NOAA Teacher at Sea
Susan Smith
Onboard NOAA Ship Rainier
June 1-12, 2009
Mission: Hydrographic survey Geographical area of cruise: Trocadero Bay, Alaska; 55°20.990’ N, 33°00.677’ W Date: June 9, 2009
Weather Data from the Bridge
Temperature: Dry Bulb: 12.2° (54°F); Wet Bulb: 11.1° (52°F)
Cloud Cover: Overcast 8/8
Visibility: 10 Nautical Miles
Wind direction: 315, 08 kts.
Sea Wave Height: 0-1
Sea Water Temperature: 12.8°C (55°F)
A digital nautical chart
Science and Technology Log
Question: What might an empty bottom sampler indicate? There might be a hard bottom, so it is not a good place to try to anchor.
Today we took bottom samples in ten locations. The objective of bottom sampling is to update historical data and look for good anchor locations. This chart has five locations where we took bottom samples. They are shown where the stars are. The red symbol depicts our launch driving from one point to the next.
Bottom Sampler with claw
There are many houses, and what appeared to be summer hotels, in this area, so they must have accurately charted information. When we performed our bottom sampling, the bottom sampler was affixed to a rope which we dropped over the side of the launch. Some times a weight is put on the rope so it will hit bottom with more force. After we tried three times and the claw was not closed we put a weight on and it closed from then on.When the sampler hit the bottom the claw of the sampler shut, trapping whatever was in that locale. We then brought the rope back up and opened the sampler to observe its contents.
Susan sending the sampler down with Shawn’s help
We found the following materials:
43 feet deep: nothing in three tries- must be a hard bottom
50 feet deep: very densely packed green, sticky mud
47 feet deep: same as number 4
168 feet deep: big rocks only
130 feet deep: fine, green, sticky mud
47 feet deep: piece of black plastic (like a coffee stirrer), very fine black silt
37.5 feet deep: black sand with kelp
2. 168 feet deep: black, sticky mud
1. 100 feet deep: grey sand, three rocks of varying sizes
small rocks Of these samples, green, sticky mud indicated the best locations for anchoring.
An ensign plotting the course
Personal Log
We departed Trocadero Bay in the late morning. As we headed toward Glacier Bay for our tour on Wednesday we had our abandon ship and fire drills. When we did not complete the series of three drills (man overboard drill is the third one), I asked what the chances were of having this third drill. As it was explained to me we generally have the man overboard drill if we are ahead of our dead reckoning. When asked what that is I was told, “If we are where we are supposed to be when we are supposed to be there”. Here’s the dictionary definition of dead reckoning- Dead Reckoning: 1. calculation of one’s position on the basis of distance run on various headings since the last precisely observed position, with as accurate allowance as possible being made for wind, currents, compass errors, etc.; 2.one’s position as so calculated.
On the chart times of arrival are written in pencil so adjustments can be made.
This was important because were to pick up a National Park Service guide for our tour into Glacier Bay and we could not be early. A man overboard drill takes a great deal of time, because the ship must go back to its position when someone fell overboard. This entails making a huge circle with a ship that is 231 feet long, 42 feet wide, and has a displacement of 1,800 tons. As you can imagine just the turning around alone takes a considerable amount of time.
For more information on the NOAA Ship Rainier (S-221) go here.
NOAA Teacher at Sea
Susan Smith
Onboard NOAA Ship Rainier
June 1-12, 2009
Mission: Hydrographic survey Geographical area of cruise: Trocadero Bay, Alaska; 55°20.990’ N, 33°00.677’ W Date: June 4, 2009
Weather Data from the Bridge
Visibility: 10 nautical miles
Wind: light
Temperature 11.1 C (52 F)
Cloud Cover: FEW 1/8-2/8
A nautical chart indicating underwater cables
Science and Technology Log: Bottom Sampling
This morning I spent time in the Plot Room, and on the Fantail, involved in bottom sampling. The Plot Room has nine work stations with at least two screens per technician. The airplane symbol is the location of the Rainier and the colored dots show locations of bottom sampling areas. One purpose bottom sampling serves is to determine areas suitable for anchoring.
