how does a research vessel work

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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Science at Sea: Meeting Future Oceanographic Goals with a Robust Academic Research Fleet (2009)

Chapter: 4 oceanographic research vessel design.

Below is the uncorrected machine-read text of this chapter, intended to provide our own search engines and external engines with highly rich, chapter-representative searchable text of each book. Because it is UNCORRECTED material, please consider the following text as a useful but insufficient proxy for the authoritative book pages.

4 Oceanographic Research Vessel Design The most important factors in oceanographic research vessel design. Does specialized research needs dominate the design criteria and, if so, what are the impacts on costs and overall availability? Ship design is an exercise in conflict resolution. It is the creation of a system of systems to perform a specific mission while balancing con- flicting requirements to achieve a ship capable of performing its mission in the best way possible within economic constraints. Oceanographic ship design is one of the very complex subsets of ship design, due to the large variety of oceanographic missions: physical, biological, and chemi- cal oceanography; marine geology and geophysics; ocean engineering; and atmospheric science. Each discipline has its own unique set of mis- sion requirements, yet a given ship is often called upon to perform work for a number of different disciplines, often on the same research cruise. In addition, the capital needed to build effective oceanographic ships is finite and scarce. Ships will remain the primary method of conducting oceanographic research, both through direct observation and through deployment and recovery of sensors, moorings, and vehicles. Driven in part by national oceanographic research objectives, research will be conducted in increas- ingly remote and environmentally challenging areas. Future ships must be able to perform their science missions in all areas of the oceans, includ- ing the margins of the polar seas. Specialized vessels (icebreakers) will also be needed to work in ice-covered regions. 47 

48 SCIENCE AT SEA SCIENCE-DRIVEN SHIP DESIGN REQUIREMENTS The future science trends and technology advances that will drive oceanographic ship design have been described in Chapters 2 and 3. These have been synthesized into a matrix (Table 4-1). Several of these needs are unique to certain disciplines and are potential design require- ments that should be assessed carefully in general purpose oceanographic ship design. Other needs are more universal; for example, the ability to collect seawater samples throughout the water column is important for most of the oceanographic disciplines. Specific design considerations driven by the listed needs are discussed in the following sections. Handling Equipment Handling equipment overboard and onboard will continue to be of paramount importance, to allow for the safety of personnel, equipment, and the ship itself (Figure 4-1). Trends indicate that handling equipment must be able to operate effectively and safely up to sea state 6. General pur- pose oceanographic research ships require a permanently installed suite of winches (direct pull and traction) to perform conductivity-temperature- depth (CTD) type activities, deep tow, coring, and trawling missions. To expand the environmental operating window, active heave compensation has been incorporated on a number of recent ship designs. The Office of Naval Research (ONR) and the National Science Foundation (NSF) jointly funded a 2004 workshop to consider future handling systems. Recom- mendations from that workshop were used in motion compensation sys- tems installed on the Regional/Coastal class Sharp (Figure 4-1B,C), the Ocean class Kilo Moana, and the system designed for the Alaska Region Research Vessel (ARRV). It is likely that active heave compensation will be considered for all future University-National Oceanographic Laboratory System (UNOLS) vessels. Gliders, autonomous underwater and unmanned aerial vehicles (AUVs and UAVs), and remotely operated vehicles (ROVs) often require specific deployment and recovery procedures and equipment (e.g., Figure 4-1A). Although systems vary, deployment is usually much easier than recovery. While UAVs now use catchlines for recovery, advancements in remote aircraft are likely to change significantly in the future. Current oceanographic vessels, especially the larger classes, have high freeboard that makes recovery more difficult for offboard equipment. Requirements for damage stability and personnel safety in desired higher sea state   http://www.unols.org/publications/reports/lhsworkshop/index.html   Damage stability refers to the ability of a ship to have sufficient stability to survive a flooding casualty. 

Table 4-1  Science-Driven Ship Needs Science Driver Physical Biological Chemical MG&G Atmospheric Atmospheric measurement capability X X X X AUV/glider/UAV stowage and handling X X X X X Capability to service observatories X X X X Clean laboratory space X X X X Controlled temperature laboratory space X X Dynamic positioning X X X X High data rate communication X X X X X Hull mounted and deployable sensorsa X X X X X Low radiated noise X X X Low sonar self noise X X X Manned submersible use X X X Mooring/buoy deployment and recovery X X X X X Multi-channel seismics X X Ocean drilling and coring X Precise navigation X X X X X ROV stowage and handling X X X X Towing nets and/or vehicles X X X X X Underway scientific seawater supply X X X X X Watercatching/water column sampling X X X Xb X aIn this instance, deployable sensors include centerboards, stalks, and towed sensors that can be lowered beneath the level of bubble sweep- down interference. bFor hydrothermal plume studies. 49 

50 SCIENCE AT SEA (A) (C) (B) Figure 4-1  (A) An AUV being deployed using a custom OTS handling system (used with permission from ODIM Brooke Ocean). (B) The hands-free CTD han- dling system mounted on the R/V Sharp, which allows the CTD to be deployed and recovered without personnel holding the rosette. (C) A CTD deployed using the R/V Sharp’s OTS CTD handling system. The motion compensating function keeps the CTD at designated depth without regard to the motion of the ship, once deployed. (B and C used with permission from William Byam, University of Delaware). operations are likely to exacerbate this issue. Existing options, including using a small boat or a grapple to hook gliders, AUVs, or ROVs, will be less viable in rough weather conditions. Development of over-the-side (OTS) lifting equipment, either portable or permanent, will be neces- sary to protect equipment and personnel. However, designing handling equipment that is optimized for current OTS equipment could negatively impact vessel utility over the 30-year lifespan of a ship. Instead, this type of equipment should be designed with future needs in mind. 

OCEANOGRAPHIC RESEARCH VESSEL DESIGN 51 Acoustic Quieting Acoustic quieting requirements are essential for many missions (e.g., shipborne acoustic sensors, acoustic releases on equipment, offboard platforms with acoustic communications). Double raft mounting and/or resilient mounting will be increasingly desirable. Achieving compliance with ship-radiated noise recommendations set forth in the International Council for the Exploration of the Sea (ICES) report Underwater Noise of Research Vessels (commonly referred to as ICES 209; Mitson, 1995) is likely to be costly, and mission needs must clearly warrant imposition of this requirement if costs are to be minimized. Some recent and planned vessels, including the ARRV and RRS Discovery, are attempting partial compliance with ICES 209 specifications for a manageable and economic solution to ship-radiated noise. Attention should also be paid to ambient noise and its impacts on habitability for the ship crew and science party, especially when round- the-clock operations are undertaken. The positioning of berthing and accommodations should be designed to avoid unnecessary and disturb- ing ambient noise. Dynamic Positioning Dynamic positioning is critical to handle deployment, recovery, and operation of offboard vehicles safely. Design conditions should strive to maintain position beam-on in at least sea state 6-7, 30-knot winds gust- ing to 40 knots, and a 0.5-knot surface current all from the same direction (Williams and Hawkins, 2009). The current Ocean class Science Mission Requirements (SMR) require that the ship be designed to maintain posi- tion in sea state 5, a 35-knot wind, and a 2-knot current (UNOLS Fleet Improvement Committee, 2003b). Laboratories and Working Decks There will be a continued need for plentiful laboratory and working deck space and capabilities. Laboratory space should be divided between ultraclean, clean, normal, and temperature-controlled areas, with sufficient flexibility to be used for multiple needs (Williams and Hawkins, 2009). There should be ease of and logical access into and between lab spaces for personnel and sample movements. Vessel design should include a substantial scientific stores area, including areas for frozen and refriger- ated sample storage (Daidola, 2004). Working deck design must be open and clear, with tie-downs for equipment and containers. There should be flexible deck space to sup- port the use of laboratory and equipment vans, and easy and safe access 

52 SCIENCE AT SEA to covered working areas using integrated overhead lifting gear. Decks must be able to handle increasingly heavy gear, including moorings, fleets of autonomous vehicles, and ROV equipment and winches. Freeboard should be as low as possible to allow for optimal handling of over-the- side equipment while keeping decks dry. Berthing and Accommodations Accommodation trends aboard research vessels include more single berthing for crew, specialized technicians, and scientists; berthing with natural light to promote natural sleep patterns; and galley and relaxation spaces that promote a healthy lifestyle at sea (Williams and Hawkins, 2009). The quality and design of crew living spaces are paramount for employee retention and morale. Specifications for noise levels and envi- ronmental conditions in both interior laboratory spaces and living quar- ters should strive to minimize ambient noise levels. Other Design Attributes A number of other scientific and operational trends will drive oceano- graphic ship design in the future (Daidola, 2004; Williams and Hawkins, 2009). These include the following: • Larger, multidisciplinary science parties to make the best use of the ship resources and collect interdisciplinary and/or complementary data • Longer cruise durations ranging over larger areas of the ocean • Increasing desire to work in areas of rougher weather, demanding vessels capable of operating in higher sea states • Specifications that comply with the Americans with Disabilities Act (ADA) • 24/7 operations • Higher-resolution and specialized hull-mounted swath bathymetry and sonar systems • Larger and heavier pieces of portable science equipment • Deployment, recovery, and maintenance of specialized offboard equipment • More specialists (in addition to marine technicians) to service com- plex equipment • Operational safety The impact of these trends on dimensions and displacement is discussed later in this chapter. 

