Author: Sena Norton

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Sena Norton, July 15, 2004

NOAA Teacher at Sea
Sena Norton
Onboard NOAA Ship Rainier
July 6 – 15, 2004

Mission: Hydrographic Survey
Geographical Area: Eastern Aleutian Islands, Alaska
Date: July 15, 2004

Location: In transit to Kodiak
Latitude: 55 deg 50.440’ N
Longitude: 154 deg 13.187’W
Visibility: 10+ nm
Direction: 060
Wind Speed: 11 kts
Sea wave height: 1-2 ft
Swell wave height: 2-3 ft
Seawater temperature: 12.2 deg C
Sea level pressure: 1011.9 mb
Cloud Cover: 6/8
Weather: Partly cloudy with spots of rain and fog.
Temp 12.8 deg C

Plan of the Day:
Transit to Kodiak, arrival Friday morning 0900 hours.

Science and Technology Log

There is not much science going on during a transit except for cleaning the data that was recovered and doing some analysis. Most everyone is either on watch or in their rack catching up on sleep before or after their watches.

Fresh water is made on board from salt water when the fresh water tanks get low. It is an easy process but like all desalination it takes a large amount of energy. There are not really deep-set conservation issues on board, but they ask for people to use good judgment. Wash full loads of laundry, take quick showers and not waste water in other forms. The water is filtered and the salt is removed, bromide is added to sterilize it and finally it is then run through processors that measure its purity. I have not personally seen a difference in water quality from the water that was pumped on-board and the desalinated water that the ship made. However, I am even more conscious of the water that I use because it is a limiting factor out at sea.

Personal Log

Last night during our transit there was a call from the bridge of whales on the starboard bow. Sure enough 180 degrees and as far as you could see were whales. You could see their blow mist and then ever so often see them breech or dive down and show their flukes. Anytime I see a whale my heart races, I was jumping like a kid during Christmas to see that many whales all collected together. What an experience!

SW region: takes in Kodiak Island, the AK peninsula and the Aleutian Islands. Kodiak was the first Russian capital city and home to many brown bear. Many of the Aleutian Island communities are isolated. The environment is very harsh and limits the plant and animal production. Some of the Aleutian Islands cross the 180 meridian, making AK the most eastern state in the union. They are closer to Tokyo than to Anchorage.

Question of the Day:

How many days could the ship go without making its water?

According to the Chief Engineer, with this many people on-board the storage capacity of the water tanks the RAINIER would be out of water in 5 days. That is why it is important for fresh water to be made from salt water.

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Sena Norton, July 14, 2004

NOAA Teacher at Sea
Sena Norton
Onboard NOAA Ship Rainier
July 6 – 15, 2004

Mission: Hydrographic Survey
Geographical Area: Eastern Aleutian Islands, Alaska
Date: July 14, 2004

Location: At anchor, Popof Strait, Shumagin Islands, AK
Latitude: 55 deg 17.24’ N
Longitude: 160 deg 32.17’ N
Visibility: 6 nm
Direction: 060
Wind Speed: 6 kts
Sea wave height: 1 ft
Swell wave height: n/a
Seawater temperature: 10.0 deg C
Sea level pressure: 1009.3 mb
Cloud Cover: 8/8
Weather: Temp: 12.2 deg C, showers, some fog in higher elevations

Plan of Day:
Five launches out for shoreline, multi-beam and visitors tour. I was on RA 1 for shoreline verification and LIDAR disproval.

Science and Technology Log

RA 1 is a jet boat, which means it can get into shallow waters to take readings and not worry about ripping a prop or high centering…both are not good ideas! I was out with Megan Palmer, Brie Welton, KC Longly and the other TAS Leyf Peirce. It was a cozy ride. There were a handful of targets that we set out to visually verify. The nice addition to this launch was that the computer had the updated LIDAR data from a fly over a few days earlier to use, so the launch did not have to take its own shoreline readings, cutting down on the time needed for the mission goals. There was one islet that was misplaced on the chart and so we had to take a picture of where it really was and then disprove its old location by taking depth readings and marking the bearing. This way the rock feature can be moved when the charts are updated.

There was also a shoal that was mis-assigned as to its depth. The LIDAR computers got a reading but were unsure and wanted field verification. We drove a star pattern over the shoal and logged readings, marked the area and took visual cues. Palmer will then work with the sheet and update from our field verifications and re-work the depths.

I was able to help run the logging computer. I marked the targets on the cue from the coxswain and then filled in the bearing, notes and depth or height of the target with the survey tech. I was also able to take digital pictures of some of the targets that we wanted to disprove or assign different locations.

