English version below
Die letzte Woche unserer Expedition ist angebrochen und wir haben die Labradorsee in Richtung Osten verlassen. Die verbleibenden Tage werden wir mit Messungen der CTD-Rosette verbringen. Sie besteht aus einem Kranz von Flaschen, mit denen wir Wasserproben nehmen können und zusätzlichen Messgeräten, die darunter angebracht sind. Die eigentliche CTD (die Abkürzung steht für: Conductivity = Leitfähigkeit, Temperature = Temperatur, Depth = Tiefe) ist ein Messgerät an der Unterseite der Rosette. Zusätzlich gibt es noch eine kleine Kamera, die Bilder aufnehmen kann und ein Messgerät, das Fluoreszenz misst. An bestimmten Positionen müssen wir dann das Schiff anhalten und lassen die Rosette an einem Kabel bis zum Boden hinab. Bei Wassertiefen, die teilweise über 3000m betragen, kann es bis zu 2 Stunden dauern, bis die CTD-Rosette nach unten und wieder nach oben gefahren ist.
Die geplanten CTD-Stationen sollten uns Stück für Stück Richtung Grönländischer Küste führen. Die küstennahen Messungen sind dabei besonders interessant, um ähnlich wie in der Labradorsee den tiefen Randstrom zu untersuchen. Doch bei diesem Plan machte uns das Eis einen Strich durch die Rechnung. Auf der einen Seite freuten wir uns über die Schönheit der zahlreichen Eisschollen um uns herum, auf der anderen Seite verhinderten sie leider auch unser Vorankommen zu den küstennahen CTD-Stationen.

Aus dem Film Titanic haben wir alle gelernt: So ein Eisberg kann zum fatalen Problem für ein Schiff werden. Aber ist das eigentlich noch aktuell? Laut Kapitän Björn Maaß, können Eisberge heutzutage durchaus noch Schiffe versenken. Wir haben allerdings einen Vorteil, gegenüber der Titanic: das Radar, auf dem man Eisberge sehr gut erkennen kann. Nicht so gut erkennbar sind allerdings die von Eisbergen abgebrochene kleinere Eisstücke, Growler genannt. Growler (wortwörtlich übersetzt Brummer) sind nach dem Geräusch benannt, das sie beim Aus- und Abtauchen in der See verursachen. Teilweise sind sie schon mehrere Jahre unterwegs, weshalb sie häufig aus härterem Eis bestehen und nicht so weit aus dem Wasser schauen, da sie schon rundgewaschen sind. Um auch die Growler im Blick zu behalten, ist es deshalb wichtig zusätzlich zur Radarbeobachtung auch aus dem Fenster zu schauen, um alles im Blick zu behalten.
Damit kommen wir zu dem Problem, das unsere CTD-Messungen verhinderte. Es ist nämlich nicht nur das Eis, sondern die Kombination aus Eis und schlechten Sichtverhältnissen, die zur Gefahr wird. Zu Beginn der Stationsarbeit hatten wir Nebel aber nur wenig Eis. Später klarte es auf und das Eis wurde mehr. Solange die Sicht gut ist, sind bis zu 70-80% Bedeckung der Wasseroberfläche mit Eis noch in Ordnung, so der Kapitän. Doch der erneut aufziehende Nebel verringerte die Sicht drastisch. Solange die CTD-Rosette im Wasser ist, ist das Schiff in der Manövrierfähigkeit eingeschränkt und könnte damit einem auf das Schiff zutreibenden Eisberg schlecht ausweichen. Selbst nah am Schiff vorbei treibende Eisberge können zur Gefahr werden. Wie allgemein bekannt, befindet sich der Großteil eines Eisberges unter Wasser. Durch Abtauen des Eises kann es zur Verlagerung der Gewichtsverteilung und damit zum Drehen oder Kippen des Eisberges führen. Sollte das in der Nähe des Schiffes passieren, kann es zu einer Kollision kommen.

