Category: R/V F.G. Walton Smith Page 3 of 9

This was a short ­­­week for us working because Monday was a holiday that RSMAS observed. I spent Monday relaxing and recharging for the upcoming week. Tuesday, we jumped right in with learning about a new tool for determining the length, condition (whether its fit for use or now), and the category (Cat. 5, 5E, 6, …) of the wire. After we were introduced to the tool we were sent off to take reading of the wire to the port engine room and bridge. After conducting the tests, both wires came back in working condition, further confirming that our wire has no physical problem. Later that day we noticed that the few ants we had inside the cabin had grown significantly and were streaming in. I spent a great time that afternoon killing ants and trying to find the nest. We were removing deck boards in area where many ants were traveling then hosing the area for a few minutes to try and wash anything away that might be there, but by the end of the day we had no luck, the ants were still coming. The next day we spent the morning under the navigation panel in the bridge removing the dynamic position system electronics. This was a very tedious job because of all the wires we had to disconnect to be able to remove different drives. Everything had to be removed from within the housing before we could access the bolts that held the whole component to the bulkhead. Kyle and I also started a new weeklong project of removing and replacing an AC unit in one of the staterooms. Later in the week we removed the CTD and its instruments from the carousel and capped all the connections to avoid any of the pins from being bent. We will further dive into taking apart the CTD next week. For the weekend, a few of us went rock climbing one day and the next we went on a mission to get a Force 5 (a 13’ 10” sailboat) a gentleman was giving away. We met the man at his house and planned to put it in the water (he lived on a canal), rig it there, and sail our way back to campus. When we told the guy that he let out a slight chuckle hoping we were joking, but we weren’t. We rowed it out of the canal before we set the sail and prayed for the wind to pick up. There was only a slight breeze, but it was slowly increasing in speed. There were many unique and very memorable events that happened along the trip. To start off, we arrived at the house with no leaves on the trees moving, fully prepared to row the sailboat the whole way, 8 nm, back to campus. We then decided to stop at an island to resituate ourselves and gear. Once we got to a depth of 3 feet Kyle decided that he would hop out because he wanted out. Well in the process of him hoping out, me and Jon were both on the opposite side as Kyle, so we slid out too as soon as Kyles weight left. We referred to this island as party island because of the amount of people there and food boats (like food trucks but a shed on pontoons with an outboard), as well as the numerous jet skiers that we feared our lives from. Once we got situated and left the island came the next and best memory, we were approaching a draw bridge, with a clearance of approximately 15 feet and we had no clue what our height to the top of the mast was, but as we were within 5 feet of the bridge, we knew it wasn’t enough… we were closing in on the bridge as the horn was sounding to lift the bridge and there was a guy carelessly running along. Within inches of hitting the bridge it starts to open, we cleared it! It was our saving grace. We spent the rest of the trip back laughing and joking about it. As we passed under the Rickenbacker Causeway bridge, we knew it was our final stretch of the journey. This is where it was the roughest, with any wake from a boat, our heading was thrown off and our speed lost. It was a struggle to get closer to land. But once we did, Kyle hopped off and swam to shore. It was only about a half a mile walk back to campus, but we realized the boat was more maneuverable hitting the wakes. We finally made it back to the boat and relaxed in the ocean and joked about the whole journey even more. It was a very successful weekend in my books.

The before and after pictures of the DP system electronics.

Me helping to remove the CTD.

Following a weekend full of exploring the mangroves in a kayak looking for fish and alligators and cracking coconuts on the back deck, we have an ant infestation which we adamantly were pulling up the wood planks on the back deck to find where they were coming from. We discovered a few possible places of entry in the tonnage bulkhead that held the main doorway, that was sealed with 5200 marine adhesive. Upon pulling up the metal from the steps on the interior of the doorway, we discovered the wood was dryrotted and needed to be replaced. I appreciate the great value in how a small problem like ants can lead us down a rabbit hole that discovers a project of a potentially bigger problem such as safety. 