The clamp shell being retrieved
The chart to the right shows there is an underwater cable area (pink dotted lines) from which we cannot take samples, because it could accidently get damaged, thus rendering residents without power. The numbers shown on these When the ship takes bottom samples, from the Fantail, it uses a spring loaded clamp shell device. It is attached to an A frame and uses a winch to lower it into the sea by cable. The operator calls out the depth, using a cable counter, as it is lowered into the water and when it raised. This enables the plot room to know when a sample is coming and it verifies the information received remains accurate.The numbers on these charts indicate water depth in fathoms (1 fathom=6 ft.). As you can see there are drastic dropoffs in some locations.
Identifying the samples: small coarse pebbles
If the cable is not straight down, the ship must move around it, avoiding the screws (propellers) at all costs. When the clamp hits bottom it scoops up the debris under it immediately and is brought back to the surface. When the sample arrives at the top it is shaken to release a majority of the water. Then it must be dismantled to see the solid matter inside. This is a two person job, as it is heavy and impossible to control for just one person. One holds the spring loaded clamp shell, the other takes off the sample section by pulling on either side of the device.
Identification chart for the samples
Because safety is always an issue the clamp must be kept from swinging once the collection unit is removed. The items found in the sampler are placed on the chart (shown to the right) to make sure identification is accurate. The chart is divided into sand, gravel, and pebbles. Each type of rock found is divided further into fine, medium, and coarse. This information is relayed to the plot room where someone labels the survey chart in the appropriate location. In the first four samples green, sticky mud was identified near the coastline of Ladrones Island, Madre de Dios Island, and on the southwestern arm of the Prince of Wales Island. These were deep areas where people are not likely to anchor their boats. In the sixth sample we were in fairly shallow water and sampled gritty sand and small pebbles.
This sample was full of sand and some pebbles.
Sometimes the water arrives only with living things in the sampler. Samples eight through ten provided us with living things. Shells with little creatures inside were found in one sampling, and in another the only item was a black sea star. Finally after three such samples in the same location we moved on to the next location. This is a somewhat tedious process when the samples do not provide a great deal of useful data. However, that in itself gives sufficient information as to what is NOT in a location. Now imagine being charged with this assignment is an area where surveys have either never been done, or it has been decades since the previous survey. Remarkably the survey charts are fairly accurate, even from when lead weights and ropes were used to survey. NOAA certainly has a daunting task when it comes to surveying Alaska.
Personal Log
This sample had only a little black sea star!
Yesterday, and today, allowed me the opportunity to see the technical aspects of the Rainier’s mission. Small sections of the oceans and bays are meticulously mapped and charted for use by recreational boaters, the fishing industry, large shipping companies, and the military. Without the information gleaned by the people and ships of the NOAA Corps our waters would continue to go uncharted, perhaps unused, and remain hazardous to all. I am amazed at the patience needed for this work, but it is well worth their efforts to provide the necessary tools to keep our waterways safe for everyone.
Jack on the bow
I was discussing interesting things I noticed on the Rainier with several of the officers. Did you know there are two flags we fly on the NOAA ships? There is the Jack, a flag with the 50 stars and blue field, and the Stars and Stripes, our nation’s flag. When it is flown on a ship it is called an Ensign. The Jack is flown on the Jackstaff (origin 1865-1895) located on the ship’s bow. The Ensign is flown on the fantail while in port or anchored at sea. I suppose I have now become a student of vexillology, the scholarly study of flags.
NOAA Teacher at Sea
Lisa Hjelm
Onboard NOAA Ship Rainier July 28 – 15, 2008
Mission: Hydrographic Survey Geographical area of cruise: Pavlov Islands, Alaska Date: August 12, 2008
Chief Boatswain outlining the day’s work to crewmember
Science and Technology Log 6: Looking Ahead
The weather started getting rough, the tiny ships were tossed. If not for the courage of the fearless crews the data could be lost.
We’re into our last two work days before Rainier begins the transit back to Homer, AK. The weather has indeed changed. The skies are shifting, shades of gray, and this afternoon the winds may kick up to 15 knots. Spits of rain hit your face when you venture on deck. It could be a rough day on the launches. A few people picked up seasickness medication on the way to the morning meeting on the fantail. After fifteen days of work the faces of the crew of the Rainier are taking on determined, tired looks. These are the final days of the 2008 season in the Pavlof Island area.