Vielleicht fragt sich an diesem Punkt der ein oder andere: ist die Maria S. Merian nicht ein Eisbrecher? Wieso ist das Eis dann überhaupt ein Problem? In der Nord- und Ostsee, wo man es nur mit einjährigem Eis zu tun hat, kann sie tatsächlich bis zu 80cm Eis brechen. In dem Gebiet, in dem wir uns jetzt befinden, kann es aber durchaus sein, dass sich eingeschlossen im einjährigen Eis auch ältere Stücke befinden. Diese haben bereits einen oder mehrere Sommer überstanden und sind dadurch schon mehr verdichtet und damit härter. Versucht man dieses dann zu brechen, kann das Schiff beschädigt werden. Das führte mutmaßlich zum Untergang des Kreuzfahrtschiff Explorer 2007 in der Antarktis. Die Besatzung des Schiffes war auf der Nord- und Ostsee ausgebildet und damit nur im Umgang mit einjährigem Eis geschult.
Fassen wir also kurz zusammen: Eisberge sind auch heutzutage noch eine Gefahr für die Seefahrt. Dank Radar kann man das Eis zwar sehr gut beobachten, doch die Sichtverhältnisse sollten trotzdem möglichst gut sein, wenn man sich in einem Eisfeld befindet. Außerdem ist nicht jedes Eis gleich und muss auf Grund des Alters, der Form und der Größe differenziert betrachtet werden.

Bleibt nur noch die Frage, was passieren würde, sollte unser Schiff die Maria S. Merian doch einmal mit einem Eisberg zusammenstoßen. Das kann auch der Kapitän nicht so leicht beantworten. Zuerst einmal ist die Geschwindigkeit des Schiffes ein wichtiger Faktor. Bei einer Kollision mit 2 Knoten Fahrt, würden die Eisstücke höchstwahrscheinlich nur zur Seite geschoben werden, während ein Zusammenstoß bei 10 Knoten Geschwindigkeit gefährlicher wäre. Außerdem hängen die Auswirkungen eines Zusammenstoßes noch von einigen weiteren Kriterien ab, zum Beispiel wie groß der Schaden ist und wo sich das Loch befindet. Da das Schiff in mehrere Sektionen unterteilt ist, die sie sich wasserdicht voneinander abschotten lassen, kommt es darauf an wie viele und welche Abteilungen volllaufen. Solange nicht Maschinenraum und Windenraum oder nur zwei Sektionen geflutet werden, bleibt die Maria S. Merian schwimmfähig. Für uns bleibt das eine hypothetische Überlegung. Am Ende hatten wir einen atemberaubenden Ausblick, der uns über die verpassten CTD-Stationen hinweggetröstet hat und wurden von der Brücke sicher wieder aus dem Eis herausmanövriert.
The downside of icebergs
The last week of our expedition has dawned and we have left the Labrador Sea towards the east. The remaining days will be spent with measurements of the CTD rosette. It consists of a wreath of bottles with which we can take water samples and additional measuring instruments attached underneath. The actual CTD (abbreviation stands for Conductivity, Temperature, Depth) is a measuring device on the underside of the rosette. In addition, there is a small camera that can take pictures and a meter that measures fluorescence. At certain locations we then have to stop the ship and drop the rosette on a cable down to the ground. At water depths, some of which are over 3000m, it can take up to 2 hours for the CTD rosette to go down and back up.
The planned CTD stations should lead us step by step towards the Greenland coast. The measurements near the shore are particularly interesting to study the deep margin current, as in the Labrador Sea. But with this plan, the ice broke our hearts. On the one hand we enjoyed the beauty of the numerous ice floes around us, on the other hand they unfortunately prevented our progress to the coastal CTD stations.