OCEANOGRAPHIC RESEARCH VESSEL DESIGN 53 DESIGN CHARACTERISTICS AND DESIGN DRIVERS Table 4-2 displays ship design characteristics that are dictated by science needs as well as other characteristics inherent to setting future mission requirements that may have a significant cost impact. These design drivers are assessed by their priority (1-9, with 9 being the high- est), established by the scientific community, and by their degree of ship impact (low-high), assessed by naval architects (UNOLS Fleet Improve- ment Committee, 2003b; Dan Rolland, personal communication, 2009). A “high” impact means that the ship’s capital cost will increase if that requirement is met. For example, dynamic positioning is important for many types of science missions and has a large impact on ship design. The thrust delivery and control required add significantly to the ship construc- tion cost, but given the high associated priority, dynamic positioning is likely to be an investment with widespread use. Conversely, aiming for higher ship speeds also has strong impacts on ship construction cost, but with a much lower priority. This indicates that when ship mission require- ments are set, care should be taken to fully justify any speed that is on the steep side of the power curve. A corollary impact of higher speed is greater fuel consumption, leading to increased operating cost, and greater fuel tank volume, which can increase ship cost. Efficiency Efficiency is a vital consideration in the design of future oceano- graphic ships. Seeking a design with high propulsion efficiencies will lead not only to a lower operating cost but to a “greener” ship. Efforts to be more environmentally friendly often result in the addition of equipment to reduce emissions, which requires space in and adds weight to the ship in addition to its own costs, increasing ship construction costs. However, the potential for stronger regulations on emissions in particular local or regional areas (exist in the North Sea Sulfur Oxide Emission Control Area; International Maritime Organization, 1997) will affect ship design require- ments and will not be achievable with current UNOLS vessels. Future oceanographic ship design may have to anticipate this by creating space and weight to comply with as-yet-undefined requirements or by accept- ing construction and operation cost increases associated with emission reduction measures. Other control measures, such as a carbon tax, could also drastically change the economics of traditional propulsion plants. Recent increases in fuel costs dictate that high priority should be given to improving propulsion plant efficiency and reducing ship hull resistance. Many recent academic research vessels, such as Atlantis and Kilo Moana, have used some form of electric propulsion, and currently the Navy is contemplating shifting its combatant fleet toward integrated 

54 SCIENCE AT SEA Table 4-2  Research Vessel Design Drivers Ship Design Driver Priority Ship Impact ABS class/USCG certified 9 High ADA accessibility 9 High Working deck area and arrangement 9 High Laboratory area and arrangement 9 High Draft (less than 20 feet) 9 Moderate Dynamic positioning capability 9 High Fuel efficiency 9 Moderate Maneuverability at slow speeds 9 Moderate Sonar self noise 9 High Bubble sweepdown 9 High Seakeeping 8 High Number of science accommodations 8 High Crane handling on deck and on/off ship 8 High Overboard handling operations 8 High Overboard discharges/stack emission 8 Low Other scientific echosounders 8 Moderate AUV/ROV handling and servicing 7 Moderate Workboat handling 7 Moderate Science storage 7 Low On deck incubations, locations/water 7 Low Long coring capability 6 High Mast location, met sensors 6 Moderate Rangea 6 High Speed 6 High Variable science payload 6 Moderate Radiated noiseb 6 High One degree deep water multibeam 6 High Endurance 5 Low Ice strengthening 4 High Marine mammal and bird observations 3 Low aThecommittee thinks that “Range” deserves a higher priority than the value shown in this table, due to growing needs for ships capable of reaching distant research sites. bThe committee thinks that “Radiated noise” deserves a higher priority than shown on this table unless “Sonar self noise” (which has a high priority) is controlled. SOURCE: Adapted from UNOLS Fleet Improvement Committee, 2003b; Dan Rolland, per- sonal communication, 2009. 

OCEANOGRAPHIC RESEARCH VESSEL DESIGN 55 electric drives. This trend has resulted in larger research and develop- ment expenditures for naval combatant electric propulsion, and future oceanographic ships are likely to benefit from advancements in power conditioning, reductions in plant size, and reductions in fuel consumption for a given power level. There are other efficiencies to be considered. The performance of a research vessel is based upon the quantity and quality of the data it produces. A variety of issues can impact ship productivity, including the amount of time taken to deploy equipment to full depth and recover it, the time taken to change over from one piece of equipment to another, and time lost due to breakdowns in the winching and OTS handling equipment. This is increasingly important on multidisciplinary cruises, which often require capability for a variety of equipment to be used at any one site. Although little can be done to improve deployment and recovery speeds through the water column due to the limiting hydrodynamics of the equipment and potential for damage due to overspeeding, the U.K. academic research vessel RRS James Cook was designed to substan- tially reduce the time for equipment changeover and breakdown losses. Winches are arranged to allow all wires to be permanently rigged up and quickly connected, while a system of sheaves allows any wire to be led over any of the main OTS handling equipment (Robin Williams, personal communication, 2009). These types of ship arrangements permit a high degree of integration and support diverse science objectives simultane- ously, thus allowing more science to be carried out per day and increasing the ship’s efficiency. General Purpose and Specialized Design Requirements Large general purpose vessels yield an economical long-term fleet that can satisfy uncertainty in future mission requirements. Although general purpose ships will serve a broad spectrum of future research activities, some scientific mission requirements will call for special purpose ships. These include fisheries surveying, which requires very quiet platforms; operations in the marginal ice zone, which result in specialized hull struc- ture; deep submersible operations, which need strengthened A-frames and specialized hangar spaces; and three-dimensional (3D) seismic stud- ies, which require large reinforced deck spaces to accommodate streamer reels, large-capacity compressors for air guns, rigging and booms for handling air gun arrays, and the ability to tow multiple air gun arrays and/or streamers (Daidola, 2004). Of these, seismic needs are currently   For example, the Zumwalt-class destroyer DDG1000. 

56 SCIENCE AT SEA addressed with the Marcus Langseth; Atlantis serves as the tender for the Alvin manned submersible; and the NSF-funded ARRV will allow for work in marginal ice. These specialized ships are relatively young: Marcus Langseth was converted for research service in 2008, Atlantis was built in 1997, and the ARRV is anticipated to come online in 2014. Based on the evolving science and technology needs identified in Chapters 2 and 3 and the existence of capable specialized vessels, readily adaptable general purpose ship designs are most needed in the future fleet. The UNOLS fleet does not currently have any specialized fisheries vessels, although the National Oceanic and Atmospheric Administration (NOAA) operates four ultraquiet fisheries vessels and is slated to build three more by 2018 (Office of Marine and Aviation Operations, 2008; Tajr Hull, personal com- munication, 2009). There are a number of ship design trends involving displacement and dimensions that are useful to consider, including (Williams and Hawkins, 2009) • Increased beam, which increases damage survivability; • Increased length, which improves the hull form for powering and control of bubble sweepdown over hull mounted transducers; • Increased draft, which reduces bow emergence in a seaway and reduces bubble sweepdown; and • Increased displacement, which supports increases in range, roll stabilization, science outfitting, and over-the-side lifting equipment weights. Beam has been increasing as a result of stronger standards for damage stability but is likely to stabilize. Draft has also increased over time, likely due to the need to minimize bubble sweepdown for hull-mounted sonar systems. Minimization of bubble sweepdown has proven to be extremely challenging and can be a significant design driver for ships carrying these devices (Robin Williams, personal communication, 2009). Increasing beam and draft for conventional hull forms implies increased displace- ment, which leads to higher costs for ship construction. However, larger ships capable of carrying more scientists and performing more scientific experiments do provide an economy of scale. While adding more berth- ing and lab space increases ship construction costs, the cost per scientist decreases. This is supported by UNOLS statistics from 2008, where the average daily cost per scientist was higher for the Ocean ($1,062) and Intermediate ($982) classes than for the Global class ($946; data from UNOLS office, 2009). 

OCEANOGRAPHIC RESEARCH VESSEL DESIGN 57 International Maritime Organization (IMO) MARPOL Regulations The United States is a party to Annex 1 of the IMO’s International Convention for the Prevention of Pollution from Ships (MARPOL), which regulates oil pollution. A 2007 amendment to Annex 1 is likely to have a significant effect on the design, cost, and operation of future research vessels. Ships with fuel capacity of more than 600 m3 will be required to enclose the fuel tanks within a double hull. Several of the current Global class vessels (Revelle, Atlantis, Thompson, and Langseth) have fuel tanks with greater capacity. This regulation has the potential to severely restrict the range of larger ships of the academic fleet, which in turn will affect scientific activities. Although ships built using Navy funds could be exempt from these regu- lations, the amendment provides a significant driver toward more fuel- efficient operations, including lower transit speeds, more streamlined hull forms, and efficient power generation and distribution systems for future Global and Ocean class vessels. THE SHIP ACQUISTION PROCESS The Navy’s acquisition process related to the academic fleet has a significant impact on both ship cost and quality. The time from concept to delivery of any ship constructed with federal funds is extraordinarily long: the proposed new polar icebreaker is projected to take 8 to 10 years to enter service (National Research Council, 2007), and the new ARRV has taken more than 30 years of planning (http://www.sfos.uaf.edu/arrv/). Because of the lead times involved, it is vital that the most capable ship is constructed. Since decisions made at the earliest stage of design can have the greatest impact on the life-cycle cost of a ship (Bole and Forrest, 2005), science users need to participate in setting initial requirements and design specifications and to be included in the evolution of the design. This is especially important when the research requirements are translated into ship specifications, because poor decisions at this stage often yield a ship that will be unsatisfactory or uneconomical to operate. One strategy that almost guarantees an unsatisfactory solution is the use of poorly defined performance specifications. Shipbuilding is a business, and shipbuilders must compete for contracts that are usually awarded to the lowest bidder. If specifications are not tightly defined, the shipbuilder may use inexpensive and unsatisfactory approaches to construction. Some of the recent UNOLS vessels procured through the Navy acquisition process have been constructed with poor attention to   http://www.imo.org/Conventions/contents.asp?doc_id=678&topic_id=258#7. 

