ENS Meghan McGovern and ENS Olivia Hauser, Jr Officers, looking at unmarked buoy sighted on the bridge
Weather
Weather: Foggy, cloudy
Visibility: 1.5 nm
Wind direction: 130
Wind speed: 6 knots
Swell Waves direction: 260
Swell height: 1-2 ft
Seawater temperature: 11.7 degrees C
Sea level pressure: 1014,9 mb
Temperature dry bulb: 12.8 degrees C
Temperature wet bulb: 12.2 degrees C
Personal Log
I continue to work on activities that can be incorporated into my classes. The RAINIER is underway to Seward, Alaska. There is some excitement on the bridge after lunch, when an unmarked buoy is sighted on the port side of the ship. Several officers come to the bridge to observe and the buoy is marked on the chart. As it turns out, this is not a “find” and was updated on the Notice to Mariners put out by NOAA.
After dinner, fog moves in and the RAINIER sounds the fog horn. As a sailor, I don’t like fog. I am comforted by the fact that I am aboard a large ship with good radar system to detect approaching ships. The fog begins to lift a little and the last day of the cruise, like the first day, is marked by seeing humpback whales.
If this had truly been a “find”, the buoy would have been penciled in and added by NOAA.
Weather
Clear Visibility: 10 nm
Wind direction: 290
Wind speed: 6 knots
Seawater temperature: 10.6 degrees C
Sea level pressure: 1020.5 mb
Temperature dry bulb: 15.6 degrees C
Temperature wet bulb: 12.8 degrees C
Personal Log
We are anchored in East Bight and I continue to work on lesson plans. It is a beautiful clear day with many great photo opportunities. I take advantage of the expertise of Intern Umeko Foster, who gives me a crash course in using the sextant. I reluctantly admit to owning a sextant for many years and not using it to navigate. Umeko is an excellent teacher and for the first time I am able successfully move the sun to the correct position on the horizon! As a bonus, Umeko demonstrates the correct way to read degrees and minutes. After dinner, Able Seaman Leslie Abramson drives the liberty boat to and from the beach so crew members can enjoy a little r and r. I ask Leslie to take me on a cruise to a nearby outcrop of rocks with many geologic structures.
Geologic structures are everywhere in this outcrop. Save this picture to your desktop and enlarge it. How many faults, dikes, sills, and folds do see?
TAS Jacquelyn Hams uses a lead line to determine depth during a shoreline survey
Weather
Cloudy Visibility: 10 nm
Wind direction: Light
Wind speed: AIRS
Swell Waves direction: 350
Swell height: 0-1
Seawater temperature: 10.0 degrees C
Sea level pressure: 1018.5 mb
Temperature dry bulb: 15.0 degrees C
Temperature wet bulb: 12.2 degrees C
Science and Technology Log
Today I go out on a small boat with Jim Jacobson, Chief Survey Technician, ENS Megan McGovern, RAINIER Junior Officer, Erin Campbell, Survey Technician, and Corey Muzzy, Seaman Surveyor and Coxswain to conduct a shoreline survey in Porpoise Harbor. The objective of the shoreline survey is to verify some points which were identified by LIDAR (Airborne laser mapping) which may or may not be rocks along the shoreline. LIDAR is an emerging remote sensing technology that integrates the following three subsystems in to a single instrument mounted in a small airplane to rapidly produce accurate maps of the terrain beneath the flight path of the aircraft.
LIDAR (LIght Detection And Ranging) is similar to radar or sonar in that it transmits laser pulses to a target and records the time it takes for the pulse to return to the sensor receiver
Fixed reference systems
Global positioning satellite system (GPS).
Bathymetric chart reflecting points for investigation during shoreline survey
LIDAR utilizes a pulsed laser rangefinder mounted in the aircraft. While most LIDAR systems are designed to measure land elevations (“topographic LIDAR”), the technology can also measure water depths if designed with a light wavelength which will pass through water (“bathymetric LIDAR”). Bathymetric LIDAR accurately measures the travel time for both the laser return from the sea surface and the return from the seabed. If the speed of light is known and one corrects for angle, scattering, absorption at the water surface and other biases, the distance to the sea surface and seabed can be computed from these times. The difference between these distances is the water depth. In general, bathymetric LIDAR is less accurate and lower resolution than the multibeam sonar systems on RAINIER’s launches, but it can be much faster and safer in some areas.
This is a picture of a sonar image taken on the boat. The spike on the image represents a rock.
We have several LIDAR points to verify. RAINIER has been asked to investigate these points because they are around kelp which LIDAR cannot penetrate. The boat is equipped with vertical beam echo sounders so that the bottom depth is known. Once the boat reaches the point of investigation, the coxswain drives a star pattern around the point to make sure that all sides of the potential obstacle have been covered. Lead lines are used to confirm depths close to the shoreline.