We are still waiting on the arrival of the engines (one of them has shipped) and therefore are continuing working on small projects around the boat, wherever we can be the most help. We got some training on using some more scanners and troubleshooting wires, tracing them throughout the ship, making sure that they were transporting information at the rate they were certified for, and how long they were. Then, we were asked to take out a box that contained all of the electriconic components for the old Dynamic Positioning (DP) system located under the bridge. The system had troubles as the bow thrusters are severely underpowered for the system and size of the boat. Therefore, the box has been sitting there unused and depowered for a long time and the F.G. Walton Smith kept getting hit with not taking it out in their NSF inspections. There is a lot that can be learned from taking things apart like this as each electrical component is attached differently and the connections have to be traced out. It is almost as methodological to remove electrical equipment like this as it is to install it, I feel like. Here is a picture of the box and me in the tight space underneath the wheelhouse control console. 

We have also started projects to to take out some of the old A/C systems left and reinstall some newer (but not marine-grade) A/C systems that are a little more compact and simpler. The new ones we are installing are the same ones we cleaned a couple weeks ago and will update one of the scientist berthings, the dry storage, and the wet lab units. Here is a picture of the old A/C unit removed and a selfie of me on the back deck with it about to throw it away! This was in my room and after seeing the grimy, slimy, thing uncovered I was a bit repulsed! Glad we’re changing it out!

This week was a doozy and very eventful to say the least. To sum this week up in one sentence: this week was poop, poop, poop, almost (basically) poop, and almost (basically) poop. As I put in my last blog post on Monday, we took apart the pump for the black water tank (poop). We took the diaphragm off, attached the new diaphragm to the connecting rod and placed silicone around it as per manuals instructions. Overnight the silicone dried and Tuesday morning it was time to reattach the diaphragm and get the head system back up and running. This was a tedious job because we had to ensure the diaphragm was seated properly and did not unseat as we were tightening the bolts. IN the process we also replaced 4 duck bills, 2 before and 2 after the pump. Duck bills are a check valve that are an effective way to stop reverse flow within the system. By the time we finished it was lunch and we were told we could take the rest of the day off as we were closely dealing with poop for far too long.

Wednesday morning, we had a pre-vibrations analysis test performed to measure the vibrations that are given off be the engine when we are full speed ahead. These measurements will them be compared the to the measurements taken after the new engines are installed. This is all measured to ensure the ship can maintain its structural integrity with the new engine. While underway the captain tasked Kyle and I to measure the length of the docking lines because it is not a job that can done while dockside. Later that day after arriving at the dock and tying up, we had to remove the life rafts that way they can be sent out and recertified. To finish the day, we removed ceiling tiles from the mess area to find a path to run Cat 6 wire for a new camera on the starboard side. This is where the third day of poop came into effect. Upon removing a bulkhead to take a ceiling piece off, rodent poop came down too. This delay the task a little bit because it was another mess that we had to clean up. After cleaning up the mess we stopped for the day.

Thursday we were able to run the Cat 6 wire from the tach space up into the dry lab, into the mess then through the ceiling. After this job was completed, we helped the chief engineer put a new check valve into the preexisting hot water pipes. While this job happened, we came to the conclusion that the other hot water heater is not properly working. We had to shut the water off the heater that was having a new check valve added leaving only one heater supplying water, which ended up only being lukewarm, were thinking the heating element might have short. That will end up being another job later in the future. Sone once the check valve was placed, we moved onto the next job, gaining access to the electrical outlet behind the commercial refrigerator. We wanted to be able to plug in an electrical cord to it and run that cord to the toaster that way it is off a different breaker as the microwave and coffee maker because the breaker would always be tripped. In the process of raising the pallet jack to raise the refrigerator, one of the forks caught on a piece of piping that would be used for an ice maker. So, that piece snapped off and water started gushing towards us from under the fridge. The water was quickly shut off by the engineer who managed to hurdle 2 trashcans to get down to the shutoff valve. We dewatered the area and then cut a larger hole in the wall around where the pipe was to be able to cap the existing pipe. After we finished with the pump, we brought it down to the laundry area where the grey water tank (almost poop) overfilled and came out onto the floor and drained into the bilge, creating a nasty smell that rang throughout the boat. Unfortunately, we didn’t have time left in the day to pump the grey water, so it was done the next morning, along with cleaning behind the fridge and placing it back. While pumping the grey water out, the pump got clogged. We were able to take apart the pump, remove the clog, and put it back together. I thought this was a really good learning experience as it was a simple pump to learn from. That was the end to a very chaotic work week.