58 SCIENCE AT SEA detail because of this approach. Examples include the use of iron piping instead of copper-nickel for potable water systems because pipe material was not defined (as on Thompson), or deck drains that are not located at the local low point (thereby not working effectively) because the designer failed to specify a location (on Atlantis). There have even been cases where the drain piping has been run against grade (both Revelle and Atlantis). There is simply no substitute for specificity in fixed-price contracts, such as those the Navy uses to procure academic ships. While cost constraints may preclude securing a ship with every desired specification, improvements could be made to the current system. Since hull structure is one of the cheapest aspects of a complete ship, one alternative to the current approach might be to consider building a larger ship than may appear to be affordable and bid certain scientific systems separately. This would allow for “mix-and-matching” the systems, creat- ing a ship that does some part of the overall mission very well. Other capabilities could be deferred for a future refit, with unfinished space left for future equipment purchases and installation. Another alterna- tive would be for the procuring agency to purchase certain high-tech equipment separately and provide it to the shipbuilder for installation, ensuring that the desired equipment is installed rather than a lower-cost component that would require replacement and increase life-cycle costs. One caveat with this approach is that equipment must be delivered to the shipyard on time, and any required interfaces with the ship must be correctly and precisely defined. If this is not done, the shipyard will likely consume all potential cost savings by claiming increased costs due to delay and disruption associated with failure to be timely and properly defined. A common hull design between vessels of each class, as done previously with Global class ships (i.e., Thompson, Atlantis, Revelle, and the NOAA ship Ronald H. Brown), could also provide cost savings. NSF created a design and construction plan for the AARV that was intended to address many of the problems that have impacted earlier oceanographic ship acquisition programs. The ARRV process involves the scientific user community in the design and construction of an oceano- graphic ship from the preconstruction phase through post delivery of the ship. It is summarized in Box 4-1. CONCLUSIONS The fleet of the future will be required to support increasingly com- plex, multidisciplinary, multi-investigator research. The design of future oceanographic ships is likely to become more challenging in order to achieve the needed integration and balance of facilities and equipment. Multidisciplinary, multi-investigator cruises will drive many aspects of 

OCEANOGRAPHIC RESEARCH VESSEL DESIGN 59 Box 4-1 The ARRV Procurement Process The ARRV is being built under the direction of NSF to support research in coastal and open ocean settings, particularly in those regions that experience mod- erate seasonal ice. ARRV, as the first ice-strengthened ship to join the academic fleet, requires special capabilities and presented engineering challenges that do not apply to more general purpose vessels. In order to provide strict oversight for vessel fabrication, NSF implemented a four-phase building project that required successful completion of early phases before funding would be awarded for subse- quent phases. The phases included a project refresh (design review), yard selec- tion and acquisition, ship construction, and delivery and transitions to operations. A key element of the process was the creation of an ARRV Oversight Commit- tee to obtain community input and advice on ship design and construction during all of the phases. This included a review of a final refreshed design and de-scop- ing plan, draft shipyard contract, and shipyard scope of work; a periodic review of ARRV construction progress; review of delivery voyage and the shakedown science test cruises; and review of warranty period and final acceptance. The oversight committee provides advice on the establishment of design and budget priorities, ensuring that construction remains within the agreed scope and cost. The committee was established and supported by the University of Alaska, Fairbanks (UAF), and its membership and scope of activities are approved by NSF. The committee is responsive to NSF and UAF by providing reports that detail and track the status of recommendations. The committee’s membership is fluid and may change depending on needed expertise for each phase of design, construction and trials. The ARRV procurement process entails a competitive two-step shipyard selec- tion process. Step 1 is the competitive qualification of shipyards through a technical proposal submission. Step 2 is a best-value price competition among acceptable shipyards in response to a request for cost proposals. Shipyards that do not pass Step 1 are expected to be eliminated to reduce risks of procurement delay, allow fewer potential protest risks or expenses, and maintain strong price competition among acceptable shipyards. The shipyard selection process begins with a request that interested shipyards demonstrate their qualifications for the ARRV project. The request includes the baseline project design package, a thorough description of the selection process (including evaluation methods), and detailed instructions to the potential offerors. design, including power plant and propulsion, laboratory and working deck layout, over-the-side handling, launch and recovery, and equip- ment changeover. Larger science parties and more complex technology will require more laboratory and berthing space. The growing trend toward use of multiple offboard vehicles will also impact the design with respect to freeboard and deck space. Vessel design will have to incorpo- rate technology that is currently available, such as dynamic positioning or 

60 SCIENCE AT SEA state-of-the-art sonar, while remaining adaptable for future technological upgrades. The capability to operate in high latitudes and high sea states will also be required. Because technology changes rapidly and ship lifespans are long, future academic vessel designs need to be general purpose and highly adaptable to changing science needs. Specialized ships will also be needed for some disciplines, with designs that are well matched to disciplinary needs while also being available for limited general purpose work. Trends toward increasing beam, length, draft, and displacement and the economy of scale present in larger hulls suggest that investments in larger, more capable vessels in any size class are preferred. The current Navy ship acquisition process does not emphasize inclu- sion of the scientific community in decision making regarding academic ship design and specifications. Development of the NSF-sponsored ARRV has benefited from community-driven ship design, allowing the users to participate more fully and create optimal designs for the cost constraints. 

The U.S. academic research fleet is an essential national resource, and it is likely that scientific demands on the fleet will increase. Oceanographers are embracing a host of remote technologies that can facilitate the collection of data, but will continue to require capable, adaptable research vessels for access to the sea for the foreseeable future. Maintaining U.S. leadership in ocean research will require investing in larger and more capable general purpose Global and Regional class ships; involving the scientific community in all phases of ship design and acquisition; and improving coordination between agencies that operate research fleets.

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Jeanne Gallagher

Turbulent seas are not the only challenge in a lab that is constantly full of sea life. “Although the lab was cleaned down every day after we finished work, there was still plenty of hidden fish bits creating a stink,” recalls Sorcha Cronin O’Reilly, who did research on the ship in 2016. “It took some strong stomachs and even more powerful elbow grease to get the place spick and span!”

Researchers here may get to keep their feet dry, but they do have to stay on their toes. The room is ringed with computers showing live data from the current mission, such as feedback from small submarine-like remotely operated vehicles (ROVs) . For example, in 2015 the Celtic Explorer launched its deep-water ROV, Holland 1 , to explore the mysterious mud volcanoes, cold-water corals and sponge gardens off Spain. The Holland 1 was piloted from this lab as the sub investigated the bizarre ecosystem that, rather than being powered by the sun, is fuelled by energy percolating up from Earth’s core.

One of the ROVs being launched

“Research at sea is a difficult process. Nothing – including you – stays stationary for long and the vessel is awake and working 24/7. But for a marine biologist like myself, glimpses such as this and the abundance of weird and wonderful marine life make it all worthwhile,” wrote Jeanne Gallagher of University College Dublin, who worked on the project.

Next, step onto the virtual bridge to play captain. During my time on board, I was fascinated to see the host of navigational instruments, including GPS and radar, which are essential for plotting course across entire ocean basins.

One night, unable to sleep, I ventured upstairs to the bridge and spoke to the captain about the feeling of isolation 600 kilometres from land. Among the calmly flashing lights on the control board, he pointed at the radar screen, and showed me that the nearest ship was more than 100 kilometres away. I don’t remember ever feeling such remoteness before.

4. Drop Keel

The drop keel is a well in the middle of the ship where a three-metre long “keel” covered in sensors can be plunged into the water. The keel can measure the ocean away from the turbulent effects of weather at the surface. Sensors can be swapped or repaired by raising it back up above the water level.

“However, we cannot control everything,” says Caroline Cusack, a marine scientist at the Institute who was chief scientist on the survey I joined. “Rough seas inhibit our work when the wave height is above 6 metres, and a lot of the instruments we use cannot be deployed.”

5. Chief Scientist’s Cabin

The chief scientist is responsible for the overall execution of the mission, and their cabin is a lot more than just a bunk. Along with a desk, bed and toilet, they get a unique perk: an Electronic Chart Display and Information System (ECDIS) for showing the vessel’s current location and the overall progress of the mission. “Ship-time is limited and expensive,” notes Cusack. “A lot of time goes into planning.”

Follow the journeys of the Celtic Explorer and her sister ship Celtic Voyager with the real-time vessel tracker and keep updated on the science happening on board with a live blog from the scientists while they are at sea .

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Emeritus Vessels

Emeritus vessel:  FLIP

The Floating Instrument Platform, or FLIP, was one of the most innovative oceanographic research tools ever invented. Over the course of its distinguished service life spanning more than 50 years, FLIP enabled research at the frontiers of science and exemplified the ingenuity of scientists and engineers at Scripps Institution of Oceanography at UC San Diego.

Emeritus vessel:  R/V MELVILLE

After a distinguished 45-year service life, R/V Melville was retired from the U.S. Academic Research Fleet following her final cruise in September 2014.

Emeritus vessel:  R/V NEW HORIZON

A groundbreaking design by Scripps engineer Maxwell Silverman led to the development of the general-purpose research vessel New Horizon, which was used extensively by the CalCOFI Program and scores of other research missions throughout the eastern Pacific.

Encyclopedia of Ocean Engineering pp 1–9 Cite as

Research Ship

• Cheng Long Wei 4 , 5 &
• Shuang Ling Dai 4 , 5  
• Living reference work entry
• First Online: 07 February 2019

23 Accesses

Research vessel ; Survey vessel

A research ship is a special ship or boat designed, modified, and equipped to carry out research at sea, which is carrying scientists and special equipment. Research ships are applied in marine natural science research such as geology, geophysics, hydrology, meteorology, chemistry, biology, landforms, and so on.

Scientific Fundamentals

Development history.

On the basis of great technological changes and typical characteristics of ship types, there are two main periods in the development history of the world research ships (Wu 2017 ).

First Development Period

The first development period of research ships is from the late 1950s to 1980s. Along with the application of electronic computers and the emergence of various kinds of advanced marine survey equipment, modern research ships are built gradually. Compared with the early refitted research ships, research ships in the first generation have qualitative improvements in performance,...

This is a preview of subscription content, log in via an institution .