We all learned from the movie Titanic: an iceberg like this can become a fatal problem for a ship. But is this really still relevant? According to Captain Bjorn Maas, icebergs can still sink ships today. However, we have one advantage over the Titanic: the radar, on which you can see icebergs very well. However, smaller pieces of ice broken off by icebergs, called growlers, are not so well visible. Growlers are named for the noise they make when they go out and dive in the sea. Some of them have been floating around for several years, which is why they often consist of harder ice and do not look as far out of the water as they have already washed around. In order to keep an eye on the growlers, it is therefore important to look out the window in addition to radar observation to keep an eye on everything.
This brings us to the problem that prevented our CTD measurements. It is not just the ice, but the combination of ice and poor visibility that becomes the danger. At the beginning of the station work we had fog but only a little ice. Later, it cleared up and the ice became bigger. As long as visibility is good, up to 70-80% coverage of the water surface with ice is still fine, according to the captain. But the re-emerging fog drastically reduced visibility. As long as the CTD rosette is in the water, the ship is limited in maneuverability and could thus badly dodge an iceberg drifting towards the ship. Even icebergs drifting close to the ship can become a hazard. As is common knowledge, most of an iceberg is underwater. By thawing the ice, it can shift the weight distribution and thus turn or tip the iceberg. If this happens close to the ship, there may be a collision.

At this point, some may wonder: isn’t the Maria S. Merian an icebreaker? Why is ice a problem? In the North and Baltic Seas, where you only have to deal with one year old ice, it can actually break up to 80cm of ice. In the area in which we are now, however, it may well be that there are older pieces trapped in the one-year ice. These have already survived one or more summers and are therefore already more compacted and thus harder. If you try to break it, the ship can be damaged. This led to the sinking of the cruise ship Explorer in Antarctica in 2007. The crew of the ship was trained in the North and Baltic Seas and thus trained only in handling one year’s worth of ice.
So let’s summarize briefly: icebergs are still a danger to shipping today. Thanks to radar you can observe the ice very well, but the visibility should still be as good as possible when you are in an ice field. In addition, not all ice cream is the same and needs to be considered differentiated based on age, shape and size.

The only question left is what would happen if our ship, the Maria S. Merian, collided with an iceberg. The captain can’t answer that easily. First of all, the speed of the ship is an important factor. In a collision at 2 knots, the pieces of ice would most likely only be pushed aside, while a collision at 10 knots speed would be more dangerous. In addition, the impact of a collision depends on a number of other criteria, such as the size of the damage and where the hole is located. Since the ship is divided into several sections, they are sealed off watertight from each other, it depends on how many and which sections are full. As long as engine room and windroom are not flooded or only two sections are flooded, the Maria S. Merian will remain floating. For us, this remains a hypothetical consideration. In the end, we had a breathtaking view that consoled us over the missed CTD stations and were safely maneuvered out of the ice again from the bridge.
Ocean Acidification
Color Science and Ocean Cores
Color Theory
Look at this core below (figure 1) and describe the colors and values you see.
Fig. 1) A small section of core: 401-U1611B-41R-2W from expedition 401
Some dark gray stripes, some light gray stripes, maybe some yellowish tones in the lightest stripes. Congratulations! You are applying color theory. Color theory is about describing the behavior of colors, such as mixing, color contrast, and color harmony. How colors look together and how they’re made is the basics of color theory application. It is often used by painters, but color theory is not just applicable for artists. It is necessary for the scientific world, including analysis of the ocean floor. Color theory is used as an aid for the functional applications of color as a science. To practice color science we need to first understand the international standards and practices for imaging.
In color science, we use CIELAB which stands for Commission International de l’Eclairage, or the International Commission on Illumination. They provide the recommendations for lighting, vision, color, and imaging. L*a*b* (pronounced “L star”, “a star”, and “b star”) stands for the coordinates that define a color numerically. The a* and b* signals relate to color, or chromaticity. A is related to redness or greenness. This means that a positive “a*” value (+a*) is more red, and a negative “a*” value (-a*) is more green. B is related to yellowness or blueness, so +b* is more yellow, and -b* is more blue. The values of a* and b* range from -128 to 128. The L* is the lightness channel and represents a value (black to white). L* is on a scale from 0-100, 0 being the whitest white we perceive, and 100 being the blackest black. The color of something can be found in this represented 3-axis model (figure 2).

