Category: University of Washington, School of Oceanography Page 4 of 7

Week 5 – New cruise, new crew members, and new objectives!

Question of the day!

What is the most active volcano in the Pacific Northwest?

Most people only consider land-based volcanoes like Mount Saint Helen or Mount Hood when thinking of volcanoes, but there is an underwater volcano that claims this title! It is Mount Axial, which has erupted 3 times in the last 25 years.

Mount Axial is located approximately 270 miles off the coast of Newport, OR and is one of the over 450 volcanoes that make up the “Ring of Fire”, which spans over 25,000 miles! This underwater “hot spot” last erupted in 2015 and has slowly been building up with magma and scientists are studying the seafloor changes to track and possibly detect when the next eruption will occur. This is where JASON comes in!

The objective is for JASON to transport and then set up scientific equipment at depths ranging from 1500-1600 meters. This project should only take around two weeks to complete.

Friday (6/17)

This morning the new crew members came aboard and as before, went straight to work!

Main tasks for today included:

• Tether cable termination (in the previous cruise there was some damage to the cable near JASON’s docking head).
• Once the cable was finished, a pull test was completed to ensure the cable termination was s+uccessful. This required rigging the cable up to the ship’s deck and applying approximately 18,000lbs of pressure with JASON’s crane/winch systems.
• The end of the day was spent regreasing the winch system and attaching the grated mesh fencing to the back of the system.

Saturday (6/18)

Much like the first cruise, this day was filled with basic prep tasks:

• Creating a layout of Jason’s basket (extendable/retractable front porch) to include collection boxes, empty crates, the slurp nozzle mount, and scientific equipment mounts. The empty crates were also prepped to hold knives on the sides which could be used for severing ropes, weighted plates that could be removed, and the temperature probe was also added to the basket layout.
• Filled the primary and auxiliary boxes.
• Bled the air out of the lines.
• Completed Pre-Dive procedures to test systems

Sunday (6/19)

Day of Departure!

• The rental manipulator arm was removed after an oil leak was observed during a check and a repaired manip-arm (which was sent out previously and just returned before the cruise) was attached.
• The first three hours was dedicated to strapping down and securing all JASON systems, equipment, and supplies to prepare for vessel launch. Anything that could potentially move needed to be secured.
• Zip-tie party time! JASON’s cables, wires, and connections were zip-tied to ensure total security. This is where we double and triple check to ensure electrical harness system is stable and secure.
• The thrusters, auxiliary and primary boxes, and comp systems were bled for air bubbles and will be bled multiple times over the next couple days. The ship’s movements will help shift any air bubbles to the top of the lines so by deployment day, the air will be completely expelled.
• Today we completed the Pre-Dive vehicle checks twice and will continue to complete until our first launch.
• At 6pm, the vessel left port and the 20hr transit began.

****On the way out I was able to perch up on the fourth level of the ship and spotted 3 orcas! I was hoping to have the opportunity to see a whale at some point and it took my breath away! At least, until I yelled to the crew on the deck so they could also witness this spectacular sight.

Monday (6/20)

Much of today was spent training. The new team leads walked through the Engineer and Navigator duties and responsibilities thoroughly. This JASON crew had 2 new individuals, and this would be their first cruise.

Afternoon tasks included:

• An all-crew fire drill. Everyone met in the main science lab with their float suits and life jackets and went over the steps of how to react to a fire on the ship and possible abandon-ship situations.
• Twp more Pre-Dive checks were completed and successful.
• Continued bleeding of JASON’s systems.

At midnight the first launch of the Nooner cruise was successful.

Tuesday (6/21)

Shift schedules began and I stayed on the 4-8am and pm shifts.

• 4-8am shift: co-piloting in the engineering position (engineering chair).

• I noticed while completing hourly checks that the Jetway Voltage output (which is always set to 105 volts) had jumped up to 113 volts.
• I manually decreased this back to 105 volts but within an hour, it began to increase again up to 108 volts.
• I again decreased the voltage and started checking every 5 minutes to ensure it did not continue to fluctuate.
• At 8am, the next shift started and the voltage issue was communicated and would be monitored.