For the weekend Kyle and I were dedicated to our project that started when we cracked open a coconut. After trying the meat inside and realizing that it was so much better than store bought shredded coconut, we decide to collect 7 more and crack those open as well. We saved the coconut water and puled all the meat from the shell. At this point we were already dedicated on making a coconut cream pie and it would be worth it for the 2-3 hours of work that we already did. We made the coconut milk that is used in it by adding the coconut meat to a blender with the coconut water. The pulp that was formed was pressed and the resulting liquid is coconut milk. If allowed to settle and separate, coconut water would be on the bottom and coconut cream would be on top. Once we got all the ingredients needed to make the pie, I started it and let is chill in the fridge overnight. The coconut cream pie was consumed the next day, as we spent it relaxing by the water.

The process of dewatering the gallery area. Refrigerator is to the left outside of this photo. (Photo creds. Kyle Hebert)

The first coconut that we got inspiration from after trying the meat. And yes, we used a fire axe to crack them open.

Separating the shredded coconut meat from the coconut milk. I was there with a fine strainer pressing all the liquid out. (Photo creds. Kyle Hebert)

On the left, blended coconut meat, once dried it can be put into the food processor to make it finer and is then considered coconut flour. I think coconut chocolate chip cookies are next on the list to make. On the right is the coconut milk and if you look closely the water is separating from the cream. The clearer liquid on the bottom is the coconut water.

The final result of the coconut cream pie. It came out delicious!

I am really enjoying the work environment and crew onboard the F.G. Walton Smith, it is very collaborative as we brainstorm solutions on how best to do projects or how to fix problems that arise. Everyone trusts, respects, and has each other’s backs while also joking around and having laughs all day. It’s the little things. Over the weekend, we went kayaking out to an old wooden shipwreck ~2nm offshore, where we anchored up and went snorkelling, it was super fun! 

On Monday, Alesha and I attacked the Head Vacuum Pump that created suction for the head system and fed into the blackwater tank. It was a dirty job, nonetheless we suited up and took the pump apart, cleaned the duckbill valves, and replaced the torn rubber gasket that created the suction for the pump. This is a picture of us suited up in Tyvex suits, goggles, and gloves:

Tuesday morning, we finished putting the vaccuum pump back together, after the silicon had dried on the rubber seal and pump shaft. In the afternoon, we continued our project with the Marine Tech on running Cat 6 wire from the Marine Tech Lab (where the terminal port is to connect to the switch, which then can be connected to Campus Safety’s server). Eventually, we will set up two more exterior cameras that will look down the port and starboard sides. We will use our newly acquired skills to make RJ45 connections to make a terminal connection in the overhead so that we can run an exterior grade wire out of the main superstructure to an overhang on both bridgewings. The picture below are the common tools that a Marine Tech may use for testing, creating, and removing connections through wire. This includes a multimeter to test voltages, amperages, resistance, and continuities when troubleshooting electrical issues, a scanner that can determine length of wire, connections between pins, wire cutters, and crimpers. 

On Wednesday, we started up the engines at 0800 and got underway around 0930 for a quick jog down through Stiltsville as a Vibration Technical Expert ran a vibration analysis on the hull of the ship. They are testing the ship before and after the engine swap in order to make sure the hull doesn’t lose any integrity from the vibrations of the engines. We made it back around 1100, just in time for lunch. Around 1230 we helped out with some crane operations to get the two life rafts off of the O-1 Deck to send off to get recertified and checked out by the manufacturer. We continued removing bulkheads to find a pathway for our wires in the afternoon. 

On Thursday, we got our wiring figured out, had to make a few cuts in the 2x4s in the overhead and fix some of the wooden bracings in the bulkheads. We then worked with the Chief Engineer to fix the broken check valve in the hot water system. After fixing the hot water system, we attempted to move the commercial sized refrigerator to do a favor for the cook and plug in a cord leading to the toaster. As we started pallet jacking it up, we accidentally snapped an old pipe that was from an older ice-box system, and water rushed out flooding part of the kitchen. We quickly shut off the potable water (part of the system we had just been working on with the hot water heaters) and went to work dewatering with a recipriocating pump. We ended up cutting a hole in the wall to put a permanent plug on the leftover piping. 

