Environmental DNA (eDNA) can be used to identify macroorganisms and describe biodiversity, and thus has promise to supplement biological monitoring in marine ecosystems. Despite this promise, scaling sample acquisition to the spatial and temporal scales needed for effective monitoring would require prohibitively large investments in time and human resources. To address this challenge, we evaluated the efficacy of an autonomous eDNA sampling system and compare results obtained to traditional eDNA sampling methods. The autonomous sampling instrument consisted of the Environmental Sample Processor (ESP) coupled to an autonomous underwater vehicle (AUV). We tested equivalency between the ESP and traditional eDNA sampling techniques by comparing the quantification of eDNA across a broad range of taxa, from microbes (SAR11), phytoplankton (Pseudo-nitzschia spp.), and invertebrates (krill: Euphausia pacifica) to vertebrates (anchovy: Engraulis mordax). No significant differences in eDNA densities were observed between the two sample collection and filtration methods. eDNA filters collected by the ESP were preserved and stable for 21 days, the typical deployment length of the instrumentation. Finally, we demonstrated the unique capabilities of an autonomous, mobile ESP during a deployment near Monterey Bay, CA, by remotely and repeatedly sampling a water mass over 12 h. The development of a mobile ESP demonstrates the promise of utilizing eDNA measurements to observe complex biological processes in the ocean absent a human presence.

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Background: MBARI Long Range Autonomous Underwater Vehicle designed to collect time-series measurements (credit: Kip Evans). Left photo: The M1 mooring just after deployment (credit: Francisco Chavez). Right photo: Time series CTD deployment on R/V Rachel Carson (credit: Todd Walsh). " Time-series programs should themselves be subject to change, whenever it is necessary to do so. " .

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The Tethys autonomous underwater vehicle (AUV) is a 110 kg vehicle designed for longrange, high-endurance operations. Performance goals include supporting a payload power draw of 8 W for a range of 1000 km at 1 m/s, and a power draw of 1 W for 4000 km at 0.5 m/s. Achieving this performance requires minimizing drag and maximizing propulsion efficiency. In this paper, we present the design of the propulsion system, explore the issues of propeller-hull interactions, and present preliminary test results of power consumption and efficiency. In recent underwater experiments, the propulsion system's power consumptions were measured in both Bollard pull tests and during the vehicle's flights. Preliminary results of power consumptions and efficiency are shown to be close to the theoretical predictions.