• At 9:15 am, wake-ups were done to gather everyone on deck because we were recovering JASON.

• The voltage fluctuation continued after my shift and JASON lost power twice. Though it was restarted, the decision was made to bring JASON back on deck to address the issue.
• By 10:30, JASON was on deck.

• The Jetway voltage issue was due to the adjustable potentiometer knob and was repaired.
• JASON was relaunched at 2pm.
• 4-8pm shift: co-piloting as engineer chair.

Wednesday (6/22) (THIS WAS A VERY EXCITING DAY!!!)

• 4-8am shift: co-piloting as engineer chair and then……

I was able to pilot/fly JASON for a full hour. I then got to land on the seafloor at a depth of over 1500 meters and operate the starboard manipulator arm and retrieved a piece of pillow lava about 3.5 x 5 inches big.

• From 4-6pm I continued to co-pilot.
• 6-8pm was spent overseeing the winch and crane system while JASON was being recovered.
• At 8pm, JASON was back on deck and being serviced.

Thursday (6/23)

Early start to the day! We launched JASON at 4am and started a 4-day dive (as long as everything operates accordingly).

• 5-8am: co-piloting
• 4-8pm: co-piloting

The seafloor that JASON flew above is quite the sight! Layers of pillow lava, large crevasses that end in overspilling lava formations, and caved-in structures just amazed me! Absolutely stunning!

 

This week was filled with total amazement! I now have my lava rock sitting next to me as I write this and am considering how to get it back home with me. I am filled with gratitude and so thankful to MATE and WHOI for allowing me to be a part of this.

Tip of the week:

No map is better than a bad map. This may sound a bit silly, but it has been said a few times over the last few days. The navigation system has been going in and out, so when it tends to be “glitchy” and not display all of the data, we fly without it. If you were to operate with inaccurate readings and presume what is being shown is correct, catastrophe could follow! Especially in this environment. At one point, the seafloor went from 1547 meters up to almost 1450 meters! If you were to have insufficient navigation/mapping and set an auto course and depth, a collision would most definitely occur and potentially result in vehicle devastation. The 100-meter incline was abrupt, like climbing the side of a cliff. Though it was an unusual occurrence on this transit, it is a very real example of a possible event which could occur.

Hello!

After travelling to Oregon, and preparing Sentry on the docked ship for Friday/Saturday, on Sunday we left to go explore the Axial volcano in the Juan de Fuca ridge. Here we will be gathering depth and pressure measurements to compare to measurements from a few years ago. This should teach the geophysicists more about how volcanos systems work and possibly give them a hint of when the axial volcano will explode. 

As I am writing, Sentry is in the water and we are tracking her with DVL (a device which uses the doppler effect to get our position from the boat). We are also tracking Sentry with Wifflenav which uses acoustics and shows us where Sentry is in relation to the ground. Wiffle nav is the most reliable way to track Sentry in the water. I am on watch while Sentry is in the water from 7pm-12.

I have also been checking logs and reporting any errors to Sentry’s software guy, reading about serial and udp communications and playing with a homemade trigger board.

-Syenna

 

Week 4 – End of Escanaba Cruise and back to Port (6/10-6/17)

The last week of the Gartman Cruise finished off strong!

Thursday afternoon last week the team was unable to launch JASON due to weather conditions, but by Friday (6/10), it cleared up and we were able to launch at 2pm for a 12hr dive.

Friday – Monday (6/10-6/13)

Each day JASON was successfully launched, completed dive missions, and recovered. The samples obtained during this cruise met the scientific party’s objectives and the last dive was spent exploring a new area that had not yet been mapped.

During this time, no vehicle issues or malfunctions occurred so turn-over time from recovery to relaunch was minimal.

Monday (6/13), after recovering JASON at 9am, the ship began its voyage back to port and JASON crew member’s shifts adjusted back to 8am-5pm.