It has been a busy but highly productive week and it is rewarding to check some projects off the list and to work with this stellar crew. I learn a lot everyday and enjoy the people I am working with. 

This week has been very unique to say the least. We started by finding out that one of the crew members aboard had contracted the COVID-19 virus. They were put into isolation onboard and there was limited crew working each day.

Over the week, Kyle and I cleaned all the AC units onboard, with a biodegradable all-purpose cleaner, to remove any mold growing within the turbines. This took a few hours to do each as we had to take off the case, filters, and condensate drain to be able to access the turbines. All of that was cleaned along with the turbine before the AC unit was put back together and ran again. This was a nice project to do as it was very repetitive for each AC and did not require any assistance from any of the crew. I was just a small project for us interns. Another job we did was cleaning out the back of the golfcart. There was junk in the back to throw away as well as tools that were organized and put away. The back was then washed along with the rubber mat too.

At one point, the Marine Operations Manager passed along a video about a future cruise (October/November ’22) about deploying moorings. This was a very interesting video to watch. These moorings were to be set along a transect from Jupiter, FL to the Bahamas to record current data about the Gulf Stream. This data would show how the currents change over time and between stations. The data would be collected with nine inverted echo sounders, one at each station and would be collected for five years.

On the tech side, I watched some YouTube videos about Linux, networking basics (switch, router, gateway, firewall, and DMZ), IP addressing, and subnetting. We learned how to crimp Cat 5 wire to a RJ45 connector along with the keystone jack. After given that knowledge Kyle and I were tasked with the job to add a keystone jack to the existing wire to the camera in the bridge and then create a patch cable (length of Cat 5 cable with RJ45 connectors on each end) to connect the camera to the existing wire. Once that was completed and the camera was connected it was finally working again. We than did the same thing to the port engine room camera wiring. Once done, we connected the bridge camera, as the engine room camera is broken, to find out it still would not work. The marine tech then showed us some of the tools he has onboard to test cable to ensure that the cable is in working condition. We used a MicroScanner Cable Verifier to troubleshoot the cable and connections. This device was able to tell us if there was a short in the wire, open or crossed wire, and the length of the wire. After scanning from different connections that the wire would transmit to, it was determined that the wire was in working conditions and this was a problem on the campus IT side. After this project, our new project was to run cat 5 cable from under the port and starboard nav light platform (to add new cameras) all the way down to the tech space to connect to the switch. In a few hours we were able to run the cable through the ceiling of one of the staterooms and onto the racetrack where it then was able to follow the other wires down to the tech space.

The last job completed with the engineer was finally replacing the rubber diaphragm to the pump for the black water. Today, 6/13, Kyle and I were able to remove the diaphragm, with guidance from the engineer on the best way to remove the connecting rod and assembly. We were able to remove the diaphragm and connecting rod and clean it and then silicone it to the new diaphragm per the manual instructions.

Over the weekend, I took it easy and relaxed one day, while getting a nice sunburn. The next day Jon invited Kyle and I along on a paddle board/kayak trip to a shipwreck on a shoal off Key Biscayne where we snorkeled the wreck. It was interesting to see as there was growth all over the ship the many fish lived in and around it. The ship sunk nearly 100 years ago and is now Florida’s seventh Underwater Archaeological Preserve. After we came back from the trip, time was spent relaxing in the water when there was word of a manatee coming our way. It passe within 6-10 feet of us. It was a great experience to see.

A freshly cleaned AC unit cleaned with PurplePower

The Microscanner Cable Verifier. It is showing that the cable it is connected to is 98 feet long, there is no crossover in the wire (all the numbers match to each other and not a different number i.e., 1&3, 2&6), and there is a connection problem with prong 8 of the other end of the cable that is connected to the wiremap adapter (not shown).

Kyle and I all suited up in our Tyvek suits getting ready to fix the head system pump. It was a gross job the included my glove ripping.