Even with an end in sight no one is gearing down. There is still plenty to do. The crew is preparing the ship for an upcoming inspection and an open house during “Hydrapalooza”, a gathering of hydrographers in Homer, AK. The officers are preparing for the 36-hour return transit. The survey technicians are putting finishing touches on their final survey sheets and reports for this area. There is activity and some excitement everywhere. Perhaps due to the extended period of fine weather, work is ahead of schedule. Today, the launches are surveying a new sheet that wasn’t scheduled until 2009. They’ve named this one SNOW: white uncharted territory.
Okeanos Explorer, image: NOAA Office of Ocean Exploration
After three days working evenings on Night Processing, I am still learning the procedure. There are many steps involved in processing the sonar data. I was fortunate to have the opportunity to work on SNOW data. It was exciting to be the first person to see the bathymetry of uncharted seafloor. It is amazing to think that only 1% of the world’s oceans have been mapped. The future for aspiring hydrographers looks bright. And that brings me to the topic of my final Teacher at Sea Science log: what’s in store for the future. Talking with the crew, observing and listening to stories, two projects that people on the Rainier are or will be involved with captured my interest: Okeanus Explorer and Autonomous Underwater Vehicles, (AUVs).
In 2008, NOAA will commission an ocean exploration ship, Okeanos Explorer. It’s currently in Seattle, WA which is, coincidentally, the homeport of the Rainier. Rainier’s Chief Steward suggested that I read about the Okeanos Explorer because it has an interesting educational mission. That seemed like a great idea, and I discovered that the Chief Boatswain from the Rainier will be moving to the Okeanos Explorer when it is deployed. So, I looked it up at, “Okeanos Explorer: A New Paradigm for Exploration”, where I found the following information. The Okeanos Explorer will be dedicated to exploring the world’s oceans with a threefold mission: deep water mapping; science class remotely operated vehicle (ROV) operations; and real-time ship to shore transmission of data. Scientists, educators, students and the Chief Boatswain from the Rainier will be participants in ocean exploration in much the same way that I was part of project SNOW (see above).
Through ship personnel there is also a connection between NOAA Ship Rainier and Autonomous Underwater Vehicles (AUVs). Recently, I talked with a visiting Survey Technician who was programming as he spoke. The keyboard seemed an extension of his fingers. His regular job in Silver Spring, MD turned out to be in research for developing and improving AUVs. AUVs are unmanned, underwater robots that can use their sensors to detect underwater mines, objects of archaeological interest or for mapping the seafloor. This was fascinating to me, and I asked many questions. Last summer, 2007, I had followed the day-by- day log of the Icebreaker Odinin the eastern Arctic Ocean. On this expedition two AUVs, named PUMA and Jaguar, were used to explore and map below the ice on the Gakkel Ridge. In part their mission was to search for hydrothermal plumes or vents. AUVs and their potential are probably as interesting to ocean explorers as the Mars Rover is to NASA scientists. I found out more about NOAA’s role in exploration with AUVs at “AUVfest 2008: Navy Mine-Hunting Robots help NOAA Explore Sunken History”.
Personal Log 6: Back on the Bridge, Headed Home
An AUV can sense and respond to its surroundings.
As we transit from the survey area to Homer, AK, I have time to reflect on what I will take away from this experience. Again, I am pleasantly interrupted by trips to the Bridge to look at whale spouts and the endless display of volcanic mountains, islands and sea. We’ve made a stop en route for the anglers aboard, and I periodically race back to the fantail for photos of fish, and fishermen and women. But, my thoughts keep returning to, how to make an experience like this real for students. I believe that a research experience and interaction with scientists can make an impression on a student that will last a lifetime. I want students to ask questions and be able to find the resources to answer them. On this voyage I have learned how scientists map the seafloor, and like NOAA I am interested in finding even more ways to use the data. The Hydrography branch of NOAA recognizes that seafloor maps are a valuable resource that can have multiple uses in addition to producing nautical charts for safe surface navigation. They are looking for ways to, Map It Once: Use Many Times. I had in mind something catchier like, Hydrographic Survey: Ocean Window, but the thought is the same. I like the idea of something called Hydrographic Survey Highlights.
