On the one hand, it would be thrilling to discover a sunken pirate ship or double-masted schooner while doing a site survey for an offshore well.

On the other, it could also be a royal pain in the neck.

Why? Because these wrecks are considered historical sites and are not to be disturbed in any way. So, if one happens to be sitting right on top of the sweet spot, it calls for a little advance planning.

Luckily, archaeologists are available to help. Called marine archaeologists, they assist operators in numerous ways, from advising them where there are likely to be shipwrecks to helping them navigate the legal and regulatory maze if one is found.

Kim Faulk is one of these marine archaeologists, and she outlined to a recent gathering of the Society for Underwater Technology the need for such specialists in the offshore environment. In the US, a number of laws are in place to keep these historical sites from being pillaged, and the Archaeological Resources Protection Act of 1979 goes so far as to impose criminal penalties on anyone who damages a site. “What the government said is that these sites are valuable, irreplaceable, and in the public interest,” she said.

The problem from an operator standpoint is that vessels have been sinking in the Gulf of Mexico (GoM) for the past 18,000 years or so. A new study at LSU, funded by the US Minerals Management Service, is examining the oldest of these wrecks, mostly canoes from the native people who lived in North America at the time. Many of these are close to shore, but these people also traveled fairly great distances. And not all of them made their destinations. The study is taking core samples to learn more about their history.

In 1492, the European incursion began, and for many years most of the trade routes traveled directly across the GoM, through the deepest waters. While deepwater drilling is currently off limits, this area will continue to see activity in the future, and there is a likelihood of finding some very old trade ships. Faulk said they are likely to be well-preserved because of the lack of oxygen, cold temperatures, and minimal disturbance.

During the 1700s, shallow-water commerce became more common, so during this period, it is likely that ships went down closer to shore as well as in deep water. The US was being colonized during that time, and in addition to a great deal of warfare in the GoM, the colonies were also trading with each other (illegally).

From 1821 to 1880, New Orleans was the second largest port in the country after Boston, and steam ships had entered the arena. These wrecks are likely to be very close to shore, Faulk said.

More recently, U-boats lurked in the GoM during World War II. While only one U-boat was sunk, 56 Allied vessels went down. Any of them carrying torpedoes are in very fragile shape because the strontium in the torpedoes causes the ships to deteriorate more rapidly.

Anything 50 years or more recent is not necessarily considered to be historic or significant. Here again is where a marine archaeologist can provide expertise.

To help the industry understand the importance of working around these archaeological finds, Faulk has launched a course called SNOOP (Submerged Nautical Archaeology Orientation and Operations Program), a class for remotely operated vehicle (ROV) operators, oil and gas professionals, and graduate students. The ROV operators focus primarily on what to do when a site is discovered; oil and gas professionals focus more on the legal ramifications.

Finally, Faulk summed up what a marine archaeologist does:
• Make recommendations at the site based on the probability of finding something;
• Study mitigation options;
• Provide oversight during the survey;
• Offer mitigation recommendations if something is found;
• Help the geohazards team assess the seafloor;
• Ask if it is worth the time and money, or whether it makes more sense just to move subsea equipment elsewhere;
• Write the ROV methodology;
• Consider the potential for buried prehistoric ruins;
• Make sure operators are meeting the legal requirements; and
• Be an advocate for the industry.

Not to mention, provide a great history lesson about shipping routes in the GoM!