Gary Ledbetter, July 22, 2008

NOAA Teacher at Sea
Gary Ledbetter
Onboard NOAA Ship Rainier
July 7 – 25, 2008

Mission: Hydrographic Survey
Geographical area of cruise: Pavlov Islands, Alaska
Date: July 22, 2008

Weather from Bridge 
Winds W/NW 10-15 building to 20
Partly Sunny, High 55 F
Seas 2-4 feet

NOAA Teacher at Sea, Gary Ledbetter, helps prepare the CTD for a cast.
NOAA Teacher at Sea, Gary Ledbetter, helps prepare the CTD for a cast.

Science and Technology Log 

Navigation 

Take a close look at some of the electronic communication and navigation equipment in the picture above. Which one do you think is the most important?  Well, it’s probably not in this picture.  Depending on who you ask you will get a different answer as to which piece of equipment is the most important.  One would think with the advancements in electronics, it would be the GPS, or some other piece of high tech equipment.  Although the most important piece is related to some of the high tech equipment, the instrument itself is not even close to being on the list of the latest and greatest technological equipment – it’s the compass; more specifically the gyro compass.

History 

Unlike many things we may feel are rather mundane, the gyrocompass has an interesting history. Apparently taking a patent out for something that doesn’t work is not a new phenomenon because the gyrocompass was patented in 1885 (only about 20 years after the end of the Civil War) by Geradus van den Bos…. and yes, it didn’t work! Four years later, Captain Author Krebs designed an electronic gyroscope for use aboard a French submarine. Then, in 1903, Hermann Anschutz-Kaempfre refined the gyrocompass, applied for and also was granted a patent. Five years later, in 1908, Anschutz-Kaempfre, with the help of Elmer Ambrose Sperry did more research on the compass and was granted an additional patent in both Germany and the United States.  Then things started to heat up.  Sperry, in 1914, tried to sell this gyrocompass to the German Navy and Anschutz-Kaempfre sued Sperry for patent infringement.  As happens today, the attorneys got involved and various arguments were presented.  Now it even gets more interesting – Albert Einstein got involved.  First, Einstein agreed with Sperry and then somewhere during the proceedings, Einstein had a change of heart and jumped on the Anschutz-Kaempfre bandwagon.  The bottom line?  Anschutz-Kaempfre won in 1915.

A myriad of navigation equipment exists aboard the RAINIER.
A myriad of navigation equipment exists aboard the RAINIER.

So What? 

OK, this history is all well and good, but what does a gyrocompass do that any regular compass can’t do? In a nutshell, a gyrocompass finds true north, which is the direction of the Earths rotational axis, not magnetic north – the direction our Boy Scout compass pointed.  Another factor of the gyrocompass is that it is not affected by metal such as the ships hull.  Put your Boy Scout compass next to a large metal object and see what happens.  Also remember one thing:  When you tried to find magnetic north with a Boy Scout compass, you had to hold it very, very still. Try reading a regular compass aboard a ship that is not only moving through the water, but is being tossed about by the waves and currents of the ocean.  The gyrocompass addresses this concern also. Without going into a lot of detail (and yes there are a lot of details, even about a compass) friction causes torque, which makes the axis of the compass to remain perpendicular.  In other words as the ship rolls and pitches, torque makes the axis of the compass to remain perpendicular to the earth. You then have an instrument that can read true north in nearly all weather conditions.

The electronic gyrocompass aboard the RAINIER
The electronic gyrocompass aboard the RAINIER

Definition 

Torque: A turning or twisting force

Personal Log 

I was a victim!  I was a victim of NOAA!  In fact, I was a very, very willing victim!  NOAA’s safety record is very high and they conduct numerous safety drills to maintain that record and to insure the safety of all aboard. On July 20th I was asked if I wanted to play the “victim” in an upcoming safety drill.  Of course I jumped at the chance. I was to play an unconscious fire victim with broken bones. After I staged the “accident” the various medical and fire suppression teams came to my rescue. These drills are very serious part of NOAA’s operation and are taken seriously by the crew – but that didn’t mean I didn’t have fun in the process!!

Gary plays the part of the “victim” during a safety drill on the RAINIER.
Gary plays the part of the “victim” during a safety drill on the RAINIER.

Chuck Gregory, August 14, 2007

NOAA Teacher at Sea
Chuck Gregory
Onboard NOAA Ship Thomas Jefferson
August 12 – 24, 2007

Mission: Hydrographic Survey
Geographical Area: New York Harbor
Date: August 14, 2007

“For here we are not afraid to follow truth wherever it may lead.”  ~Thomas Jefferson

Happy Birthday, Dad!

Here’s the Plan of the Day (POD):
Sunrise = 0605h Sunset = 1956h 0000h
Ship at Sandy Hook, NJ anchorage 0700h
Took first Dramamine 0745h
Launch safety brief (Survey) 0800h
Deploy Launches (3101 & 3102) – I’ll be on the 3102 0830h
At first station of the day (somewhere between Coney Island, NY and Sandy Hook, NJ). Boot up computer systems and deploy multibeam. 0930h
Debug computer systems and we’re ready to track 1210h
Lunch and second Dramamine 1745h
Retrieve launches

Tides for Sandy Hook Low @ 0339h (-0.2 ft.) & 1543h (0.2 ft.); High @ 0938h (5.1 ft.) & 2145h (5.4 ft.). Currents in Sandy Hook Channel Ebb: 0041h (1.7 kts.), 1257h (1.6 kts.); Flood: 0640h (2.0 kts.) & 1851h (2.2 kts.). Weather from Sandy Hook to Fire Island AM: N winds 10-15 kts., seas 2-3 ft.; PM: S winds 5-10 kts., seas 2-3 ft.