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Cheng Long Wei & Shuang Ling Dai

Guangzhou Marine Geological Survey, Guangzhou, China

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Hadal Science and Technology Research Center, Shanghai Ocean University, Shanghai, China

Weicheng Cui

School of Naval Architecture, Ocean and Civil Engineering, Shanghai Jiao Tong University, Shanghai, China

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Zhiqiang Hu

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College of Shipbuilding and Ocean Engineering, Harbin Engineering University, Harbin, Heilongjiang, China

A-Man Zhang

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Wei, C.L., Dai, S.L. (2019). Research Ship. In: Cui, W., Fu, S., Hu, Z. (eds) Encyclopedia of Ocean Engineering. Springer, Singapore. https://doi.org/10.1007/978-981-10-6963-5_32-1

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R/V  Atlantis

Atlantis  is a Global Class research vessel in the U.S. academic fleet and is specially outfitted to carry the submersible Alvin and to conduct general oceanographic research

R/V  Neil Armstrong

Neil Armstrong  is an Ocean Class research vessel and, as one of the newest, most advanced ships in the U.S. academic fleet, is outfitted to conduct general oceanographic research.

Tioga , a small, fast research vessel owned and operated by WHOI and designed to conduct oceanographic work close to shore in waters along the Northeast U.S. coast.

Marine Facilities & Operations

Learn more about WHOI's shore operations, seagoing support and services, and the Iselin Marine Facility.

Find current and archived ship schedules in this section.

See the current location of each ship using graphical maps that show the current ship location and cruise track.

Frequently Asked Questions

• Mar 11, 2022

What is a Research Vessel?

Research vessels are purpose built to take scientists and scientific equipment to the sea to conduct research. Some are dedicated to one type of research, like the Chikyū

drillship, while others like the Nuyina icebreaker have more broad capabilities. There are many research ships in service, and we will take a look at how they work, some of the well-known vessels, and what the future holds with unmanned and autonomous vessels.

History of research ships

Replica of Captain Cook’s Endeavor . “ By colin f m smith, CC BY-SA 2.0 ”.

Research vessels have their roots in early exploration as people took to the seas to find answers to their world. The HMS Endeavor sailed in 1768 on a voyage of discovery for the British Royal Navy and is considered the first research vessel. Their mission was to explore the Pacific Ocean for Terra Australis Incognita, or “unknown southern land”, according to Wikipedia . After leaving Plymouth, going around Cape Horn, and making the journey to Tahiti, it observed the 1769 transit of Venus across the Sun. The ship then headed south finding islands like Bora Bora, eventually anchoring in New Zealand in September 1769. According to Wikipedia , she became “the first European vessel to reach the islands since Abel Tasman's Heemskerck 127 years earlier.” In 1770 it reached Australia, running aground on the Great Barrier Reef and after repairs, rounded the Cape of Good Hope in 1771 and reached the English port of Dover after three years at sea.

In the late 1800s interest grew in exploring the North and South Poles, with many ships meeting a grim fate. Others made numerous scientific observations including hydrographical, meteorological, and magnetic surveys while getting quite close to the North Pole. Ships also rushed to the Antarctic, with the Belgica being the first ship to overwinter there with 80 scientists on board. More journeys to the frigid poles in the 1900s resulted in better vessels with round hulls to withstand ice pressures and better preparedness for harsh conditions and deadly ice. By the 1950s international collaboration on research vessels had begun, with Canadian, American, and Japanese vessels working closely. Now countries all over the world work together on oceanographic research and companies like Ocean Infinity are building fleets of autonomous vessels that can stay at sea for months at a time without crew, collecting data for research.

“ The Belgica 1898 photograph showing the ship stuck, held fast, in the ice with three crew members in the foreground”. “By Frederick Cook - Public Domain ”.

Special capabilities

Research vessels have many special capabilities not seen in normal ships. Research may require long periods at sea, and many research vessels carry dozens of scientists, requiring facilities for recreation, exercise and food. Many have special laboratories to perform experiments and analyze samples on site, the ability to launch remotely operated vehicles (ROVs), cranes to lift heavy equipment into and out of the water, and strong hulls to withstand ice.

According to Wikipedia , some of the more specialized vessels are:

Oceanographic research vessels that examine the biological, physical, and chemical characteristics of water, as well as the atmosphere and climate. They are built to collect water samples at different depths, perform hydrographic sounding of the sea floor, and carry many sensors onboard. They also support divers and ROVs.

Hydrographic survey vessels are built specifically for hydrographic research to produce nautical charts and can also conduct seismic surveys of undersea geology with air cannons. Like many other research vessels, they can support multiple roles.

Polar research vessels use an icebreaker hull to navigate in cold waters and get through layers of surface ice. They conduct research as well as replenish research bases like those in the Antarctic.

Fisheries research ships tow fishing nets and can collect plankton and water. They are similar to a fishing vessel but instead of space to store a large catch, they contain laboratories and scientific equipment.

Naval research vessels also exist to perform functions like mine detection, submarine location, and technology trials for sonar and weapons.

Icebreakers

Some icebreakers can break through ice 16 feet thick, usually achieved by running up onto the ice with the front of the ship until it cracks and breaks. This requires a strengthened hull with a rounded design for pushing away ice after it fractures so it doesn’t damage the ship. They are usually very heavy, don’t have stabilizers (meaning they pitch and roll on the open ocean), and have very powerful engines connected to easily replaceable propellers. Some even have air bubbling systems and heated water jets that assist the ice breaking process. They are purpose built and all of this extra power, weight, and special materials makes they quite expensive and not well suited for regular ocean travel, but perfect for research near the poles. Check out more about these ships in our article What is an icebreaker?

Nuyina under tow. Image Credit: Australian Antarctic Program .

The Nuyina is a an Australian research, supply, and icebreaking vessel all in one. Built to resupply Antarctic research bases, it travels from Australia to the Antarctic, doing research along the way while bringing supplies to one of the most harsh environments in the world. It has cutting edge technology like fiber optic cables that supply data and power to research equipment, a moonpool for ROVs and samples, and containerized labs for scientists. The vessel cost $500 million to build plus another $1.4 billion for operations for the next 30 years. Nuyina replaces the Aurora Australis and is a faster and larger vessel that runs so quietly scientists will be able to perform research in transit. It will hold 116 scientific personnel and 34 crew, and can embark up to four helicopters! Nuyina means southern lights in the native language of the Tasmanian Aborigines. Scientists study antarctica because it is a 4 kilometer thick layer of ice with a million years of history recorded inside, it’s also almost completely untouched by humans and a great place to study galaxies above or penguins right at your feet.

“R/P FLIP with a full Moon. Taken from the R/V Melville, November 2013. Photo: Evan Walsh”. Image from Scripps Institute of Oceanography .

FLIP stands for FLoating Instrument Platform and is a research vessel that flips 90 degrees with most of its hull going underwater. Ballast tanks fill with water, rotating the vessel into place so that only 17 meters is above the water with 91 meters below, leaving all the scientific instruments underwater to collect data. This is beneficial because the vessel is more stable to detect small fluctuations in subsurface sound waves caused by the ocean floor. It is still in operation, usually somewhere off the west coast of the United States where it has to be towed into position due a lack of propulsion since engines could damage the sensitive equipment inside the vessel. It was built in 1962 and can handle 80 foot swells. This unique vessel is operated by Scripps Institution of Oceanography’s Marine Physical Laboratory in California.

Chikyū on the water. Image from JAMSTEC .

Chikyū holds the world record for deepest drilling into the sea floor by any vessel in the world. The mission of this ship is to retrieve samples from the mantle below the Earth’s crust at plate intersections to understand how plates move and create earthquakes like the one that devastated Fukushima. The vessel’s name means “Earth”, and is operated by the Japanese Agency for Marine Earth Science and Technology (JAMSTEC). Scientists look for the best places to drill in the hopes of drilling into an asperity, or bulge where tectonic plates push against each other and distort, storing energy that can be released in an earthquake. No one has ever sampled magma directly from the mantle, which is why this ship was built with the best drilling technology, which has so far allowed it to drill 3,250 meters, still short of its 5,200 meter goal. Each time the vessel goes out they get valuable information on getting a little farther down.

Chikyū is a dynamically positioned vessel, meaning it use thrusters to stay on station in the ocean without the use of anchors. This is especially important for deepwater drilling as anchors aren’t really feasible at extreme depths. DP systems use computer controls to adjust thrusters to keep ships in place even in rough seas. Drilling deep into the Earth can take months, so the vessel has to stay in position for all that time regardless of winds, waves, and weather. Check out more about dynamic positioning in our article What is dynamic positioning?

Autonomous research vessels

Ocean Infinity Armada render. Image from Ocean Infinity .

With the growth of autonomous technology, some research vessels no longer need to be manned and can stay at sea for months without human interference. Ocean Infinity is building a fleet of these vessels to perform research on the oceans and weather patterns across the world. They’ve also searched for shipwrecks, collected geophysical, geotechnical, and seismic data, and used their technology in Antarctic research expeditions, according to Ocean Infinity . They sent Autonomous Underwater Vehicles (AUVs) and ROVs under the ice shelves measure physical and biological parameters below the sea ice.

Saildrone also operates unmanned vessels to collect data on the oceans. In September of 2021 they sailed one of their drones into the eye of a hurricane, collected the first video from an unmanned ship inside a hurricane at sea, according to The Maritime Executive . Autonomous and unmanned technology makes leaving research ships at sea for months, collecting data from under ice sheets, and taking readings inside hurricanes much more accessible to scientists around the world.

Future Research

Although advances in technology make it possible to go places it would be too dangerous for humans, there are still plenty of problems that need people on-site. Being able to immediately analyze a fresh core sample from 3,000 meters below the ocean floor allows scientists to see microorganisms that live there in real-time. Being on location in Antarctica to study penguins or the night sky is still no replacement for a camera feed. As technology advances, we will continue to see manned and unmanned research vessels working together to advance the knowledge of humankind. We hope we can do our part by testing those ship’s electrical systems to make sure they’re safe!