The afternoon was spent demobilizing JASON and prepping it for the next cruise.

Some tasks included:

• Draining the vehicle’s oils and prepping it for the next cruise.
• The front “basket” or “porch” area that held the sampling equipment was dismantled and cleaned.
• Washed down the vehicle to clean the saltwater off
• Tested hydraulic swingarm lines and found blockage issues, so then removed faulty lines.
• Secured vehicle for transit

Tuesday (6/14)

Today the demobilization/preparation continued with:

• Removing and cleaning all bio-boxes, side-arm boxes, and crates.
• Began cleaning the winch area (de-greasing everything) to prepare for land crew members to replace the wind-level motor
• Tested primary and secondary auxiliary lines, light cables and drained the boxes.
• Replaced cable fluids and bled air from lines.

At 3pm, the ship arrived in Newport and the crew were able to have the rest of the afternoon off to pick up rental cars, clean their bunks, and do laundry.

At 7pm, all the crew members (JASON, SENTRY, Science Party, Thompson Crew) met in town to celebrate together. We found an outdoor venue (covid protocols) and spent the evening reflecting on the trip.

Wednesday (6/15)

Demobilization/Prep continued with tasks such as:

• Removing and replacing the swingarm motors. (The swingarms are located on the starboard and port side of JASON) They house the bio-boxes (sampling boxes) and when triggered, the swing the boxes from underneath JASON to the front section, where the arm manipulators can open them, insert samples, and close them back up to preserve whatever was obtained. Then you trigger the swingarm to rotate back into its “home” position in JASON’s belly.
• Since the oil lines leading to the swingarms were found to have slight blockage, we replaced the lines and had to reroute, label, and secure them.
• Removed the grated fencing from the back of the winch system so the wind-level motor replacement could begin.
• Terminated JASON’s tether cable
• Began cleaning, organizing, and preparing specific parts/equipment for shipping back to WHOI’s office in Massachusetts.

This evening the JASON crew met at the top of Tsunami Hill and had an end-of-cruise barbeque. The team leads picked up a small grill and loads of food! For the last time this trip, the team worked together, and each person took a role in either preparing, cooking, organizing, overseeing, or taste-testing the buffet-style dinner. It was bittersweet to share stories and a lot of laughs with each other!

 Thursday (6/16)

This morning the crew members who are departing spent the morning packing their belongings, cleaning their berths and workspaces, and wrapping up loose ends.

The people who continue onto the next mission (myself included) prepare the hydro lab (JASON’s main work area) for the new crew members. The previous crew is scheduled to depart at noon while the new team arrives shortly after.

The boat’s crane system is being used to transport equipment on/off the ship and the winch wind-level motor is also being replaced, so crew are remaining inside to keep the deck clear unless instructed otherwise.

This first cruise I was able to accumulate:

• 20 days at sea
• Mobilization Days: 3
• Demobilization Days: 3
• Co-Piloting JASON (engineering chair): 57hrs
• Piloting JASON: 1hr

Tip of the week: Cutters/snips and a knife

• Seems like we are always applying and removing zip ties, cables, or ropes so I have found to always have a decent pair of cutters on you! As soon as you think you are done and put them away, you will find something else that needs to be removed. Specifically on this cruise, there was a brand-new pair of diagonal cutters, and everyone wanted them. It is quite satisfying to be the one who obtained them for the day, and the ease of snipping away zip ties without struggle was coveted by all.
• Having a good knife is especially handy for this line of work! When you have to secure and remove lines non-stop, having one that clips to your side is more convenient and saves a lot of time!

Hey guys!

My name is Syenna and I am a junior in ocean engineering and computer science at Virginia Tech.

Ocean exploration is my dream job after reading 20,000 Leagues and then proceeding to obsess over deep sea fish and submarines since. 

Something rememberable about me for you all:

• I drag race submarines 
• I have a tortoise named thortoise

Looking forward to having you guys read along on my ocean robotics journey this summer.

