minutes after the accident and it appeared to be OK.

The accident highlights how difficult it is to avoid whale collisions and how we must work even harder to learn new ways of keeping these animals safe from boats. Even with the special precautions taken by NOAA vessels, the calamity still happened.

“To me, if it can happen to NOAA, it can happen to anybody,” said Regina Asmutis-Silvia, a Plymouth-based biologist with the Whale and Dolphin Conservation Society. “Therefore, everybody needs to up the ante and up their vigilance and take the issue much more seriously.“

Ship strikes are currently the major threat to the North Atlantic Right Whale (Eubalaena glacialis). This year, a record number of calves were born in U.S. waters, but the population still comprises no more than roughly 400 animals.

Time to announce a new WordPress Theme. This theme is nautical inspired and I rather like it. It is simple and ideal for any water or boating related blogs as well as historical blogs. The theme has been designed with Adsense and other ads in mind. It is very easy to activate the ads and the download includes info on how to do that. It will only display ads in the first 3 posts on each page. I hope someone will like it and end up using it. You can donwload this theme here

Official description: An elegant nautical inspired 3 column WordPress theme. The theme has two widget ready sidebars and gravatar support. The theme is coded using tables CSS coding and is SEO optimized. The theme has been designed to display adds on the first 3 posts to allow you to display Adsense ads on your and comply with Adsense TOS. The theme has a Bio box. The theme is fully compatible with the latest version of WordPress (2.6).

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