Students could see seafloor discoveries or mysteries from the most recent surveys, and then use NOAA resources to discover what they are or what seafloor features they represent. A good example would be the images of the volcanic plume surveyed by the Fairweather in Dutch Harbor, AK this summer. Another question I have had while surveying the seafloor around Pavlof Volcano is, “Is it glacial, or is it volcanic?” Perhaps I will use one of those topics for a lesson plan when I get back.
I want to close my Teacher at Sea logs by saying that I have had the time of my life, and am willing to come back again if the Rainier ever needs me.
Here are some resources for looking at hydrographic survey data:
NOAA Teacher at Sea
Scott Donnelly
Onboard NOAA Ship McArthur II April 20-27, 2008
Mission: Assembly of Science Team and Movement of Science Gear/Equipment Geographical Area: Coos Bay to Astoria, Oregon Date: April 25, 2008
Weather Data from the Bridge
Sunrise: 0620 Sunset: 2010
Wind: 5-10 kts
Seas: 2 ft
Rain likely
A nautical chart of the Coos Bay area
Science and Technology Log
Longitudinal sampling continues along the Coos Bay Line. Coordinates for all measurements (twelve sampling stations total) along Coos Bay are 43O20’N, 124O27’W to 125O27’ extending 3 to 55 miles from shore and from depths of 50m (165ft) to 2,800m (9,200ft). Today was my seventh (morning) and (afternoon) eighth 4-hour shift. All went well.
Personal Log
After the morning shift I asked my shift mate and veteran sailboat skipper Bob Sleeth to give me some pointers on how to set a nautical heading using parallel rulers. I know all about latitude and longitude but have never sat down with a nautical chart and looked at all the interesting information found on them. As a kid I watched a lot of old World War II naval films like Midway and Iwo Jima and I remember the scenes where the captain and senior officers are studying a nautical chart of the western Pacific with obvious intensity in order to plot a heading to cut off supplies for the Japanese navy or whatever. I always thought those scenes cool.
NOAA TAS Scott Donnelly charting a marine navigational heading
So here I am thirty years or so later, a happily married father of two and professor of chemistry, in my mind pretending the role of ship’s navigator on the famous WWII battleship USS Missouri as I consult with Capt. Stuart Murray in setting a heading to Tokyo Harbor with General of the Army Douglas MacArthur on board, making last-minute preparations for the surrender of the Empire of Japan ending World War II. I guess I can blame all the fresh ocean air I’ve taken in the past week for such a fantasy.
About mid-morning after a deep sleep I went to the flying bridge (observation deck) located above the ship’s operations bridge to watch the true masters of the sky- the albatross- glide effortlessly just inches above the glassy, mirrored ocean surface. The albatross rarely flaps its wings when flying. Rather, the albatross conserves its energy for its long distance oceanic travels by using the uplift from the wind deflected off ocean waves. Their long, slender, aerodynamically efficient wing structure allows the albatross to stay aloft for hours at a time. They soar in long looping arcs. They indeed are a grand spectacle to observe.
NOAA Teacher at Sea
Ginger Redlinger
Onboard NOAA Ship Rainier July 15 – August 1, 2007
Mission: Hydrographic Survey Geographical Area: Baranof Island, Alaska Date: July 23–25, 2007
Weather Data from the Bridge
Visibility: 10 Nautical Miles
Wind directions: 150°
Wind Speed: 10 Knots
Sea Wave Height: none
Seawater Temperature: 14.4° C
Sea level Pressure: 1015.9 millibars (mb)
Temperature: 15.5° C
Mariner Word of the Day: Geodesy
Geodesy is the science of measuring and monitoring the size and shape of the Earth and the location of points on its surface.
Survey Tech Boles holds a Navigational Chart developed by NOAA that also includes Hydrographic survey data
Science and Technology Log: Charts vs. Maps
The RAINIER returned to the Gulf of Esquibel to gather a few more swaths of data to complete their survey of this area. The ship is anchored in Steamboat Bay and several boats are out gathering data around the shoals in the area to identify navigational hazards. Tomorrow I will be on one of those boats – I can’t wait!