Happy Friday!

https://en.wikipedia.org/wiki/History_of_research_ships

https://en.wikipedia.org/wiki/HMS_Endeavour

https://www.onesteppower.com/post/what-is-icebreaker

https://www.onesteppower.com/post/fun-facts-rsv-nuyina-icebreaker-research-vessel

https://www.onesteppower.com/post/flip-ship-goes-vertical

https://www.onesteppower.com/post/chikyu-drillship

https://oceaninfinity.com/projects/weddell-sea-expedition/

https://www.maritime-executive.com/article/video-saildrone-drives-unmanned-boat-into-the-middle-of-hurricane-sam

https://en.wikipedia.org/wiki/RV_Belgica_(1884)

https://www.antarctica.gov.au/

https://oceaninfinity.com/marine-robotics/

https://oceaninfinity.com/projects/

https://marinebiology.uw.edu/field-stations-ships/research-vessels/

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Marine Biology

• College of the Environment
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Research Vessels

There are two primary research vessels that UW undergraduates in marine biology may spend time on. In introductory classes, you may get a chance to go on a short overnight trip in the Puget Sound. If you major in a marine science field or spend a quarter at Friday Harbor Labs , your time may be focused on collecting data for your own research.

R/V Thomas G. Thompson

A 274 ft long vessel owned by the Office of Naval Research and operated by the UW School of Oceanography. Undergraduates may have the opportunity to tour the Thompson or go on day field trips in the local area. Oceanography majors collect data for their senior research projects through a senior research cruise, which frequently happens further afield in the Pacific Ocean. More information about the R/V Thompson .

In the News

• “Oceanography team leads study of unexpected seafloor seep” (UW News, April 10, 2023)
• “Annual research trip off Oregon coast gives students once in a lifetime experience at sea” (UW Environment, August 22, 2022)
• “UW’s large research vessel, R/V Thomas G. Thompson, gets back to work” (UW Today, February 1, 2018)

R/V Rachel Carson

A 72 ft long vessel owned by UW School of Oceanography and part of the UNOLS fleet. A successor to the R/V Barnes, R/V Rachel Carson is intended for research in Western Washington and British Columbia. More information about the R/V Rachel Carson .

• “R/V Rachel Carson Stars in a Brand Story for Sea-Bird Scientific” (UW Oceanography, January, 2023)
• “New UW vessel, RV Rachel Carson, will explore regional waters” (UW Today, May 10, 2018)

R/V Kittiwake

A 42 ft long vessel stationed at Friday Harbor Labs on San Juan Island. More information about the R/V Kittiwake .

Oceanographic Research Vessels: How They Help Scientists

by Goodwin Marine Services | Apr 1, 2022 | Blog | 0 comments

Oceanographic Research Vessels cater to a crucial demand for doing study at sea. These ships assist in the extensive assessments and investigations of the maritime arena for numerous purposes. Plus, it aids scientists in many ways. 

To discover ocean regions

Oceanographic research vessels are built to study the oceans’ shoreline and remote areas. Moreover, the vessels assist in water testing and seabed surveying. These tests include: 

• Conductivity, Temperature, and Depth Recording
• Hydrographic sounding
• Coring and dredging

Oceanographic research vessels are also for a range of other jobs that assist scientists in deepening their knowledge of the seas.

Research vessels provide a diverse range of winches and lifting solutions for handling and deploying your expensive scientific equipment. With the help of research vessels, institutes, shipyards, and vessel designers can determine the appropriate equipment configuration for the anticipated activities. 

To deliver precise data

Despite growing exactness in satellite observations, electromagnetic radiation records information from the waters for the first few centimeters of the ocean surface. Moreover, it keeps physical equipment as the only practical option to investigate the ocean depths.

On the other hand, Oceanographic Research Vessels are the principal methods of oceanic observation, mainly for the near future. Such vessels are equipped with cutting-edge technology and devices that support sophisticated, multidisciplinary, multi-investigator studies throughout all oceanographic subfields.

Advanced sensors and scientific resources can generate accurate information for a wide range of oceanographic variables. The research vessels’ data enables makers to construct models and forecast how the prospective waters will change. In this way, oceanographic research vessels can permit scientists to carry the torch in oceanographic science.

For other crucial operations

For polar research.

Scientists mostly use oceanographic research vessels in the far-flung polar regions for polar area study. These ships respond to the areas’ scientific needs. It is because they are built with specific torsos that enable researchers to navigate under icy layers plus adverse weather conditions .

For oil research

Offshore oil and gas extraction companies also use research vessels to understand sub-surface crude and gas deposits. 

For Oceanography research

Oceanographic research vessels undertake studies on water’s tangible, chemical, and biological properties. This is not all. They also carry out research on such features of the atmosphere and the climate. 

Such vessels have tools for capturing water samples from a variety of depths, such as the deep oceans. Moreover, such ships have hydrographic sounding devices and a variety of other sensing devices. Through this, scientists can analyze what is happening and going to happen in the ocean. 

For fishing industry researches

The fishing business also uses research vessels to conduct various types of research, including fish discovery and water testing. Scientists can thus recognize the condition of the aquatic environment. 

Due to technological improvements, even oceanographic research vessels have gotten fairly complex in recent years. The concept of investigating ships is also predicted to display several other pioneering markings.

Want to know more about the ability of oceanographic research vessels? Contact Goodwin Marine Services today. With over 10 years of experience, the team will surely assist you with more information and details.

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What Do Research Vessels Do?

by Goodwin Marine Services | Aug 24, 2020 | Blog , Research Vessels | 0 comments

As the future of our planet comes under greater scrutiny every day, the importance of accurate and up-to-date marine research grows in kind. The behavior of sea life and of the oceans themselves will sometimes be the first clues scientists get for what might be a vital change in our environment; it is, therefore, essential that we are able to gather accurate, timely data and interpret it correctly.

So marine research is, without doubt, a matter of some importance. It is also a challenging field, with all the usual tests placed upon the researchers combined with the considerable difficulty of being placed at sea. Ocean science places its own, specific demands upon the researcher, and the quality of their research may often be dependent upon the research vessel they have access to. For a greater understanding of the role of research vessels in ocean science and marine research, please read on.

Vessels give researchers access to awkward areas

Ocean exploration is naturally more challenging than the same exploration on solid ground; for the 29% of our planet that is not submerged, things stay more or less where they are and how they are. At sea, observing the shape of things is much more challenging. Water is inherently unstable. So the use of a research vessel is important, allowing researchers to find an area of sea that they need to study, drop anchor, and deploy resources from this stable platform.

Equipment, divers and even secondary vehicles in the form of submersibles can be used once the researcher has located the area of water that they are seeking to understand. This adds a key extra string to the bow of marine researchers and allows them to better understand marine life in more remote areas of ocean, as well as potentially diving to the wreckage, old or new, that may hold secrets we need to know.

Research vessels act as floating laboratories

As any scientist knows, the accuracy of data can easily be affected by delays in the analysis. Even an hour or more can make a difference. Collecting material to be analyzed back at the lab may be insufficient when in some cases it will need to be looked at more or less instantly. Research vessels are, therefore, all the more important because they allow research and analysis to be carried out without delay. A well-equipped research vessel can provide all the functionality of a floating laboratory.

Research vessels are designed to contain and support a wealth of lab equipment, electronics, and communications devices, so you can extract material for analysis and, within minutes, have the initial results of your analysis begin to be beamed back to dry land. Any skilled marine biologist will be delighted with the advantages afforded to them by properly-equipped research vessels .

Research vessels go where other craft fear to tread

We need information from all parts of the ocean at all times, not least in the changing environment that we are trying to understand. With that taken into account, we cannot help but acknowledge that some parts of the ocean are easier to monitor than others and that the tougher-to-access areas may require closer attention. With that said, not all craft can get to the trickier areas. In a world where even a standard commercial crossing can be made stressful by higher winds, respect has to be paid to how hazardous the high seas can become.

It is for this reason that research vessels are built in the hulls of tougher boats, with former ice-breaking crafts having been used for the job in the past (and present). If we want to learn more about all areas of the ocean, we need to use crafts that can safely and comfortably access the toughest areas. Research vessels are designed to achieve this very thing, whether in polar waters or in narrow straits which may be inaccessible to more conventional vessels.

Research vessels are essential in multiple fields

Research vessels allow us to have a better understanding of the oceans, but it is worth recognizing just how far and wide their use goes. The information gleaned from such vessels has applications in many fields. For example, one of the prime functions of research vessels is hydrographic survey . This form of research allows for more accurate mapping of the seas for shipping purposes. Thanks to hydrographic survey research, we know which routes are passable by both civilian and military crafts.

Other research vessels carry out work to understand the water on which they sail. This may entail close chemical and biological analysis of the water. Thanks to these vessels we can learn more about pollution at sea. With the ongoing threat of the melting of polar ice, the same crafts can analyze chemicals that may have been released into the water, better to understand the extent of any such melting.

Further vessels may have more commercial applications, which may include being used for the analysis of fish stocks. The better we understand the water around us, the more we can apply that knowledge for a range of purposes, and the better we can understand the world. So, whether it is to find out whether a certain area is likely to be profitable for fishing trawlers, or another area needs to be the focus of close attention and ecological efforts, the importance of research vessels should be clear to anyone.

In conclusion

Research vessels play a major part in our scientific understanding of the seas, allowing us to have concrete scientific data where once we could at best have speculated at a conclusion. As vessels become more technologically advanced, we will be able to collect and analyze more evidence from the seas that make up nearly three-quarters of the planet we inhabit. The more we learn from having research vessels at sea, the more cohesive a picture we will have of the planet we all live on – and with the growing importance of environmental science, it goes without saying that ocean-going research vessels are vitally important.

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Hydrothermal Hunt at Mariana

5 reasons why working on a research ship is the best experience ever.