After last Thursday (06/02), we prepped the F.G. Walton Smith at the pier for an incoming Tropical Depression over the weekend. The storm itself didn’t seem all too bad, despite rocking the boat a bit more than usual. We have become accustomed to the daily 2pm thunderstorms that roll in fast and leave fast, normally lasting 30 minutes to an hour. The Tropical Depression seemed like one of those just lasted a lot longer, ~12 hours. The top wind speed logged by our anemometer on top of the bridge logged 25 knots. Alesha, Jonathan, and I decided to go rock climbing to pass the time as the storm rolled over South Florida. It wasn’t until later that day, we found out that one of Jon’s friends we were with tested positive for Covid, so we started going through Covid protocols on the ship. 

We started testing ourselves for Covid Saturday evening and then again Monday morning. Jonathan, our chief engineer, unfortunately tested positive. While, Alesha and I somehow remained Covid negative, even taking tests until Thursday (06/09). We had to start wearing masks indoors on the ship and Jonathan was moved into quarantine in the scientists’ bunk down a deck. With some of the major projects we were working through with Jonathan, such as the black water pump seal tear, the hot water/potable water contamination, and A/C compressor contacters/relays on hold, we worked with the Bosun onboard to clean the A/C units throughout the vessel and take care of some odd jobs that needed to be done. 

Dennis, our Marine Tech, came onboard Thursday to show us how to make RJ45 terminations while teaching us about the specs and history of electrical/network connections and wiring. He then gave us a project to fix some of the cameras onboard that are routed from our Local Area Network (LAN) to the Campus Safety’s Wide Area Network (WAN). We used what we had just learned with Dennis on making proper terminations and using the testers to test connections from different areas of the network and cables to fix the camera on the bridge and add a signal jumper box to it, while also troubleshooting what the problem with our port engine camera might be. It is very interesting as Dennis has tools from working with IBM and networking back in the 80’s as well as the tools that are more commonly used by techs nowadays, so he can show us a wide range of what we might encounter or have to deal with in a Marine Tech role. Especially, as ships are a lot of times retrofitted or systems are changed piecemeal (normally when they fail or start to have issues) seeing the old stuff and the new stuff can be enlightening. It is quite funny working with Dennis as he has salt, is reserved, super knowledgeable, and can be a bit grumpy sometimes, but he is a great teacher and has a soft heart deep down. I’ve worked with many people like Dennis on boats before this one and its makes it all the more exciting when you work with them and they get excited in what they are telling you or what we are working on. It is all the more rewarding when you get a compliment or a crack of a smile out of them. Working on these terminations and testing different connections to these cameras physically really helped me understand more of the abstract networking infrastructure we were talking about last week with Dennis. I’m beginning to get a grasp on the data link, how voltages are read through pins of the connections, and how that might communicate with the router or switch to the network. Of course, it’s just the tip of the ice berg and Dennis says, “That was was only a small introduction.” I think what is a small piece of the puzzle for Dennis is a huge learning curve for me, lol. I am enjoying all of the important tidbits of knowledge that are being imparted on Alesha and I.

This week has been a wealth of new information. Since we are dockside waiting for the new engines, we have lots more time to dive into learning about networking and time to complete jobs around the vessel. To start off on learning about networking the Marine Tech explained the flow through water system we have onboard and how those instruments connected to it send the data to the tech space through physical connections. He explains that most problems that arise with the equipment onboard are through the physical layer connections, which is as simple as forgetting to plug a wire in or it shimmying out of place in rough seas. In everything we are learning about Internet Protocols (IP)m modems, switches, network programming, and PowerShell vs. command prompt. Slowly but surely, I am learning how computers are able to talk to each other. In the process about learning about networking and how information is sent. With the help of YouTube videos, I am able to get a better grasp at these concepts and dive further into them on my free time. The Marine Tech explained how the data collected onboard is sent to Columbia University and added to an online database that compiles raw data from 49 vessels. This database includes 8,655 cruises and 13,805,504 downloadable files. All this data is available to the public at www.rvdata.us.

For vessel work we have been working on the AC system with cleaning the sea strainer and checking refrigerant pressures and the temperature associated with that part of the system. We then compare those values to pressure-temperature charts based on the type of refrigerant used. Our next job was the hot water system. We were having problems were sometimes there would be no cold water, only hot water coming out of the spicket when the cold water was turned on. To begin, the engineer get us a run through of the system and how we have a recirculating system which allows for us to have hot water on demand and not waiting some time wasting water. After isolating certain areas of the system, we figured out that one of the check valves was not working and/or broken. This allows the heated, recirculating water to enter the cold water supply pipes, and enter our drinking water. Another small job we completed was using 5200, a permanent marine adhesive sealant, to prevent the ignition, on the fast boat, from spinning when the key was turned to start the engine. We “locked” it in place. The last small jobs to finish this week was to add Sikaflex, a marine watertight sealing adhesive, to the through hull wires that came into the bridge and galley and then to replace the valves for the water hose spicket on the bow and adding the male adapter end to the hose so we can attach a sprayer nozzle.