Week 3 (6/4-6/10)

Saturday (6/4)

Today the R/V Thompson went back to shore to drop off a member of the scientific party. The trip back was approximately 14 hours, and as soon as the “drop off” was concluded, we were on our way back to the mission site.  

During this time, the JASON crew had extra time to work on miscellaneous tasks such as:

• Rewiring the Brow pan/tilt Camera. It spontaneously will refuse to pan for one shift, but then be completely operational for the next. This camera is perched at the central top of JASON’s “face”.
• We also replaced the connections from the motor-control pods to the thrusters. The previous dive ended when three thrusters had to be disabled due to grounding issues. JASON was able to still operate with two thrusters down, but when the third became problematic, the dive was aborted, and JASON was recovered.

Sunday – Thursday (6/5-6/9)

Each day JASON was launched and recovered within 20 hours. The launch and recovery procedure takes approximately 30 minutes to have JASON deck-to-water and vice versa. It is the ascent and decent of 3200 meters that usually takes around two hours. While the rise or dive is being initiated, the pilot and navigator stay in the motor-control van, while the engineering member is on Winch Watch.

This week’s dives have all been successful with no issues and all desired samples were obtained.

Thursday evening the weather was too severe for another launch, so it was postponed until

Friday(6/10) afternoon at 2pm.

This week was especially exciting not just because of the success of the dives, but I was able to pilot JASON for a portion of the dive on Tuesday (6/7). I was surprised how stable JASON was when maneuvering around the area. A big difference from the smaller observation ROVs that I have flown in the past. Though it was a shorter dive, it was one of the most exciting moments I have ever experienced!

What extra time I had this week was spent learning different hydraulic fittings. I was even quizzed on them later in the week.

We only have a few days left on this cruise, so the team will try and get in as many dives as possible before we head back to port. I am lucky enough to remain on the vessel and accompany the next cruise, which will go until July 2^nd.

This week’s tip: Napping & Rain Gear

On a cruise such as this with the different shift times, you will most definitely want to become accustomed to napping. Some days that may be the only sleep you get. If recovery and launch times fall in between your shift, then a few naps are what you will get. But after a couple days of this reoccurring, your shift leader will work it out to where you can take a whole 6–7-hour sleep time.

Also, if you are to venture out on a project like this, make sure you bring rain gear. Even if it is not raining, it comes in handy! When recovering JASON, you complete post-launch checks which require you to climb up into the vehicle. And you WILL get soaked! I brought a pair of water-proof bibs, so those have been quite beneficial for this endeavor.

The second week of work has been quite the challenge.

Due to weather conditions, JASON was unable to safely deploy on Saturday (5/28). This hiatus gave extra time to train in the Control Van. That is where the magic happens! There are twelve screens that allow us to see and operate all of the camera angles on the ROV, JASON’s hydraulic pressures and sensors, wench diagnostics, navigation settings, sonar displays, and so much more! To monitor and operate JASON while diving, it takes three people.

The pilot sits in the center, where they have the best views of all the screens. The Navigator sits on the left and is responsible not just for the navigation of JASON, but also the R/V Thompson. They also document the target points and locations as well. Lastly, the Engineer Tech sits in the right chair (this is where I will be). I will be responsible for maintaining, operating, and overseeing all of JASON’s hydraulic equipment such as:

• Thruster Comp Pressures                            
• Main Comp Pressures
• Manipulator sensors
• Camera settings and positioning
• Ground Fault alarms
• Basket (front retractable porch), slurp (suction system for retrieving samples), side sample bio-boxes, niskin sampler triggers, etc.
• I also am able to help operate the manipulator arms as needed by the pilot
• Completing hourly checks of all temperature and pressure levels, alarm systems, and reacting to every alarm that may go off.
• Tether management

I would be lying if I said I was not nervous, but the WHOI team training me are so helpful and insightful and I have no doubts they will support me the whole time.