Cruise Log: Hydrothermal Hunt at Mariana

Fellow students and newcomers: Congratulations – you have made the excellent choice of studying oceanography, marine geology, or biology! This means you may have the chance to go to sea to do your research. What can you expect? Will this be the greatest experience of your life? (probably) Below is a rundown of the top five perks to doing research on a ship like R/V Falkor.

5. the port.

Canary Islands. Bermuda. Bahamas. Mexico. Florida. Cayman Islands. Hawaii. Guam. These are just some of the ports that Schmidt Ocean Institute cruises have departed from. You can probably guess where I’m going with this. These ports have one thing in common: endless sunny beaches where you can relax for a few days before the cruise with a mojito in one hand and a good book in the other. Or, if you’re more like me, you may prefer to spend your days hiking, diving, or volcano-poking. It is also a great chance to explore the local culture, history, and cuisine of your departure country (I highly recommend the Chamorro BBQ Bistek if you are ever in Guam). Now it’s time to go through security screening at the port and board the ship…

4. Standard of Living

Ship living is generally pretty comfortable, and the R/V Falkor is particularly nice by industry standards – the cabins are cozy, there is regular laundry service, internet access, amazing food, indoor and outdoor lounge areas, a gym, and even a sauna! In your limited free time on board, there are lots of forms of entertainment – including books, games, and movies, in addition to recreational whale watching and coffee drinking (Importantly, the coffee is delicious). Who will you be drinking this coffee with, you ask? Well…

3. The Team

Scientists are the most interesting people in the world. I must admit, that statement is heavily biased by the fact that I myself am an early-career scientist. While the validity of this ‘fact’ may come into question, it takes a certain type of person to dedicate their lives to the advancement of science. If you are the sort of person who gets excited over a rock that contains metallic elements in potentially economic concentrations, exploding submarine volcanoes, an ecosystem that is based on chemosynthesis rather than by energy from the sun, understanding the chemistry of our oceans, or advanced robotic technologies like the Automated Underwater Vehicle (AUV) Sentry, this is the place for you! Not to mention the super-friendly crew, without whom it would just be a few confused-looking scientists bobbing around on a stationary ship.

2. Learning Experience

Whether you’re a student like me or a well-established researcher, each cruise provides endless opportunities to interact with different people and learn new things. Every researcher has their own specialties and perspectives, and everyday conversations can trigger novel ideas. The end result may be a scientific publication, the next cruise proposal, or an entire new avenue of investigation. In addition, you never know what new discoveries will be made that could provide more questions than answers. These questions are important because…

1. The New Frontier

The advancement of science is what keeps us motivated, day in and day out. It is common knowledge that we know more about the surface of Mars than we do our own oceans and seafloor. The research locations are remote and difficult to get to ( especially during a typhoon ). Then there is this pesky ocean in the way, so we resort to technologies such as the AUV to visit the seafloor . These methods are slow and only cover a small fraction of the ocean, so there is much left to explore, and many secrets yet to be uncovered. This research has an inherent sense of adventure that can be likened to the early ocean explorers who discovered new lands that had never been dreamed of.

This is why working on a research ship is the best experience ever.

Melissa Anderson

More Entries

November 21, 2015

November 22, 2015

The Tectonic Neighborhood

November 23, 2015

Tracking Down Hydrothermal Vents

November 24, 2015

Back On Course

November 25, 2015

How to recover an Autonomous Underwater Vehicle

November 26, 2015

A Day of Thanksgiving

November 27, 2015

Mapping Earth’s Ocean Seafloor

November 28, 2015

November 29, 2015

Week One in Review: Video

November 30, 2015

The First Hydrothermal “Hit”

December 1, 2015

The First Plume

December 2, 2015

Place your bets!

December 3, 2015

A Day in the Life of a Seafloor Scientist

December 4, 2015

Bonanza on the Back-Arc

December 5, 2015

Surprise: Young Lava!

December 6, 2015

Marvelous Multibeam Math

December 7, 2015

Week Two Video Highlights

December 8, 2015

Pumping Iron

December 9, 2015

Life in the Bubble

December 10, 2015

Plume Contest Review

December 12, 2015

Helium’s role in the Hydrothermal Hunt

December 13, 2015

Four Unexpected Things I Learned While Working on a Research Vessel

December 14, 2015

Week Three Video Highlights

December 15, 2015

Falkor’s crew and their Essentials

December 16, 2015

Surprise Ending!

December 18, 2015

Hydrothermal Hunt Video Matrix – summary

Research Vessel

Become a scientist on expedition, our goal: building a research ship together.

Citizen Scientists want to participate in research projects that are well-designed, scientifically sound and match their interests and expertise.

Scientists and researchers apply to us for research projects to access unique research opportunities in remote or hard-to-reach areas, or to study specific species or ecosystems.

Ship owners are looking for a vessel that is reliable, durable and safe. They want a vessel that can withstand the rigours of scientific research and rough seas, and are looking for an intergenerational, sustainable investment.

Citizen Science Research Vessel

Building a new ship

Combination of a research and a cruise vessel.

For Citizen Science voyages, our intention is to build a new ship . For our research projects, we are planning a combination of a research and a cruise vessel with the following features:

- Passengers: approx. 300 with 150 cabins. - Crew: approx. 50 - Dry and wet laboratories - Small research boats and Zodiac inflatable dinghies for sampling and landing - Cranes with water bailers - Submarine drones and diving robots (ROV) - Diving equipment and a hyperbaric chamber - A helicopter landing deck - An arboretum - Several lecture halls of various sizes - Marinas - A hybrid or LNG drive

Research together

Our ambition

Combined cruise and research vessel.

Guidance and support from experts: Citizen Science trips provide access to experts from different scientific disciplines, such as marine biology, environmental science and climate research, who guide and support citizen scientists in their research activities.

Safe and comfortable accommodation: Citizen Science journeys ensures that the accommodation on the ship is safe, comfortable and conducive to research activities. This includes amenities such as private cabins, numerous lecture and work spaces, and extensive research equipment.

Education and cultural experiences: Citizen Science travellers are interested in learning more about the local culture, history and ecology of the areas and destinations they visit. Therefore, Citizen Science trips provide opportunities for cultural and educational experiences.

Networking: Our guests want to connect with other like-minded individuals and researchers. Through Citizen Science trips we open up new opportunities for networking, collaboration and team building.

Accessible and affordable costs: Citizen Science trips have accessible and affordable pricing options to enable a wide range of citizen scientists of different financial means to participate in science.

Ethical and responsible research practices: Citizen Science trips ensure that all research activities are conducted ethically and responsibly, with appropriate protocols to protect the environment and ensure the safety of participants and wildlife.

Opportunities for skills development and personal growth : Citizen Science trips provide opportunities for citizen scientists to expand their skills and knowledge through hands-on research experiences and to develop personally through travel and cultural experiences.

Research on board

Operator for citizen science

Information about research vessels, what is a research vessel.

A research vessel is a specially designed ship used for scientific purposes to gain knowledge about the world's oceans and their resources. It is an important part of oceanography, geology and marine biology.

These ships have a variety of scientific instruments and laboratories that enable researchers to carry out detailed measurements and sampling in the field. Some research vessels are also equipped with specialised equipment such as submersibles, cranes and deep-sea capable rovers to facilitate research activities in the deep ocean.

The research vessels are usually equipped with state-of-the-art communication and navigation systems that enable researchers to work safely and efficiently. They also have accommodation and recreational facilities for the crew and researchers who spend extended periods of time on the ship.

An important advantage of a research vessel is that it allows researchers to conduct their research directly in the ocean, rather than collecting samples and data from other sources. This allows them to gain a better understanding of the oceans and their ecosystems and make important discoveries in the field of marine research.

Operator for science

Research vessel ms freya stark, research vessels equippment.

The following scientific instruments and equipment may be present on a research vessel:

Measuring instruments for temperature, salinity and depth of the sea Echosounder systems for mapping the seabed Marine biological collection equipment such as nets and trawls Hydrology instruments for measuring currents, waves and tides Geological sampling tools such as drills and corers Weather stations for monitoring weather conditions Cameras and video equipment for documenting research results Laboratory rooms and equipment for analysing samples Submersibles and ROVs (Remotely Operated Vehicles) for deep-sea research Crane systems for lifting and transporting samples and equipment.

However, this is not an exhaustive list and the specific set of research instruments may vary from ship to ship, depending on the research projects planned.

Citizen Science Projects

Research projects in the North Atlantic

Research vessels.

The MS Walther Herwig III is the largest of the three German fisheries research vessels. It is managed by the German Federal Office for Agriculture and Food. The ship is being used primarily by the Johann Heinrich von Thünen Institute. It is mainly used for research projects in the North Atlantic as well as the North and Baltic Seas.

The Walther Herwig III is due to be auctioned in the near future since a new ship is being built (the MS Walter Herwig IV).

Operator in the polar regions

Citizen science vessel.

The MS Polar Pioneer is licensed to carry 54 passengers, is certified as ice class 1A Super, and has already been in operation as an expedition cruise ship. She is anchored in Denmark. The MS Polar Pioneer was being used by a Dutch expedition operator in the polar regions and has now been replaced by the new ship MS Honsius.

The MS Polar Pioneer was built in 1985 in Turku, Finland. As a citizen science vessel, the MS Polar Pioneer is particularly suitable for climate research in the polar regions due to her high ice class rating.

• Science & Technology
• Exploration Tools

CTD stands for conductivity, temperature, and depth, and refers to a package of electronic devices used to detect how the conductivity and temperature of water changes relative to depth. The CTD is an essential tool used in all disciplines of oceanography, providing important information about physical, chemical, and even biological properties of the water column.

To view this video please enable JavaScript, and consider upgrading to a web browser that supports HTML5 video 

The CTD (standing for "conductivity, temperature, and depth") is a vital instrument when conducting scientific research on ships. Video courtesy of Caitlin Bailey, GFOE, The Hidden Ocean 2016: Chukchi Borderlands, Oceaneering-DSSI.

How Does It Work?