For the weekly marine life that has been spotted, while working of the ignition of the fast boat we saw a Southern Stingray swim under the vessel.

Past and present MATE interns from the last cruise. From left to right: Alesha (F.G. Walton Smith, Summer ’22), Kyle (F.G. Walton Smith, Summer ’22), Sebastian (Hugh R. Sharp, Summer ’19, now a scientist onboard), and Jon (F.G. Walton Smith, ’20, now the Chief Engineer)

Following our exciting week out at sea, we have arrived at the dock and are spending each morning with the Marine Tech going through the Local Area Network (LAN) Infrastructure and how the sensors and scientific equipment communicate to each other. We are then spending the afternoons with the Assistant Engineer going through figuring out projects that have been on the list to do for awhile as we await the new Cummins Diesel Engines to be delivered for the Engine Overhaul scheduled on June 16th. These projects include replacing a torn rubber seal on the diaphragm pump for the head system, changing out faulty relays for the A/C compressor system, recharging the A/C compressor refrigerant, and fixing a faulty check valve in the hot water recirculation system as it is mixing with the potable water. 

I have been learning a lot working with the Marine Tech on how data from sensors are packaged, read, transported, and understood by computers as the physical layers of voltages and amps become this sort of metaphysical data stream. It is quite interesting as the further I dive into it, the more boggling it gets, how we can convert something tangible (but not perceptible to the human eye; electrons) turn it into something intangible (a bitt or packet of information) and transport that across atmospheric space, between systems, to receive and be able to comprehend the information on the other side. From working with Dennis, I think most computer engineers would argue that none of it is actually intangible, but to me it is very abstract. However, I am enjoying the process of learning about Internet Protocols (IP), Firewalls, Modems, Switches, Access Points, Software vs. Hardware, and Network Programming. I have been learning a lot about binary and hexidecimal languages as well. I am beginning to understand that is how these scientific instruments are communicating via the network of operating systems and storage devices. This is very important as a Marine Tech as understanding the basics and layers of the local network and how the local network connects to the wide area network (WAN) or satellite connections while out to sea can help when troubleshooting issues that arise in the tech. Dennis has us learning the Open Systems Interconnection (OSI) Model, which describes 7 layers of interfacing with the equipment; the physical, data link, network, transport, session, presentation, and application layers. Dennis has made it clear that 99% of the time when troubleshooting the problem lies in the physical layer between connections and electrical terminations. We are beginning to learn the tools of how to troubleshoot network issues and establish connections to the equipment. It is also in the plan in the next couple of weeks to get some practical experience making new connections and terminations to the 3-2-2 cable and parts of the seabird CTD. Looking forward to that experience!

As a tertiary (but also super important) element to this internship I am enjoying the networking and relationships that I am forming with the crew and scientists, as there is a stark contrast from the climate onboard the F.G. Walton Smith research vessel with the tugboats I am used to working on. It is a collaborative, interesting, and thoughtful work environment that is both challenging and rewarding! Everyone shares enthusiasm for the environment, animals, and learning, which promotes everyone to become interested and involved in different areas of research or technical expertise. Here is a picture featuring Alesha Gregroire (left), Jonathan Raymond (Far Right), Sebastian DiGeronimo (Middle Right), and I (Middle Left) all Mate Interns at one point sharing our experiences after the cruise! Below that is a picture of the stern of the R/V F.G. Walton Smith with the CTD connected by the 3-2-2 wire to the starboard side hydraulic winch drum.