Since I am on the ship today, I can tackle a bigger question in my journal entry. This question popped into my head (it didn’t hurt : ) when I was talking with the data processing crew. I want to know what the difference is between charts and maps? Based on the attention to detail that the RAINIER pays to the collection and quality of data to put into their charts I knew it had to be very different from maps! I am figuring there is a clear distinction that is important for everyone to know since we all use maps at some point for driving, cycling, hiking, or boating. I will begin to tackle this question now, but a fuller, more rigorous explanation will evolve as I develop lessons to support this TAS assignment! Let’s start with some basic information:
What is the difference between a chart and a map?
Charts
Has special unique characteristics including a very detailed and accurate representation of the coastline, which takes into account varying tidal levels and water forms, critical to a navigator.
is a working document used to plot courses for navigators to follow in order to transit a certain area It takes into account special conditions required for one’s vessel, such as draft, bottom clearance, wrecks and obstructions which can be hazardous. Way points are identified to indicate relative position and points at which specific maneuver such as changing courses, must be performed.
provide detailed information on the area beneath the water surface, normally not visible to the naked eye, which can and is very critical for the safe and efficient navigation.
Maps
emphasize landforms, including the representation of relief, with shoreline represented as an approximate delineation usually at mean sea level.
is a static document, which serves as a reference guide. A map is not, and cannot be used to plot a course. Rather it provides a predetermined course, usually a road, path, etc., to be followed. Special consideration for the type of vehicle is rarely a consideration. Further, maps provide predetermined points-road intersections-to allow one a choice to change to another predetermined direction.
merely indicate a surface path providing no information of the condition of the road. For instance a map will not provide information on whether the road is under repair (except when it is a new road) or how many potholes or other obstructions it may contain. However the driver is able to make a visual assessment of such conditions.
Source of the above information? You guessed it – NOAA! Here is the website.
An example of one type of chart made from Hydrographic survey data
Charts and maps are clearly different. Now lets look at the science behind creating charts. The science is called Hydrography. (I found the next set of information on this site) Hydrography is “the science which deals with the measurement and description of the physical features of bodies of water and their land areas.” (CDR Gerd Glang – Chief, Hydrographic Surveys Division) To paraphrase: Special emphasis is placed on elements that affect safe navigation. Side scan sonars are often deployed to detect submerged dangers to navigation. Hydrographic data are collected and processed with specialized computer systems that store data in digital form and generate graphic displays. Charts must include enough hydrographic detail in order to adequately depict the bottom topography and portray the least (lowest) depths over critical features. (Like rocks that your boat will hit if you don’t know they are there!) This paragraph describes exactly what we are doing here in Alaska!
Navigational charts contain accurate and reliable information about features that assist ships in their travel. It can take up to two years to create a navigational chart! There are multiple sets of data that are used to ensure the charts are accurate. Just think about the data I have discussed so far. There are ELAC sonar readings of the deep water. The RAINIER takes ELAC readings in the deeper waters off the coastline, and the smaller boats take ELAC readings of the deeper waters closer to shore where navigational hazards to the RAINIER are present. This is also data the smaller boats using RESON sonar readings of shallower waters, the gathering of tide gauge readings, and the measurement of GPS benchmark levels.
While it is unusual for both the RAINIER and the smaller boats to be surveying at the same time, it helped complete this project in good time. Usually, the six smaller research boats complete the survey work while the RAINIER serves as a command, logistics, and data processing center. Layers upon layers of data from all the boats and ship go into making charts. Like I said before, it can take up to two years to complete a chart with all the new survey information. While charts are being developed, sometimes new information becomes available that is critical to navigators, like a new hazard. This information is communicated immediately and notices are sent out monthly so mariners can update their charts. NOAA has set a goal to move from survey to chart in 90 days – based on the amount of time it takes to gather data safely, this will be challenging! But if newer technologies can provider quicker turn around time it will speed up the process.
I watched the careful and deliberate review of data gathered by multibeam sonar, and as with any technology, there are limitations. Human oversight, review, and careful analysis of the data are important links between the gathering and use of the survey.