After recovering the CTD, a scientist attached a tube to each Niskin bottle and transferred collected water into plastic jugs where it was taken into the on-ship lab to be filtered for later analysis. Image courtesy of DEEP SEARCH 2017, NOAA-OER/BOEM/USGS. Download image (jpg, 4.6 MB) .

A CTD is a series of small probes that can be deployed independently or incorporated into a variety of observing platforms such as remotely operated vehicles, gliders, or fixed observing buoys.

On exploration vessels, a CTD is often attached to a larger metal water sampling array known as a rosette that is lowered into the water via a cable. Multiple water sampling, or Niskin, bottles are often attached to the rosette as well. These bottles are open when the rosette is deployed and can be triggered to close, collecting water samples at specific depths for later analysis.

CTDs often include additional instruments as well, such as sensors to measure oxygen, water pH, nitrate and chlorophyll levels, turbidity, and water current velocities. All of these measurements are looked at side-by-side in relation to depth.

What Happens Next?

This screenshot of data from a CTD cast conducted during the Hidden Ocean 2016: Chukchi Borderlands expedition shows the different water layers in the Arctic as well as the chlorophyll maximum where most of the phytoplankton live in the water column. Edited by Caitlin Bailey, GFOE, The Hidden Ocean 2016: Chukchi Borderlands. Phytoplankton photo courtesy of Kyle Dilliplaine, UAF, The Hidden Ocean 2016: Chukchi Borderlands. Download image (jpg, 542 KB) .

Some CTDs can transmit data back to a ship in real time, while others store the data until the instrument is recovered and data are downloaded for review. Data collected from a CTD are used to generate a profile of water column characteristics relative to depth.

By comparing the data in situ at each depth, the physical characteristics of the water can be described. From these data, scientists can also detect anomalies (or changes) in the water column that warrant further investigation. Thus, CTD data plays an important role in helping scientists make decisions about where to explore next.

Why Is It Important?

CTDs are common equipment in oceanography because they measure chemical and physical properties of the water column, which serve as a foundation for understanding the marine environment. Combinations of temperature and salinity data are used to define water masses as part of the bigger picture of ocean circulation, which can also have implications for studying and understanding changing environmental conditions.

CTD data can help us understand biological processes, such as the growth of algae, or the distribution of organisms such as fish that rely on specific temperatures and salinities for normal biological routines such as reproduction. Knowledge obtained from CTD devices can, in turn, lead to a better understanding of things such as where species occur and how they are distributed in the ocean.

Ocean explorers also use CTD measurements to detect evidence of volcanoes, hydrothermal vents, and other deep-sea features that cause changes to the physical and chemical properties of seawater. CTD data are also important in acquiring sound velocity profiles of the water column to apply to multibeam sonar or other sonar data for accuracy of bathymetry measurements.

One Instrument for All

What Does “CTD” Stand For?

The Oceanographic Yo-Yo

Water Column Exploration: Sniffing the Seafloor with Sensors

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6 Common Leadership Styles — and How to Decide Which to Use When

• Rebecca Knight

Being a great leader means recognizing that different circumstances call for different approaches.

Research suggests that the most effective leaders adapt their style to different circumstances — be it a change in setting, a shift in organizational dynamics, or a turn in the business cycle. But what if you feel like you’re not equipped to take on a new and different leadership style — let alone more than one? In this article, the author outlines the six leadership styles Daniel Goleman first introduced in his 2000 HBR article, “Leadership That Gets Results,” and explains when to use each one. The good news is that personality is not destiny. Even if you’re naturally introverted or you tend to be driven by data and analysis rather than emotion, you can still learn how to adapt different leadership styles to organize, motivate, and direct your team.

Much has been written about common leadership styles and how to identify the right style for you, whether it’s transactional or transformational, bureaucratic or laissez-faire. But according to Daniel Goleman, a psychologist best known for his work on emotional intelligence, “Being a great leader means recognizing that different circumstances may call for different approaches.”

• RK Rebecca Knight is a journalist who writes about all things related to the changing nature of careers and the workplace. Her essays and reported stories have been featured in The Boston Globe, Business Insider, The New York Times, BBC, and The Christian Science Monitor. She was shortlisted as a Reuters Institute Fellow at Oxford University in 2023. Earlier in her career, she spent a decade as an editor and reporter at the Financial Times in New York, London, and Boston.

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Hope: The Future of an Idea | 2024 Spring Salon

Where is hope in humanities research? Perhaps it's a concept with a particular history, perhaps a force whose effects are latent or invisible; or it may be absent altogether for reasons to explain. Does hope motivate one's work? What does hope mean intellectually and personally?

Please join us for brief responses to these questions by current fellows, followed by a general discussion with Q&A moderated by SHC Director Roland Greene . The event will conclude with a reception.

About the Speakers

Samia Errazzouki (Mellon Postdoctoral Fellow) is a historian of early Northwest Africa. She holds a PhD in history from the University of California, Davis and an MA in Arab Studies from Georgetown University. Her research and teaching focuses on trans-regional histories of racial capitalism, slavery, and empire. Errazzouki formerly worked as a Morocco-based journalist with the Associated Press, and later, with Reuters. She is currently a co-editor of Jadaliyya and assistant editor of The Journal of North African Studies .

Jisha Menon (Violet Andrews Whittier Internal Fellow) is Professor of Theater and Performance Studies, and, by courtesy, of Comparative Literature at Stanford University. She is the author of Brutal Beauty: Aesthetics and Aspiration in Urban India (Northwestern UP, 2021) and The Performance of Nationalism: India, Pakistan and the Memory of Partition (Cambridge UP, 2013). She is also co-editor of two volumes: Violence Performed: Local Roots and Global Routes of Conflict (Palgrave-Macmillan Press, 2009) and Performing the Secular: Religion, Representation, and Politics (Palgrave Macmillan, 2017).

Joseph Wager (SHC Dissertation Prize Fellow) is a PhD Candidate in Iberian and Latin American Cultures at Stanford University. He is writing a dissertation focused on the form of the stories about desaparecidos, what is said about desaparecidos, in contemporary Colombia and Mexico. The dissertation places social-scientific inquiry, the work of activists and collectives, and legal instruments in dialogue with art installations, film, novels, performances, and poems. Underpinning this combination is 1. the idea that human-rights changes stem from how individual and collective actions resist institutionalization or translate into institutions and 2. that cultural products (e.g., art) and their form are crucial to the understanding of such processes.

Ya Zuo (External Faculty Fellow) is an associate professor of History at University of California, Santa Barbara. She is a cultural historian of middle and late imperial China. She is the author of Shen Gua’s Empiricism (Harvard University Press, 2018) and a range of articles on subjects such as theory of knowledge, sensory history, medical history, book history, and the history of emotions.

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Does public opinion polling about issues still work?

The 2016 and 2020 presidential elections left many Americans wondering whether polling still works. Pre-election polls in both years struggled to capture the strength of support for former President Donald Trump and other Republican candidates.

But elections are just one of many topics that polls are used to understand. A new analysis from Pew Research Center examines the accuracy of polling on more than 20 topics, ranging from Americans’ employment and vaccination status to whether they’ve served in the military or experienced financial hardship. The analysis shows that, despite low response rates, national polls like the Center’s come within a few percentage points, on average, of benchmarks from high response rate federal surveys . The closer a poll estimate is to the benchmark, the more accurate it is considered to be. Consistent with past research , polling errors are larger for some topics – like political engagement – that may be related to a person’s willingness to take surveys.

Across the 26 topics asked about in the Center’s new analysis, the poll estimates differed from the U.S. government benchmark by an average of 4 percentage points. Polling was particularly accurate for certain topics like employment, marital status and homeownership. For example, the share of U.S. adults who said they had received at least one COVID-19 vaccine dose by June 2021 was roughly two-thirds based on data from both the Centers for Disease Control and Prevention (66%) and Center polling (67%).

Pew Research Center conducted this study to assess the accuracy of its polls on 26 topics, ranging from Americans’ employment and vaccine status to whether they’ve served in the military or experienced financial hardship. For this analysis, we surveyed 10,606 U.S. adults June 14-27, 2021. Everyone who took part in this survey is a member of the Center’s American Trends Panel (ATP), an online survey panel that is recruited through national, random sampling of residential addresses. This way nearly all U.S. adults have a chance of selection. The survey is weighted to be representative of the U.S. adult population by gender, race, ethnicity, partisan affiliation, education and other categories. Read more about the ATP’s methodology . Here are the questions used for this post, along with responses, and the methodology of the ATP survey.

To assess the accuracy of the Center’s polls, we compared ATP survey estimates to data from high-quality government sources, such as the American Community Survey, the National Health Interview Survey and the Current Population Survey. The closer a survey estimate is to the government benchmark, the more accurate it is considered to be.

While not perfect, this level of accuracy is usually sufficient for getting a meaningful read of the public’s mood on key issues. Consider the recent debate over “defunding the police.” A 2021 Center poll found that 15% of U.S. adults favor decreasing spending on policing in their area. Such an estimate could be four points too high (19%) or four points too low (11%), but it still conveys the correct overarching narrative that decreasing such spending is not a broadly held view.

In a closely contested election, however, this level of accuracy is not sufficient for reliably determining the winner. It’s also important to note that, in this analysis, polling was less accurate for topics like having a retirement account, receiving food assistance and turning out to vote.

Some topics still prove difficult for polling

In many ways, results from this analysis echo past Center studies gauging the accuracy of polls. Studies in 2012 and 2017 found that, despite low response rates, polling data aligned reasonably well with high-quality government sources.

While accuracy is solid on most outcomes, this research also consistently finds that polls overrepresent people who are active in their communities or are active politically. For example, in the current analysis, about three-quarters of adults polled (77%) said they voted in the 2020 general election, while the actual rate was just two-thirds (66%). 