Week 2 was very similar to Week 1, as we finished the second cruise at the end of the week. As time progressed and I had more time on the aft controls, I got more comfortable with maneuvering the boat during CTD casts. I also got to interact with the scientists onboard helping them recover the CTD on deck and learning the computer aspects to deploying a CTD with knowing how deep it is, the depth until it reaches the bottom, how to fire Niskin bottles, and a lot more. During my down time onboard I had the chance to play card games and learn a new one, Scopa, an Italian card game. 
On the way back to the docks, the port engine had troubles once more. This time it was a coolant problem, we had none. Because of that, more coolant was added to the engine and the engineer wasn’t sure if it was a quick or slow leak, so every 15 minutes levels were checked along with engine temperature to try and figure out the problem. It was in fact a slow leak because after 2 hours of checking, the levels were staying the same and the engine temperature was staying consistent. Right before we entered Biscayne Bay, for the final stretch before the docks, we heard a distress call over the radio. All crew was up on the bridge wing looking for flares and informing the Coast Guard of their location.  Once we finally made it back to the docks and tied up it was time to relax for a nice 3 day weekend. It was spent relaxing at the beach, exploring the area on some bikes (getting caught in the beginning of the thunderstorm) and SCUBA diving were I saw many Florida lobsters “bugs”, massive sea stars, lion fish, tarpon, a nurse shark, an eagle ray, some barracuda, and conch.
I cannot wait for more weeks to come to learn more. 

Cape Florida lighthouse, built in 1825, on Key Biscayne, FL. This is the oldest structure in Miami-Dade and has survived almost 200 years of hurricanes. Today, the lighthouse is a cultural landmark and part of the National Register of Historic Places. 

Today, marks my seventh day onboard the F.G. Walton Smith and it has been a bundle of great experiences so far! On the first day, I arrived to the RSMAS campus after a long redeye flight just in time to meet with the Marine Operations Manager, Don Cucchiara, and the whole shoreside team. We caught the lines for the F.G. Walton Smith as it returned from a 4-day cruise diving to recover a few 3-5 year old moorings off the coast of Jupiter, Florida. While underway on that cruise, the crew was having trouble keeping the port main engine alive, so they were limping back to the dock on one engine. 

My introduction to the ship and the crew was quick as I dove right in! Right away the Chief Engineer and previous Mate Intern, Jonathan Raymond, took me and Alesha Gregroire to troubleshoot the engine. We first tried to switch the Fuel Actuator and High Pressure Sensor from the starboard engine to the port engine as we wanted to test if those had gone bad on the portside. We also tested the connections with a multimeter to see if there was a short somewhere in the Engine Control Module (ECM). Finally, we deduced that the ECM was cutting power to the engine when it sensed there was a problem with something internal. As the engines are upon their death bed at a little over my age, 22-23 years, it was decided for the next cruise we would bypass the ECM on the port main engine. Essentially, we hotwired the solenoid of the ECM straight to the battery as we didn’t have time to find out what the internal problem was. 

The second day, we spent some more time with the engine as we figured out it couldn’t be shut down with the bypass wire. So, we added a switch. There was also a problem with the head system as it wasn’t providing enough suction. So, we replaced some duckbill valves by the pump. We helped load stores when the cook arrived and helped load the scientists gear when they arrived as well.

At 0400 on Friday, we set sail with both engines up and running on a 7-day cruise to collect water samples and CTD profiles from stations outside of Miami down to Key West and back around to Tampa and Florida Bay. Onboard there were scientists working from NOAA’s Atlantic Oceanographic and Meteorological Lab (AOML), the MOTE Marine Lab, and Kristin Buck’s Lab at the University of South Florida (USF). This was a great introduction and experience to research vessel operations as Alesha and I learned how to deploy and recover the CTD, Net Tows, and collect trace metal Samples over the side. We also stood navigational bridge watches and learned new card games from the scientists. 

By the third day of the cruise, the F.G. Walton Smith was becoming super hot as the A/C system was struggling in the Florida humidity. Jonathan and I took a look into the compressor system and found numerous pinhole leaks, which were contributing to loss of cooling abilities. We worked to fix the leaks and everyone onboard was grateful to have the A/C back up and running as it was 82 degrees with 90% humidity throughout the trip. 

Watches were exciting as their was plenty of life to watch between pelicans divebombing fish, dolphin pods following the ship, and bioluminescence at night. There were also plenty of boats to avoid as Florida is riddled with amateur boaters and crazy for fishing. 

This has been a great experience so far and looking forward to spending more time with the crew!