The presence of a rock is indicated by the peak in the sonar image on the left. Depth of the recorder is 32.4 feet. We are able to survey all but three of our points until we have engine problems after crossing on the edge of a thick patch of kelp. Unfortunately, the engine will not start and we have to call for a tow. On the way back to the ship, I have yet another photo opportunity for some geology pictures. Nagai Island lies within a major fault zone of the Aleutian Islands so many of the rocks are folded and uplifted into spectacular structures. The beds pictured in the photograph below were deposited according to the Principle of Original Horizontality; therefore they should be stacked on top of each other in a horizontal position. Look at them now!
ENS Megan McGovern, RAINIER Junior Office and Leslie Abramson, Able Seaman.Imagine the stress that tilted these beds to the current position.
TAS Jacquelyn Hams and Steve Foye, Boatswain Group Leader on fantail
Weather
Partly cloudy
Visibility: 10 nm
Wind direction: 290
Wind speed: 5 knots
Seawater temperature: 10 degrees C
Sea level pressure: 1013.2 mb
Temperature dry bulb: 12.8 degrees C
Temperature wet bulb: 12.26 degrees C
Science and Technology Log
Today I caught up with the TAS logs and began organizing lesson plans. An Abandon Ship drill was held at 1515. I videotaped an interview with crew member Jodie Edmond, Able Seaman.
Jodie received an AA degree from a community college and has a very interesting background. She has driven boats for the Kenai Glaciers and Fjords Tour in Alaska and worked in several national parks. Jodie is studying for her captain’s license with NOAA’s support.
NOAA TAS Jacquelyn HamsJodie Edmond, RAINIER Able Seaman
TAS Jacquelyn Hams viewing sonar images on a survey boat
Weather
Partly cloudy
Visibility: 10 nm
Wind direction: 305
Wind speed: 8 knots
Sea Wave height: 0-1 ft.
Seawater temperature: 11.1 degrees C
Sea level pressure: 1002.2 mb
Temperature dry bulb: 14.4 degrees C
Temperature wet bulb: 11.1 degrees C
Science and Technology Log
The day begins with a Damage Control Meeting at 0830. This is an all hands meeting for everyone aboard the ship. Safety is stressed aboard the RAINIER at all times. All hands are shown equipment, patches, and fixes for damages resulting from water, electrical problems, and fire. We are also told where the equipment is stored.
A CTD (Conductivity, Temperature, and Depth) sensor
After lunch I go out on one of the survey boats equipped with multibeam sonar for a hydrography survey. NOAA personnel on the boat are: ENS Jamie Wasser, Junior Officer, ENS Megan McGovern, Junior Officer, Carl Verplank, Seaman Surveyor, and Leslie Abramson, Able Seaman. The goal of this leg of the cruise is to accurately chart the waters off Nagai Island, Alaska. The boat I am on will survey the area of Northeast Bight.
In order to measure depth, the equation D=S*T is used. The time it takes for the sound to bounce off the bottom and return is known. In order to calculate the distance, the speed at which sound travels through the water must be known. To determine the speed at which sound travels through the water column, the RAINIER collects conductivity, temperature, and pressure data using a CTD sensor called a SEACAT. From these measurements depth and salinity can be derived.
View of radar screen at coxswain’s station on survey boat.
This instrument is deployed into the water at least every four hours during multibeam acquisition. As sound travels through the water, it can be affected by differences in salinity, temperature, and pressure. Therefore, all soundings acquired by the CTD need to be corrected for these effects to accurately chart the survey area. The SEACAT is placed just below the water’s surface for two minutes to allow the sensor to obtain its initial readings. It is then lowered one meter per second through the water column until it reaches the seafloor. Then it is hoisted back to the surface. As the instrument runs through the water column, the sensor obtains conductivity, temperature, and pressure data. Once the SEACAT is aboard, it is connected to a computer. The sensor data is downloaded using a special program. A survey technician or junior officer uses the program to analyze the data.
Leslie Abramson, Able Seaman and coxswain, steers the survey boat
If the data looks reasonable, the launch or ship will begin or continue to acquire soundings. It is very important for the coxswain (person who is driving the boat) to steer the boat along the survey lines so that the final data will be accurate. Leslie Abramson assists me while I attempt to steer the boat along the survey line. I find that it is easier to steer the RAINIER than a survey boat!
Personal Log
I have been on the RAINIER for two weeks now, and have been observing how long the days are for the officers on board. After talking with ENS Olivia Hauser, RAINIER Junior Officer, certain things are now clear. There are no other scientists aboard the RAINIER. On other NOAA ships, scientists are hosted by the ship and plan and conduct the research operations. On the RAINIER, the officers are the hydrographers or scientists. In addition to their regular duties, the officers have to plan survey lines, review them at the end of the day, and make plans for the next day. In addition, they go out on the survey boats to view data acquisition. This makes for an incredibly long day and lots of responsibilities for the officers. I am impressed with their energy and dedication to the job. I had the opportunity to take the classic geology photographs shown below from the survey boat.
Repeat display of Hy Pack navigation and chart at coxswain’s stationA classic U-shaped glacial valleyIs this a cirque or a caldera?