Fig. 2) model of the CIELAB color space using 3-axis
CIELAB is designed to approximate human vision and is great for perceiving small differences in color. Unlike RGB or CMYK, the colors CIELAB defines are not defined by a monitor or printer, but instead relate to the CIE standard observer. The standard observer is an averaging of the results of color matching experiments under that particular laboratory’s conditions to create a set base value for future reflectance recordings. For ocean coring, machines like the Section Half Multisensor Logger (SHMSL) use the CIELAB system for imaging cores.
The SHMSL

Fig 3.) photo of the Section Half Multisensor Logger on the JOIDES Resolution scanning an ocean core.
The SHMSL measures two things, spectral reflectance and magnetic susceptibility. These are used to create core descriptions. Since the SHMSL uses CIELAB, it requires a standard observer to set the “base” values. To set the standard observer, the SHMSL has a color reflectance control set (figure 4). The reflectance control set is similar to the ColorChecker used in professional photography (figure 5). These color patches have a known spectral reflectance value and are designed to mimic the values of natural objects, or in this case potential sediment and hard rock colors. The SHMSL is calibrated using this control set and a white standard. It then uses this recorded reflectance value to adjust future values.


Fig. 4) A photo of the SHMSL color reflectance control set (left). Fig. 5) A photo of the Macbeth ColorChecker commonly used in photography (right).
Once calibrated and properly set up, the SHMSL is ready to read a core! Below is a finished reading of a core (figure 6). The three graphs at the bottom show the L*, a*, and b* values along the length of the core.


Fig. 6.1) Main IMS- SHMSL Data Acquisition Display (top). Fig 6.2) A zoomed in photo of the Main IMS- SHMSL Data Acquisition Display focusing only on the L*a*b* graph (bottom).
The numbers at the bottom of each L*, a*, and b* graphs match with the length of the core in cm. For example, at 20cm this reading shows that the core had a L* value above 80, an a* value around -30, and a b* value of around 47. This means the color was lighter in value, more green than red and more yellow than blue. A color with these values looks roughly like this (figure 7):

Fig. 7) A photo of a pale, yellow-greenish color.
Machines like the SHMSL are important for identifying colors on ocean cores. As we humans age, the differences in color vision grow wider due to the yellowing of our lens over time. A person in their 50s will see colors in a more yellow tint than someone in their teens due to aging. The SHMSL sets a standard for the lighting and imaging in the laboratory, narrowing the divide to provide the most accurate reading of color on the core possible.
Applying to the core
So now we know how to read the machine, but what does the color of an ocean core actually tell us? Color differences are used to quantify how an object’s color can change over time from light exposure, heat, and humidity. In the case of ocean cores, “spectral data can be used to estimate the abundances of certain compounds,” (TAMU). This means, the light values of a core may tell us about potential organic content. For example, green cores may be an indication of glauconite (depending on location and geological time) which could indicate an ancient shallow marine environment. Look back at figure one. Based on what we know of this area of the ocean floor, this type of color contrast and coloration is a clear example of a dolomotisation sequence (the formation of dolomite). Colors are powerful tools used for studying our oceans, and our oceans are full of colorful knowledge waiting for those with eyes to see it.
Sources:
- Berns, R. S. (2016). Color science and the visual arts a guide for conservators, curators, and the curious. Los Angeles Getty Conservation Institute.
- TAMU. (2026). GCR Section Half Multisensor Core Logger (SHMSL) User Guide. Atlassian.net; Texas A&M University. https://tamu-eas.atlassian.net/wiki/spaces/LMUG/pages/7341017839/SHMSL+User+Guide. Updated 06 March 2026
- Erick Bravo, Imaging Specialist for X401 aboard the JOIDES Resolution. Accessed 28 June 2026.
- Ly, Bao & Dyer, Ethan & Feig, Jessica & Chien, Anna & Bino, Sandra. (2020). Research Techniques Made Simple: Cutaneous Colorimetry: A Reliable Technique for Objective Skin Color Measurement. The Journal of investigative dermatology. 140. 3-12.e1. 10.1016/j.jid.2019.11.003.
- Macbeth ColorChecker. (2026). Imatest.com. https://www.imatest.com/wp-content/uploads/2022/01/msccc_colorchecker_classic_front.jpg
- Banaś, W. (2024). Convert LAB to RGB – colordesigner.io. Colordesigner.io. https://colordesigner.io/convert/labtorgb
Image sources:
Figure 1: Source 3
Figure 2: Source 4
Figure 3-4,6: Source 2
Figure 5: Source 5
Figure 7: Source 6
Written by OCA 2026 Mentor, Kellan Moss
Ocean Acidification
No Cruise Without a CTD
By Naomi Krauzig (GEOMAR)
As the research vessel METEOR heads north toward Germany, the CTD Lab has become quiet.
For the past four weeks, the CTD rosette (named after the three core variables it measures: conductivity, temperature, and depth) has been one of the busiest instruments on board. Day and night, it disappeared beneath the waves and returned with information about the entire water column.
Now the final station has been completed and the CTD rosette has been stored away for the last time. It feels like the right moment to reflect on a tool that has accompanied generations of oceanographers -and on a ship that has done the same.
Introduced in the 1970s, Conductivity-Temperature-Depth (CTD) systems revolutionized ocean observation by providing continuous measurements throughout the water column. When METEOR III entered service in 1986, the CTD was already the workhorse of physical oceanography. In the 1990s, it gained a trusted companion: the Lowered Acoustic Doppler Current Profiler (LADCP), capable of measuring ocean currents from the surface to the seafloor.