Another polling challenge identified in this analysis concerns indicators of personal wealth or financial hardship. Out of 26 benchmarks, the largest polling error was for the share of U.S. adults who said they have a retirement account such as a 401(k), 403(b), IRA or some other account designed specifically for retirement savings. The share of adults who said they have a retirement account was overrepresented in the poll (53%) relative to their share in the population (32%), as measured by the Current Population Survey March Supplement.

On other questions, people reporting financial hardship were overrepresented. For example, 19% of those polled reported that their household had received benefits from the Supplemental Nutritional Assistance Program (also known as the food stamp program) in 2020, but government data shows that the actual rate nationwide was lower (11%). Taken together, these results suggest that pollsters have more work to do to represent both ends of the wealth spectrum.

Implications for polling inside and outside elections

The presence of large errors on some variables is a reminder that polling is imperfect, and it is pollsters’ responsibility to investigate such errors when they arise and make efforts to correct them. That said, many professionals in business, politics, religion, education, the news media and other sectors continue to rely on polling data, despite its problems in recent elections. This study provides some evidence as to why. If a poll typically comes within a few percentage points of an authoritative benchmark, it should be able to answer questions such as, “Which issues are Americans most concerned about ?” and “Do more Americans approve or disapprove of the Supreme Court’s recent ruling on abortion?”

Elections are a common way to judge the accuracy of polling. But benchmarking analyses are arguably more suitable when it comes to issue polling. One reason is that issue polls and benchmarks typically consider how all adults in the country feel about an issue. Elections, by contrast, summarize the preferences of only about 40% of the public in a typical midterm contest and about 60% of the public in a typical presidential contest – the approximate shares of eligible adults who actually vote.

Election polls also face an array of challenges that issue polls do not, including the need to predict who among those interviewed will actually vote and the risk that respondents’ stated preference for a certain candidate may change between the survey field period and election day. While errors in the 2016 and 2020 election polls are well documented, a recent Center analysis found that election polling errors are less consequential for issue polls than they might seem. Errors of the magnitude seen in some of the least accurate 2020 election polls would alter measures of opinion on issues by an average of less than 1 percentage point, the analysis found.

One limitation of this analysis is that the polling cited here comes from just one source, Pew Research Center’s American Trends Panel (ATP). But other survey panels that use the same general approach – by recruiting Americans offline and interviewing them online – provide data quality similar to the ATP.

Such surveys, however, represent just one part of the polling landscape. Many public opinion polls are still conducted by telephone using randomly-drawn samples or, even more common, are conducted online using opt-in samples . This substantial diversity in the polling field means that the results from this analysis do not necessarily hold true for any particular poll one might find. In the coming months, a Center report will provide more detail on how different types of online polls perform in this benchmarking assessment.

Assessing bias in surveys requires an objective standard to which survey findings can be compared. The benchmarks used here are drawn from government-funded surveys (or administrative data sources) that are conducted at considerable expense and with great attention to survey quality. But they are surveys nevertheless and therefore are subject to some of the same problems facing the low response rate surveys examined here.

The surveys used as benchmarks in this report have high response rates – on the order of 50% or more. Accordingly, the risk of nonresponse bias is generally thought to be lower for these surveys, though it still exists. Also relevant is the fact that all surveys, no matter the response rate, are subject to measurement error. Questions asked on government-funded surveys are carefully developed and tested, but they are not immune to some of the factors that create problems of reliability and validity in all surveys. The context in which a question is asked – the questions that come before it – often affects responses to it. Similarly, survey items may be subject to some degree of response bias, most notably “social desirability bias.” Especially when an interviewer is present, respondents may sometimes modify their responses to present themselves in a more favorable light. All of these factors can affect the comparability of seemingly identical measures asked on different surveys. Assessing the quality of data is an inexact process at best. It is therefore important to bear in mind that benchmarking provides measures of estimated bias and is highly dependent on the particular set of measures included.

Note: Here are the questions used for this post, along with responses, and the methodology of the ATP survey. Here are sources and details for the benchmarks .

• Survey Methods

What 2020’s Election Poll Errors Tell Us About the Accuracy of Issue Polling

Methods 101: how is polling done around the world, methods 101: mode effects, methods 101: survey question wording, methods 101: random sampling, most popular.

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ORIGINAL RESEARCH article

This article is part of the research topic.

Novel computational fluid dynamics methods for diagnosis, monitoring, prediction, and personalized treatment for cardiovascular disease and cancer metastasis

Computational Analysis of Cancer Cell Adhesion in Curved Vessels Affected by Wall Shear Stress for Prediction of Metastatic Spreading Provisionally Accepted

• 1 University of Waterloo, Canada

The final, formatted version of the article will be published soon.

The dynamics of circulating tumor cells (CTCs) within blood vessels play a pivotal role in predicting metastatic spreading of cancer within the body. However, the limited understanding and method to quantitatively investigate the influence of vascular architecture on CTC dynamics hinders our ability to predict metastatic process effectively. To address this limitation, the present study was conducted to investigate the influence of blood vessel tortuosity on the behaviour of CTCs, focusing specifically on establishing methods and examining the role of shear stress in CTC-vessel wall interactions and its subsequent impact on metastasis. We computationally simulated CTC behaviour under various shear stress conditions induced by vessel tortuosity. Our computational model, based on the lattice Boltzmann method (LBM) and a coarse-grained spectrin-link membrane model, efficiently simulates blood plasma dynamics and CTC deformability. The model incorporates fluid-structure interactions and receptor-ligand interactions crucial for CTC adhesion using the immersed boundary method (IBM). Our findings reveal that uniform shear stress in straight vessels leads to predictable CTC-vessel interactions, whereas in curved vessels, asymmetrical flow patterns and altered shear stress create distinct adhesion dynamics, potentially influencing CTC extravasation. We observed high-shear regions in curved vessels to be potential sites for increased CTC adhesion and extravasation, facilitated by elevated endothelial expression of adhesion molecules. The findings also indicate an optimal cellular stiffness necessary for successful CTC extravasation in curved vessels. By the quantitative assessment of the risk of CTC extravasation as a function of vessel tortuosity, our study offers a novel tool for the prediction of metastasis risk to support the development of personalized therapeutic interventions based on individual vascular characteristics and tumor cell properties.

Keywords: computational biophysics, metastasis, Cancer models, Microvessel Configuration, Cell Adhesion

Received: 29 Feb 2024; Accepted: 19 Apr 2024.

Copyright: © 2024 Rahmati and Maftoon. This is an open-access article distributed under the terms of the Creative Commons Attribution License (CC BY) . The use, distribution or reproduction in other forums is permitted, provided the original author(s) or licensor are credited and that the original publication in this journal is cited, in accordance with accepted academic practice. No use, distribution or reproduction is permitted which does not comply with these terms.

* Correspondence: Mx. Nima Maftoon, University of Waterloo, Waterloo, N2L 3G1, Ontario, Canada

People also looked at

Does using your brain more at work help ward off thinking, memory problems?

The harder your brain works at your job, the less likely you may be to have memory and thinking problems later in life, according to a new study published in the April 17, 2024, online issue of Neurology ® , the medical journal of the American Academy of Neurology. This study does not prove that stimulating work prevents mild cognitive impairment. It only shows an association.

"We examined the demands of various jobs and found that cognitive stimulation at work during different stages in life -- during your 30s, 40s, 50s and 60s -- was linked to a reduced risk of mild cognitive impairment after the age of 70," said study author Trine Holt Edwin, MD, PhD, of Oslo University Hospital in Norway. "Our findings highlight the value of having a job that requires more complex thinking as a way to possibly maintain memory and thinking in old age."

The study looked at 7,000 people and 305 occupations in Norway.

Researchers measured the degree of cognitive stimulation that participants experienced while on the job. They measured the degree of routine manual, routine cognitive, non-routine analytical, and non-routine interpersonal tasks, which are skill sets that different jobs demand.

Routine manual tasks demand speed, control over equipment, and often involve repetitive motions, typical of factory work. Routine cognitive tasks demand precision and accuracy of repetitive tasks, such as in bookkeeping and filing.

Non-routine analytical tasks refer to activities that involve analyzing information, engaging in creative thinking and interpreting information for others. Non-routine interpersonal tasks refer to establishing and maintaining personal relationships, motivating others and coaching. Non-routine cognitive jobs include public relations and computer programing.

Researchers divided participants into four groups based on the degree of cognitive stimulation that they experienced in their jobs.

The most common job for the group with the highest cognitive demands was teaching. The most common jobs for the group with the lowest cognitive demands were mail carriers and custodians.

After age 70, participants completed memory and thinking tests to assess whether they had mild cognitive impairment. Of those with the lowest cognitive demands, 42% were diagnosed with mild cognitive impairment. Of those with the highest cognitive demands, 27% were diagnosed with mild cognitive impairment.

After adjustment for age, sex, education, income and lifestyle factors, the group with the lowest cognitive demands at work had a 66% higher risk of mild cognitive impairment compared to the group with the highest cognitive demands at work.

"These results indicate that both education and doing work that challenges your brain during your career play a crucial role in lowering the risk of cognitive impairment later in life," Edwin said. "Further research is required to pinpoint the specific cognitively challenging occupational tasks that are most beneficial for maintaining thinking and memory skills."

A limitation of the study was that even within identical job titles, individuals might perform different tasks and experience different cognitive demands.

The study is supported by the National Institutes of Health.

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Materials provided by American Academy of Neurology . Note: Content may be edited for style and length.

Journal Reference :

• Trine H. Edwin, Asta K. Håberg, Ekaterina Zotcheva, Bernt Bratsberg, Astanand Jugessur, Bo Engdahl, Catherine Bowen, Geir Selbæk, Hans-Peter Kohler, Jennifer R. Harris, Sarah E. Tom, Steinar Krokstad, Teferi Mekonnen, Yaakov Stern, Vegard F. Skirbekk, Bjørn H. Strand. Trajectories of Occupational Cognitive Demands and Risk of Mild Cognitive Impairment and Dementia in Later Life . Neurology , 2024; 102 (9) DOI: 10.1212/WNL.0000000000209353

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