Survey Tech Krynytzky reviews ELAC data
A note of interest pertaining to navigational charts
Did you know that Thomas Jefferson created the US Coast Guard & Geodetic Survey Office in 1807? (1807 – 2007… NOAA is celebrating its 200th anniversary!). The US Coast Guard & Survey Office was the first scientific agency of the United States government. The Coast Survey Office and the USGS benchmarked, mapped, and charted the United States as it grew, and now there are multiple agencies providing data that describe a global model. This mathematical model is called Geodesy (Pronounced Ge-oh–des- see.) It has helped us understand the actual shape of the earth – it is not a perfectly round sphere, it is an oblate spheroid squashed down at the poles and bulging a bit at the equator! The Geodesy group is developing and refining a mathematical model that starts from the center of the earth and works its way out in to solar system. It takes into account the movement of the earth around the sun, and the sun within the spiral of the galaxy. As the entire unit of our solar system moves, subtle changes to the tides occur. It seems that this occurs on a nineteen-year cycle. Being able to track data over time at different locations – satellites, sonar readings, survey readings, etc. help us understand changes from the earth’s core, to the surface (tectonic plates, sea floor and land formations), and the oceans tides. It is quite amazing to think that a mathematical model can take all of that into account. Learn more here.
Think about how important it was to back in Thomas Jefferson’s day to understand navigation to and from the United States. For example, how to travel in order to trade and discover where to develop ports, and where not to! Think now about how important it is to understand how changes in earth impact human activity – trade, recreation, where to build homes away from storm zones, flooding, etc. What are safe numbers of fish to harvest so they can replenish? With the melting of the polar caps, imagine how important knowing how the mean high and low tides will change. The Tide Gauge survey that we completed in Dorothy Cove was last done in 1924! The work of NOAA, its’ agencies and that of the RAINIER are very important.
In the week since I have boarded this ship, the RAINIER and it’s crew have surveyed 462 Nautical miles, checked tide gauge data, reviewed data from the surveys to ensure their quality, and planned the next stage of their journey. In 2006, 1,464 Square Nautical Miles (SNM) were surveyed. There are 21,660 SNM that are considered critically important and have yet to be surveyed. See the 2007 Hydrographic Survey Priorities Report for more information.
Personal Log: Food equals Happiness
I have yet to talk about the food, and since my students love to eat I have to let them know how well fed I am on this ship! Imagine keeping sixty people of various taste-preferences happy. This is job of the cooks and stewards in charge of feeding and providing stores to the crew. I have never had such a variety of food before! There are always two or three choices or combinations of foods for every meal in hopes of making everyone happy. Fresh soups every night! There are fresh vegetables cooked just right – never over cooked! The salad bar and the ice cream freezer are always available (and a banana sundae with two or more ice cream types, chocolate sauce and chopped nuts is a great dessert. My favorite end of the day treat is “Foye Hot Coco” – a recipe he shared with me. If you meet him, be sure to ask him to teach you how to make it!) Over the week I have had the choice of barbeque ribs, prime rib, beef tips, roast veal, chicken, different varieties of rice, different styles of potatoes, and a host of tasty vegetarian dishes (yams masala, gado gado, pesto wraps). (Did I mention the gravies – they are delicious!) There are six different types of hot sauce and a host of condiments! Fresh fruit is always available (pineapple, mango, melons, grapes, cherries, you name it!) There are fresh made desserts every night and fresh-baked cookies during break times. All the water, coffee, juices, Nesquick, hot coco, tea, etc. that you could want.) I haven’t even started to talk about breakfast and lunch –there are treats galore- at least six kinds of cereal- and I will be lucky to leave this ship at the same weight as when I climbed aboard. There are even special occasions – like when Raul caught a 50-pound halibut the other day and donated it to our dinner one night. He made his own homemade batter and deep-fried pieces of halibut so we could have fish tacos! They were awesome! (Guacamole and mango salsa on top!) Floyd, Sergio, and Raul know how to keep us happy, healthy, and keep our bellies full!
The other really cool thing I have learned about here is satellite radio! I have got to get it installed in my boat, camper, truck, heck even the lawn tractor! The sound quality and choice of programming (without commercials) is incredible! Speaking of music, there are two really cool bands I have learned about on this trip – Great Big Sea, and Flogging Molly (which my students who love My Chemical Romance will really enjoy!)
Question of the Day
Topic 1: Are there internship opportunities for students who are interested in exploring careers in navigation, charting, mapping, computer sciences, Officer Corp, etc? How many NOAA agencies are there?
Topic 2: What geometric theorem can you use to determine the length of an unknown side? Hint: Hypotenuse.
Topic 3: What other expeditions and scientific endeavors did Thomas Jefferson initiate?