The rest of today was spent rebuilding the sampler MAJORS from last week. These devices, when triggered, retract, and suck up whatever water or sediment they are inserted into. I ended up replacing the inner seals because they were worn and had a build up of gritty residue on them.

I also lead the Pre-dive check for the vehicle, which consists of over forty-five checks ranging from:

• Upper Vehicle & LARS checks
• J-Boxes & Comps
• Powering Up the vehicle/devices
• Laser & Light testing
• Thruster checks
• Hydraulics
• Manipulators
• Misc. checks like vehicle safety vests, securing inner cables/wires, etc.

Sunday (5/29)

First JASON dive is a go!  

– Completed Pre-Dive checks.                                                  

– Secured and arranged sampling tools inside JASON’s front porch/basket.

– Added front weighted plates and rear weighted bricks that can be removed during the dive.

JASON was successfully launched at 11 am.

For my 4-8pm shift, I sat in the Engineering Tech seat in the Control Van and was witness to the amazing capabilities of JASON. This vehicle is capable of unbelievable things, but it is the crew that makes it possible. The dive was successful with its decent and sample collection at over 3200 meters, but towards the end of our shift, it was noted that JASON’s Thruster Comp levels plummeted from 9 to 0.5, and the decision was made to recover the vehicle.

It takes almost two hours for JASON to get to the surface, but only 40 minutes to get him safely back and secured on the vessel. The team removes all 38 tether floats (which are quite large and heavy). One person ropes off the cable to bring it closer to the side of the vessel, another holds the float ropes to secure it and one last person unlatches the lock. With the crane operator timing the retracting carefully, it only takes minutes to clear the cable and finish the recovery.

It would be too long to list off everything that happens with each of these tasks, but I can tell you that everyone has several responsibilities, and each one is vital to mission success.

Monday (5/30)

4-8am shift:

• JASON investigation revealed possible water seepage into one of the thruster lines. Cleared and bled thruster lines.
• Pre-Dive checks at 6am
• JASON launch at 8am

• Unfortunately after securing all of the tether floats onto JASON’s cable, a thruster alarm triggered and JASON was brought back onto the vessel.
• The day was spent replacing the vertical thrusters and trouble shooting cable issues.
• Though my shift is scheduled 4-8, when JASON is down, everyone is working. We spent the whole day triple checking all of the adjustments and hope tomorrow’s dive is successful.

Tuesday (5/31)

• 12 – 1am – JASON was deployed.
• Both 4-8 shifts were completed in the Engineering Tech position.
• Sample collection was successful and JASON operated without issues.
• Some of the sampling tools did not perform as expected, so it was noted and will be addressed upon recovery/ post-dive.
• 8pm – JASON was recovered and secured on deck.

Wednesday (6/1) – Friday (6/3)

• JASON was launched each day and successfully completed sample collection objectives.
• The normal dive time was approximately 20 hours each dive.
• Trouble shooting and repairs were completed during post and pre-dive times.
• The brow pan/tilt camera suffered ground fault issues and was replaced.
• The thruster control pods for the vertical thrusters were disassembled, cleaned, repaired, and reattached.
• All lines were continuously bled for air and the junction boxes \checked for water leakage.

This week’s lessons:

• Oil pads are lifesavers! (We call them diapers) While replacing thruster lines, camera lines, whatever lines…they are all filled with either royal purple (an oil) or mineral oil. Even with clamps, sometimes the amount of oil lost can be substantial. So plan ahead, layout a “diaper” to collect whatever oil may spill. Clean everything!
• I was able to diagnose a thruster connector leak by making sure to clean the area after replacing the vertical thruster.
• Be meticulous. Ask questions. Double and triple check everything. Have someone else check your work. Good practice!

Talk about hitting the ground running!

Monday (5/23) the JASON team boarded the R/V Thompson at 8am, dropped our duffels/suitcases in the main lab area and went to work!

First order of business was unwrapping the vehicle and rinsing it down, while checking to ensure everything was undamaged.