Personal Log

Shoreline was much faster paced because the coxswain has to look out for kelp, watch his depth meter, and stay on target and read bearings/heading and depths to the survey tech. The launch itself is much more maneuverable because of the jet and has more room on deck to move around. Both of the TAS’s were on board this launch today so we were able to talk a little more about our plans for using the science we have learned and linking our classrooms in the future for some investigations.

We are pulling up the anchor and steaming for Kodiak this evening after dinner to arrive early on Friday morning. I am going to miss the crew on aboard. I feel that I have been here long enough to begin really getting to know people and they have added me into their daily schedules and have been patient with my questions or my getting in the way. I feel very safe and know that there are people who are looking out for me. I hope to keep in contact with some of the people on-board and maybe have them become part of my classroom as a resident scientist for the kids to interact with over the course of a season. The possibilities are endless.

Question of the Day:

Can the cartographers change locations of rocks when they make the final charts?

It all depends on the scale of the chart. If the chart is a small scale the cartographer might not worry about the exact location of rocks and might add in that there is a “rocky area”. If the chart is more specific to this area, the exact locations of rocks, shoals and other hazards are important.

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Sena Norton, July 13, 2004

NOAA Teacher at Sea
Sena Norton
Onboard NOAA Ship Rainier
July 6 – 15, 2004

Mission: Hydrographic Survey
Geographical Area: Eastern Aleutian Islands, Alaska
Date: July 13, 2004

Location: At anchor, Popof Strait, Shumagin Is. AK
Latitude: 55 deg 17.9’ N
Longitude: 160 deg 32.13’W
Visibility: 1nm
Direction: 116 deg
Wind Speed: 10 kts
Sea wave height: n/a
Swell wave height: 0-1 ft
Seawater temperature: 10.1 deg C
Sea level pressure: 1011.0 mb
Cloud Cover: 8/8 Fog
Weather: Foggy with drizzle and areas of rain 12.1 deg C (air temp)

Plan of the Day:
Four launches for shoreline verification and continuation of hydro in deeper water.

Science and Technology Log

I learned the process and background concerning shoreline verification. This process ties in nicely with my new understanding of the process of Laser Airborne Bathymetry and how the two connect together. Shoreline verification is a process where a launch surveys to the 4-meter line and in the process correctly locates any targets found close to shore. The launch actually touches the target, at times from multiple sides so that a true GPS tag can be attached to the feature. This process helps the survey crew make better sense of wide swath readings and discern between sonar “fluff” and true features. Sometimes kelp or other objects block the sonar from capturing an accurate image and in the case of larger objects they are required to be “eye ball” verified for all survey areas. Shoreline is also used to double check location of known targets for drift or geologic movement. In the case of these Alaskan waters, the bottom changes yearly and the same can be said for the shoreline. Rocks move, and sand drifts cause sediment build-ups in different areas and underwater features might not have been placed accurately on the chart in the first place. All these factors add in to the need for physical shoreline verification of the survey swaths.

The jet boat launches are able to go almost all the way into shore but are not used until a prop motor launch has already done a through evaluation of the grid. According to the coxswains, shoreline is one of the more nerve-racking operations that they conduct. They are in shallow water trying to find hazards to navigation and they are still asked to safely navigate themselves. At times they are going into pockets almost blind because of the initial survey information being a tad sketchy. After of day of shoreline the coxswain is mentally and physically worn out.

Personal Log

Last night was a fun night on board, a group of crew and corps officers played some board games and let off some steam. This really is a fun crew to be around they are ready to have a good time and I believe they genuinely enjoy each other’s company. (Even if at times I know they drive each other crazy!) I am feeling more a part of the ship now as ever before, everyone is a friendly face and people are interested in what I am doing and what I do on dry land. They are very supportive of teachers and education and that is a boost to my morale because I feel supported in what I am doing here.

I have also enjoyed the time made available by being on board to work with the other TAS and collaborate with lesson ideas and simply “talk” to each other. Many times the one thing that teachers starve for is a chance to really get down and work with their colleagues. We are already planning on linking our classrooms, like Sister Classes for projects, pen pal and even to track the weather on opposite sides of the U.S. An added benefit is that she also just finished her first year of teaching and teaches at the same middle school level and I do. We have our careers in common and seem to have similar ideas on the direction of science education and its benefit to our students. We have completely different experiences as an educator because I teach in public school and she teaches in a small private school, but hearing the experience of the other has put a perspective not only on education but also on my professional/personal goals for the future of my career.

Question of the Day:
What is a “gyro” and why is it used on a ship?