Aboard METEOR, the CTD rosette now also carries a suite of additional sensors measuring oxygen, chlorophyll, turbidity, photosynthetically active radiation, nitrate, and even particles and plankton through an Underwater Vision Profiler. At the same time, its Niskin bottles collect seawater samples for analyses of oxygen, nutrients, salinity, and other properties, providing a detailed picture of the water column.
During M219, this classic CTD/LADCP system helped us reveal some of the hidden “highways” of the tropical Atlantic. Along the 11°S section off Brazil, a key location for monitoring the Atlantic Meridional Overturning Circulation, CTD measurements identified distinct water masses through their temperature, salinity, and oxygen signatures. At the same time, the LADCPs captured the currents carrying them: the warm, northward-flowing North Brazil Undercurrent in the upper ocean and the colder, southward-flowing Deep Western Boundary Current nearly two kilometers below.

Further north, along 23°W, we crossed the equator and encountered one of the strongest subsurface currents in the world ocean: the Equatorial Undercurrent. Hidden just beneath the surface, this powerful eastward-flowing jet transports enormous amounts of water, heat, oxygen, nutrients, and carbon across the Atlantic: roughly one hundred times the discharge of the Amazon River!

While these observations allow us to investigate water masses, currents, and the circulation of the tropical Atlantic, they also carried an additional meaning for many on board.
For four decades, CTD rosettes have been lowered from the deck of METEOR III in every ocean of the world, helping scientists understand complex ocean processes, monitor changes, and train generations of oceanographers. During more than 11,940 days at sea, thousands of stations have been completed from her deck. Countless students, technicians, crew members, and scientists have contributed to these observations, and many have built their careers around the data collected aboard this vessel.
To take part in the final cruise -and the final CTD cast- of METEOR III was a privilege. Over the course of this voyage, it became impossible not to notice the connection many people have with this vessel. For some, METEOR has been a second home for years. Colleagues became lifelong friends, sometimes even family, and countless memories were made during deployments, watches, and transits at sea. The research vessel, the discoveries, and even the familiar CTD rosette hold a special place in many hearts.
As we pack the last equipment and the laboratories become emptier, it is difficult not to wonder what comes next. METEOR IV will soon continue the tradition, equipped with new capabilities and ready to tackle the scientific questions of the coming decades. New technologies will undoubtedly expand how we observe the ocean, yet some traditions are likely to endure.