Weather
Cloudy Visibility: 8 nm
Wind direction: 100
Wind speed: 7 knots
Seawater temperature: 10 degrees C
Sea level pressure: 1011.8 mb
Temperature dry bulb: 10.6 degrees C
Temperature wet bulb: 10.0 degrees C
Science and Technology Log
I went to the Pilot House this morning to continue working on my navigating underway skills and discovered that the cruise plan had changed and that the ship will anchor in Eagle Harbor tonight. I am given the two course plot accordingly. According to the weather report, we will run into some bad weather on route to Eagle Harbor.
The rain is shown by the heavy dotted areas and the ship is anchored in the center.
Personal Log
Here are some photographs of daily activities aboard the NOAA Ship RAINIER.
Survey boats in the Northeast BightShawn Gendron, Hydrographic Assistant Survey Technician, processing survey line data
Weather
Clear Visibility: 10 nm
Wind direction: 200
Wind speed: 10 knots
Seawater temperature: 11.1 degrees C
Sea level pressure: 1011.4 mb
Temperature dry bulb: 13.3 degrees C
Temperature wet bulb: 11.1 degrees C
Science and Technology Log
I continue practicing navigation underway using radar and dead reckoning. Three of the fixes I checked fall right on the ship’s course. A few others fall within an acceptable error. The swells were a little rough so I take a break from the radar screen and charts until the late afternoon.
The NOAA Ship RAINIER anchors in Northeast Bight, Nagai Island for the night.
In the pilot house, from left to right, ENS Olivia Hauser, Jr Officer, ENS Megan McGovern, Jr Officer, Umeko Foster, and Jacquelyn Hams
Weather
Partly cloudy
Visibility: 10 nm
Wind direction: 330
Wind speed: 10 knots
Sea Wave height: 0-1
Seawater temperature: 10 degrees C
Sea level pressure: 1016.5 mb
Temperature dry bulb: 12.2 degrees C
Temperature wet bulb: 10.6 degrees C
Science and Technology Log
Today I practice the skills necessary to navigate underway using radar navigation and dead reckoning. Radar navigation is a technique by which radar is used to determine the distance from the ship to known points on shore. These distances are then transferred to the chart to plot the ship’s position. Radar navigation is useful for fixing the ship’s position in reduced visibility, and as a check against visual means even in good weather. Dead Reckoning is a method of estimating the ship’s position based on assumptions about ship speed, heading, length of time underway on that heading, and other influences such as current or wind.
In general, if the speed of the ship and length of time the ship has been on a particular heading is known, the simple formula “Distance = Speed x Time” is used to estimate distance run. To plot the estimated current ship position using dead reckoning, we lay down an approximate track line on the chart from our assumed starting position in the direction the ship was traveling and for the distance the ship traveled in nautical miles. Dead Reckoning is used by NOAA as a backup to the more accurate means of fixing the ship’s position in the event that all electronics are lost and there are no visible landmarks for reference. The navigators aboard the RAINIER also keep dead reckoned position, or “DR”, current on their charts to use as a check on their position fixes. The interpretation of radar images, radar navigation, and dead reckoning are definitely acquired skills that I plan to work on during the remainder of this cruise.
Personal Log
The RAINIER held a beach party after dinner. We were transported to a nearby beach in Northeast Bight on Nagai Island for a few hours of relaxation. The beach is rocky and composed of andesite and tuff. The andesite is much lighter in color than I usually see. I wasn’t sure it was andesite until I found a rock with the characteristic needle-like pieces of shiny black basalt (obsidian).
TAS Jacquelyn Hams charting a course in the Pilot House
Weather
Partly cloudy
Visibility: 10 nm
Wind direction: 255
Wind speed: 10 knots
Seawater temperature: 9.40 degrees C
Sea level pressure: 1016.8 mb
Temperature dry bulb: 11.7 degrees C
Temperature wet bulb: 10.6 degrees C
Science and Technology Log
The RAINIER is anchored in Porpoise Harbor while boats conduct hydrography surveys. I completed my first navigation assignment given to me by ENS Nate Eldridge, RAINIER Junior Officer. The assignment is to plot a course from our anchorage at Porpoise Harbor to our next anchorage at Northeast Bight. ENS Eldridge provided me with the detailed sail plan showing waypoints, distances, bearings (directions) as a way of checking my work.
Sail plan to Northwest Bight
NOAA has several checks and balances that navigators use to assure accuracy of charts. After a rough start, I begin to get the hang of it. NOAA charts are extremely accurate and a larger than normal dot and circle can result in an error of one or two degrees. Most of my navigation skills are related to recreational boating or classroom teaching, both of which allow a large margin for error. Toward the end of the exercise I begin to make small but precise points. ENS Eldridge revises the sail plan due to a change in weather and I complete the revised chart. When pressed, ENS Eldridge said he would give me and A- on my course! I feel that working with the NOAA navigation officers here will provide me with a skill I can take back to the classroom.
Portion of bathymetric chart for Nagai Island and Unga Island with course plotted to Northeast Bight