The primary goal of my first day was to disassemble, clean, and reassemble six Majors (water sampling systems). Once finished, we attached the handles but later detached them for the testing and training phase.

 (Pic of Major) without handle or nozzle  

We then trained a member of the research team how to:

• Operate, test, and empty the Majors
• Attach the Major handles and nozzles

Vehicle checks were then completed. Half of the team was up in the control van while the other half was outside with the vehicle.

The second day (5/24) was spent creating a layout of Jason’s basket (extendable/retractable front porch) to include collection boxes, empty crates, and sampling equipment mounts.

All had to be securely fastened down but we also needed to create a system was so the milk crates containing equipment and samples could be removed by the research team members and easily reattached as needed.

Vehicle checks were then initiated and completed.

At the end of the day, a line test was completed to test the JASON tether and backup cable system.

Day three (5/25) started off with attaching the slurp collector (sediment/soil sampling nozzle) to its collector hose. This attachment was completed using hose clamps and heat sinks.

Team members then began filling JASONS’s oil chambers, checking all hoses and primary/auxiliary boxes for air bubbles. The goal was to bleed out any air in JASON’s systems (which there are many!).

Towards the end of the day, the thrusters, manipulators, and hydraulic oils were also topped off.

Day four (5/26) was departure day!

The first three hours was dedicated to strapping down and securing all JASON systems, equipment, and supplies to prepare for vessel launch. Anything that could potentially move needed to be secured.

All of JASON’s cables, wires, and connections were zip-tied to ensure total security.

The thrusters were again bled for air bubbles and will be bled multiple times over the next couple days. The ship’s movements will help shift any air bubbles to the top of the lines so by deployment day, the air will be completely expelled.

The afternoon was spent rigging a base for the Fluke Temperature Probe to sit at the front port side of JASON’s porch in front of the collection crates. This will be used by JAONS’s manipulator arms to measure temps inside hydrothermal vents. The maximum temp this probe is rated to is 500 degrees Celsius.

Vehicle checks were initiated and completed. (This time I was able to be inside the control van)

Throughout today, fire and safety drills were executed, and all crew members met in designated parts of the vessel with their life vests and float suits to discuss steps in case there was a fire or if the ship was sinking.

The end of day was spent securing a location for a “Mapper” tool that a research team member requested be attached to the vehicle. It was positioned on the top front, starboard side of JASON, above the starboard manipulator. Once finished, team members bled out the starboard manipulator arm. (This arm was attached the day before. It is a rental arm, used for this mission while the previous one is being repaired)

Day five (5/27) is zip-tie fiesta day! You can not have enough zip ties. That is the number one rule.

Especially with JASON, if any cord or cable is not sufficiently secure, it can loosen and possibly end up in a thruster, which means disaster! So most of this morning is double checking everything.

The port side manipulator was then bled and checks were completed to ensure all air has been evacuated.

At lunch time, the team goes on break and after lunch, shift times begin.

The shifts for this mission are 4 hours on and 8 hours off. But if something breaks, everyone is working.

For example, my shift is 4-8 every morning and night. A major rule: Start your shift 15 minutes early. This gives time for the previous shift to update you on what has happened and what needs to be done.

I begin my 1^st shift in approximately 2 hours.

So far this experience has been absolutely thrilling.

Hands-on, always busy, and always working. Everyone works together efficiently and as soon as someone if finished with a task, they jump right into another or ask how they can help. If you have questions, a team member is there to graciously help explain, train and teach you how to get something done. I cannot wait to see what tomorrow brings!

* I will try to upload more pics next post, the data is limited on this trip so this is all the time I have today!

Well hello and good evening from Traverse City, Michigan!

I actually just completed my PCR Covid test and now am organizing all of my clothing and supplies into my large, dusty blue duffel bag. The last two weeks I have been diligent in maintaining safeguards to remain as healthy as I can before departure. 