A “gyro” or gyroscopic compass is the ships compass that is always pointed at the North/South axis no matter what the ship is doing in the water. It can be compared to a child’s top in the way that it works. It is important for a ships compass to be oriented in the N/S axis to accurately navigate and find the exact lat/long point. A compass will always point toward magnetic North which is about 1,600 km south of the North Pole (where all the meridians of longitude converge).

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Sena Norton, July 11, 2004

NOAA Teacher at Sea
Sena Norton
Onboard NOAA Ship Rainier
July 6 – 15, 2004

Mission: Hydrographic Survey
Geographical Area: Eastern Aleutian Islands, Alaska
Date: July 11, 2004

Location: At anchor Popof Strait, Shumagin Islands, AK
Latitude: 55 deg 17.30’ N
Longitude: 160 deg 32.14’ W
Visibility: 5 nm

15:00

Direction: 110 deg
Wind Speed: 10 kts
Sea wave height: 0-1 ft
Swell wave height: n/a
Seawater temperature: 10.0 deg C
Sea level pressure: 1018.2 mb
Cloud Cover: 5/8
Weather: Fair to Partly cloudy, spots of fog dissipating. 12.12 deg C

Plan of the Day:
Continue the launch survey with 2 boats. In house data cleaning and processing. Meeting with LIDAR tech stationed in Sandpoint.

Science and Technology Log

I personally spoke with a survey technician, Amanda McKinney on board to gather more information on hydrography and the process behind it. There were two main topics that we discussed: Application and history of marine survey, and the math/science behind the techniques.

Application/History

The technology used for marine survey has been improving by leaps and bounds and we are currently using a collection of old and new technology to gather data. Many nautical charts have not been charted for almost 80 years or more and some areas have never been accurately charted at all. The old process was to drag a lead line behind a transiting ship. This process was full of errors because you could never accurately know your depth, even if the length of the line was known; it was drug and therefore skewed the data. Very often a charted depth from these old processes are found to be dangerous wrong. Another mode of survey is the wire drag, where multiple ships drag a wire through the water column. Once a target has been hit, the depth of that underwater target is calculated, but never truly charted accurately. Side scan sonar came around and improved the survey capability, but it too has its drawbacks. Because the “fish” is towed there are many more mathematical corrections that must be made in order to get a reading that is close to the actual target. It does produce wonderfully clear pictures of what is around the “fish” but those images lack depth of field and the sonar cannot read directly below the transmitter. Quite often with side scan images, divers are needed to dive the sight of a possible target to get accurate readings. Multi-beam sonar can be used in conjunction with side scan to better improve the over all picture of the underwater area. Because multi-beam is able to give more accurate readings and the data is complied in 3-D images, surveyors can have both a clear image and precise depth reading all together. It is hoped in the future that there will be new sonar systems that can scan at 480 beams over .25 x .25 deg per beam with 40+ pings per second. The highest level of technology currently used by NOAA is the Reson 8125 (this system is attached to two boats currently) and it sends out 240 beams over 0.5 x 1 deg / beam at 15 pings per second and runs with 455kHz. Remember, that a short pulse (wavelength) will give better vertical resolution and higher frequencies give shorter pulses or wavelengths.

The math required to figure the depth is not very difficult, however in the case of the ocean, the computers must adjust all readings for depth, salinity, temperature and density, which in a way makes the math more difficult if done by hand.

Depth=Speed+ Time/2

Personal Log

I was able to spend some time with the survey tech’s today and got through some of the PowerPoint presentations that are available here on the intranet to educate myself more on the technology and process. I was pleased to see that I can apply some of the simple ideas to my classroom. When I teach certain science skills I will have real life data sets and examples for the kids to analyze. I also hope to get some of the kids excited in the field of sonar and survey, much needs to be done to improve the accuracy and reliability of these systems and the product they produce.

Sunday equals fishing off the fantail in between shifts. We have a resident pack of gulls that have found it much to their benefit to hang out for the halibut leftovers that get tossed overboard or that slip from bait hooks.

I found a whale bone yesterday on Egg Island and had the boat shop guys saw it in half so that both of us TAS’s could bring something back for the classroom. It is not a large chunk, but authentic to say the least. I also gathered some sea sponge that had washed up and a very unique white rock.

I was very surprised to see the people working on a Sunday. No one should ever question the dedication of the folks on board or say that this is an easy job. One of the engineers has not had a day off in two months or more. The ship is something that has to be tended too by her crew and command 24 hours a day 7 days a week. Self-sufficiency comes with some responsibilities!

Question of the Day

Which is better: side scan or multi-beam sonar?