https://www.oceanblogs.org/m219/2026/06/27/no-cruise-without-a-ctd/
Ocean Acidification
Counting Snowflakes in the Darkness of the Deep Ocean
By Joelle Habib (Laboratoire d’Océanographie Villefranche)
When I was a kid, I wanted to be a photographer. I still do, actually. But somewhere along the way, science intervened, and it gave me something I never expected: the chance to be an underwater photographer. Not the National Geographic kind who chases polar bears or waits weeks for a penguin to do something interesting. My subjects are smaller. Much, much smaller. I get to photograph the invisible life of the deep ocean, the tiny animals and sinking particles that most people never know exist. And the camera I use to do it descends to 6000 meters below the surface.
This instrument is called the UVP, or Underwater Vision Profiler. On this cruise, we deployed a UVP6 attached to the CTD rosette, profiling down to 4000 meters depth. The instrument activates automatically once its pressure sensor detects it is moving downward, takes up to 20 pictures per second all the way to the bottom of the cast. But before we talk about what the UVP gives us and why it matters, we need to talk about what it actually photographs: zooplankton and particles.
If you have ever watched SpongeBob SquarePants, you already know a zooplankton. Sheldon J. Plankton, the tiny villain who is perpetually trying to steal the Krabby Patty formula, is one. And funnily enough, the most abundant zooplankton across all the world’s oceans, is indeed this small crustacean: the copepod.
Here is the basic idea: a plankton is any organism that drifts with the ocean currents rather than swimming against them. If it photosynthesizes like a plant and contains chlorophyll pigments, it is a phytoplankton. If it is an animal, it is a zooplankton. A jellyfish is a zooplankton, just a very large one. Zooplankton graze on phytoplankton, on each other, and on anything small enough to eat. Now for the process that connects all of this to climate, to carbon, and to why we are out here on a research vessel in the middle of the equatorial Atlantic: the biological pump.
The biological pump is the ocean’s mechanism for pulling carbon out of the atmosphere and locking it away in the deep sea. Here is how it works: phytoplankton at the surface absorb CO₂ from the atmosphere and convert it into organic matter through photosynthesis. When they die, or when zooplankton eat them, defecate, excrete, and die themselves, all of that organic carbon does not simply disappear. It becomes marine snow! Yes, it snows in the ocean!!! Marine snow consists of a continuous rain of particles, aggregates, fecal pellets, shed exoskeletons, … Every flake of marine snow is a fragment of life that once existed at the surface, now on a one-way journey into the deep. This is the gravitational pump, one of the most important carbon sinks on Earth, and it is one of the pumps that the UVP was built to observe.

Marine snow seen by PELAGIOS (Pelagic In situ Observation System) in the Tropical Atlantic; 23°W; 100 m depth. Photo Credit: Henk-Jan Hoving
So why image and count particles rather than simply collecting water samples or relying on sediment traps? Because the abundance and size distribution of marine particles are two of the major factors controlling biological carbon sequestration in the ocean, and traditional methods cannot capture them at high resolution throughout the water column. Vertical profiles of particle images can reveal the processes that determine particle size, type, and distribution, and combined with information on carbon content and sinking velocity, they provide high-resolution information on how the biological pump operates at depth. The UVP allows for the remote collection of large datasets on particle abundances and their size distributions, enabling much higher spatial and temporal resolution than traditional methods. But particles are only one part of the story, the UVP also tracks zooplankton and their daily migrations: every night, zooplankton rise from the deep to feed near the surface, then sink back down before dawn, actively carrying carbon into the deep ocean in their own bodies. Without imaging tools like the UVP, this active carbon flux is nearly impossible to quantify.

Each image you see here was taken in complete darkness, somewhere between the ocean surface and 4000 meters below. The UVP6 illuminates a tiny volume of water, with a single red flashing light, capturing only the particles and organisms that happen to drift through that small window at that exact moment.
The instrument captures everything larger than 100 micrometers, roughly the width of a human hair. In the images you will see two types of things: fuzzy, irregular blobs of varying sizes: Marine snow aggregates. And more defined, structured shapes, sometimes with appendages, antennae, or transparent shells. Those are the zooplankton.
Every image is a small portrait of a world that already existed long before we had the tools to see it. I am so lucky I am able to see parts of that hidden life in this lifetime.
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