I am filled with gratitude and excitement to be partaking in this amazing opportunity. Maria (MATE Internship Coordinator) and Kevin Kavanagh (from WHOI) have been wonderful in sending me lists of suggested items to pack, reminders, and tid-bits of valuable information to better my preparedness. This is my first internship in the Marine Technology field and I could not be more thrilled to watch, learn, and work alongside the WHOI team members. I was also invited to join the ROV JASON team’s weekly zoom meeting and that has been helpful to begin engaging with these individuals who will be mentoring me throughout the next 6 weeks. 

Tomorrow I fly out to Portland, Oregon, then Sunday will travel to Newport, and finally get to board the R/V Thomas G. Thompson on Monday (pending negative covid tests). That will be my new “home” for the following 6 weeks.

 **** Here is my dog, Emma!

I cannot imagine what different things await me and am looking forward to each and every one of them. 

 

 

The heat and humidity rise as we approach the equator. The water is unbelievably warm, pushing 30 C (thirty is hot, twenty is nice, ten is cold, zero is ice) some days. Its color is a deep, clear blue: indicating oligotrophic waters, which lack the nutrients for much life to thrive. Still, flying fish scatter in all directions as the ship plows forward and kicks their flight response into full gear. Amber fronds of sargassum float by, patches growing larger and becoming more frequent with each passing day. 

 

For the past decade or so, sargassum has bloomed in unprecedented amounts. It coagulates in massive mats (large enough to spot with satellites) that float along the warm, equatorial current and land on some unlucky beach in their path. Mounds build up and begin to rot, releasing sulfuric gas as they decompose, thus uprooting beachgoers and disrupting entire intertidal ecosystems. It is an expensive and difficult mess to clean up. For a bit, it was thought that the seagreen had potential as cattle feed or fertilizer, but when trace amounts of arsenic were found in sargassum tissues, those ideas were ditched. 

As a favor to a previous chief scientist, the techs have agreed to conduct some opportunistic sampling as we transit south. As we pass through the sargassum belt, we pause to collect water and snag a few handfuls of tissue samples (using a custom-made sargassum grappling hook). I get the chance to put my undergraduate research experience to good use, since with every station there is a good 5-6 hours of filtration to process the samples. Fortunately, I actually enjoy the tedium and repetition of filtration, for with practice comes efficiency, which is so so so satisfying. It feels good to have the chance to participate in a research project in this way, especially one with such an interesting story.

Back on shore, we hit the ground running. Our major NSF and Navy inspections are in a week, and there are a lot of loose ends to tie up before we are ready. 

Earlier in the month, we unspooled and respooled nearly 40,000 metres of wire. Some had become too damaged and rusty and needed to be replaced. The rest that was in decent shape still needed maintenance, which meant that all wires came off the boat, foot by foot, and were lubed on their way back on board. From each spool, we cut a ten meter sample, which usually gets shipped out to the wire pool headquarters for a break test. Coincidentally, we happen to be on the same dock. So we deliver our wire samples by hand. 

Barbara greets us, I recognize her name from our wire records. The wire pool lab houses two machines that are able to inflict up to 100,000 lbs of tension on a section of wire. Which is pretty amazing, but in the history of break tests, no wire has been able to withstand more than 50,000 lbs. She shows us the termination casts, which takes her hours to attach to either end of the wire. They were designed in-house, specifically for withstanding extreme tension. For a long time, the terminations were the first to break during the wire test, but with the new design, higher tensions can be reached and the true strength of the wire can be measured. 

A few days later, Barbara invites us over to view a break test of our .680 cable, which is supposedly one of the more spectacular breaks. Our cable is all hooked up when we arrive, pulled tight across the break machine. A cage closes over the wire and the stretching begins. We can watch the tension increase on the monitor, and Barbara warns us once we reach 30,000 lbs to prepare for a break. I can hear the wire snap, even though im wearing earplugs, and a huge cloud of dust and rust rises from the cage. The wire has broken close to the termination, causing it to snap towards the other end of the cage, bending and warping the wire into a beautiful twist. We made it to 36,000 lbs. We pass the test.