There is not one that is better than the other so much as they can compliment each other to produce and more detailed and accurate product, namely the nautical charts and other products that use the information gathered via the sonar medium.

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Sena Norton, July 9, 2004

NOAA Teacher at Sea
Sena Norton
Onboard NOAA Ship Rainier
July 6 – 15, 2004

Mission: Hydrographic Survey
Geographical Area: Eastern Aleutian Islands, Alaska
Date: July 9, 2004

Location: In transit to Shumagin Island collection, due to anchor at NW Egg Island Date: Friday, July 09, 2004
Latitude: N 55 degrees 26.60’
Longitude: W 159 degrees 33.97’
Visibility: <1 mile
Direction: 221 degrees
Wind Speed: 13 kts
Sea wave height: 0-1 ft
Swell wave height: 1-2 ft
Seawater temperature: 10.6 deg C
Sea level pressure: 1016.0 mb
Cloud Cover: 8/8
Weather: 11.7 deg C, fog cover most of the day, some clearing into high cloud cover.

Plan of Day:

1200 stop ship hydro and begin transit to Shumagin Is, specifically Egg Island for anchorage. Anchor set for 2100 or earlier.

Science and Technology Log

The local patch that was being surveyed is too large to finish in one pass. The RAINIER had already done a few lines during their previous legs and on this pass we got about 10- 12 lines surveyed. They will steam back by here to finish the patch at a later date. Tomorrow is set for the first of 5 days of small boat launches and survey. Because I will be aboard a launch I was run through some basic boat safety this afternoon. I was also given an engine room tour and simple explanation and spoke with some crewmembers about standing watch. The XO showed me some books that might be of interest for my curriculum planning and also my general knowledge.

Small Boat Safety and Etiquette

The launches are put in the water around 0800 and will stay out doing survey work till 1600 or so. There will be a complement of people aboard: the coxswain who drives the boat and in charge of safety, three officers from the ship who will run the program and collect data and myself. The launches are stored on the gravity davits along the ship. The boats will be lowered to deck level where the crew will get on board and then the boat is lowered to the water and unhooked. Getting on board the launch you must wear the Mustang survival coat and a hard hat. Nothing is to be in your hands while you board, so all other material need to be near the rail and will be handed over once you are onboard. One of the most dangerous times on the ship are launching and taking up the smaller boats. You are required to wear positive flotation at all times and since the Mustang jacket is bulky and warm, I was issued a float vest. We are launching number 5 and number 3 boats tomorrow.

Standing Watch

While underway there is a rotating watch schedule 4 on, 8 off, 4 on is its most simple explanation. An example watch schedule would be 0800 – 1200 on watch 1200 – 2000 off, 2000 – 2400 on again. So you work 8-12 on both sides of am and pm. Even though the routine is easy to remember it is very difficult on your body and your sleep schedule. The added hardship is the constant light this far north and the pitch black of your berth. For a visitor who has kept a normal sleeping routine you have a different perspective on just what is required for this ship to keep going 24 hours a day. There is a lot more upkeep then I expected and the watch standers are those people. While anchored most people go back to a normal 8 hour work shift, although some of those work shifts are at night there isn’t the constant change.

Engine Room Tour

The engine room tour was loud, even through earplugs and head phone like muffs that roar is amazing. You hear it throughout the ship but nothing compares to the pure sound when you are right next to it. The control room looks out over the two main engines. Each engine turns the port or starboard screw. Control over the engines can be given to the bridge but ultimately if the engineers need to control anything that comes from that area they are all powerful. There is fuel to keep moving to balance out the ships list, fresh water to make, generators to watch so as not to over load any of their out-puts. In a sense the engine room is the heart of the ship. Being self contained completely means that everything has to be running well. This ship even in port generates its own power and while out at sea is capable of making fresh water from salt water. I felt very much at home seeing as I have been in many engine rooms in my life with my father, I plan on going down there a few more times during my time on board.

Question of Day:

How long would it take to survey the entire patch? 8 days going 24 hours/day.

Personal Log

I did a lot of research today from the resources made available to me from the XO. Today was also a day I collaborated with my fellow TAS, something educators rarely get enough time to do. We bounced off a few adaptations of what we have already learned from our time on board. I hope to continue this process throughout my time onboard. No more seasick patch, I think that I am doing well and can handle the rolls. There is some crazy weather on the way too! If it chooses to run up into the Bering Strait we are okay but according to the XO, if the low pressure rides on the south side of the Aleutians it might get sketchy. The RAINIER would have to find a place to hole up and wait for the storm to pass because she is such a small, top-heavy ship. So I might just get a wild Alaskan ship ride after all.