One of the two 31 foot launches aboard the NOAA Ship THOMAS JEFFERSON.  These launches are used to do the hydrographic survey work - side scan sonar and multibeam echo sounder - in coastal areas.
One of the two 31 foot launches aboard the NOAA Ship THOMAS JEFFERSON. These launches are used to do the hydrographic survey work – side scan sonar and multibeam echo sounder – in coastal areas.

Today was a full day. After going to bed early (2030h) and rising early (0530h), I continued to bang away at my e-mails.  The internet connection on the ship is dial up and quite slow. Or is it my understanding of computers that’s slow?!?! Probably the latter. Either way, I’m finding it frustrating to communicate with the ship’s computers.  I’ll work on this tomorrow when I have the time. Breakfast was cereal and an English muffin.  Then I got ready for the 0745h safety briefing and launch deployment.  All went quite smoothly as I did my best to stay out of the way. Teamwork is huge on a vessel like the THOMAS JEFFERSON, and I was impressed by the teamwork effort to deploy and retrieve both launches. After the launch we were on our first station within 30 minutes.  We had to deal with the customary computer snafu, but it was quickly fixed and we were soon doing our tracklines.  Back and forth, east and west, forth and back, and west and east.  Bill was at the wheel, Taylor was at the computers, Megan G. assisted with both, and I just watched, asked questions, learned, and helped out wherever possible.

Chuck studying some of the side-scan sonar (SSS) data as it is relayed from the SSS 'towfish' to the launch's computer.
Chuck studying some of the side-scan sonar (SSS) data as it is relayed from the SSS ‘towfish’ to the launch’s computer.

To help matters, the day was beautiful: warm, light breeze, and subsiding seas. I couldn’t have asked for better weather. Three times during our day we stopped to do a CTD cast. They use a SBE 19Plus Seacat with a stainless cage and tethered to a line.  After two minutes of acclimating at the surface, Taylor would lower the CTD to the bottom and lift it back onto the boat. Then a computer cable was attached to the CTD, the CTD software booted up, and the data downloaded. Taylor and Megan taught me a lot about the launch computers and even let me attend to them for about an hour.  Setting up the computer programs for the SSS Fish and the MultiBeam Echo Sounder (MBES) was complicated to this novice, thus the initial delay.  There are screens to view the data as it is coming in from the side scan and another for the multibeam.  There are screens to view the files as they are filling with data, screens to view the launch’s tracks, and screens to measure heave, pitch, and roll.  And it was all fed into an on-board memory.  Wow!

The 3102 was strong, but cramped for four adults.  There were two comfortable seats on the boat – one for the coxswain and one for the survey tech – but we made the most out of every available space. Lunch was last night’s chicken made into sandwiches (not bad!), chips, chili, fruit, water, and cookies. There was other food to munch on and I found it hard not to eat with the sea air and full sun beaming down upon us.  So much for my “food plan.”  

Today I learned the importance of understanding computers, well planed navigation, and teamwork.  The tracklines were well laid out and followed.  Bill and Megan did a good job of maneuvering us around lower New York Harbor, as there were several recreational and commercial craft moving across the water.  At no time were we in any danger. The day went smoothly and there was even a time of boredom after lunch when the launch was on course, the data was streaming in, and the weather was hot and sunny. Life was good!

We returned to the THOMAS JEFFERSON at 1745h tired and starved! After a full day at sea that was one of the best meatloaf dinners I’ve ever had!!!  After dinner I returned to the ship’s computers, but continue to be frustrated as I try to get to my e-mails.  Tomorrow my sole mission is to meet with engineer Eric and tap his computer expertise.  For now I think I’ll call Roxann and go to bed early and do a little ‘Cannery Row’ reading.

Candice Autry, August 7-12, 2006

NOAA Teacher at Sea
Candice Autry
Onboard NOAA Ship Thomas Jefferson
August 7 – 18, 2006

Mission: Hydrographic Survey
Geographical Area: Northwest Atlantic
Date: August 7 -12, 2006

“Ships have many pieces of complicated equipment!” 

The NOAA Ship THOMAS JEFFERSON awaits a necessary part for the crane that lifts the fast rescue boat, then we set sail
The NOAA Ship THOMAS JEFFERSON awaits a part for the crane that lifts the fast rescue boat, then we set sail

Personal Log 

Hello, greetings from Teacher at Sea Candice Autry.  I teach science to middle school students at a wonderful school called Sheridan School in Washington, DC.  I have been given the great opportunity to sail with the crew on the NOAA Ship THOMAS JEFFERSON. Our cruise has been delayed several days due to unforeseen problems with some of the complex and necessary equipment on the ship.  It is important to be flexible with any kind of change, so these past few days have given me the opportunity to explore the ship as we wait for final repairs. The objectives of this particular ship primarily involve hydrographic surveys.  Hydrography is the science that has to do with measuring and describing physical characteristics of bodies of water and the shore areas close to land. Thanks to hydrographic surveys, ships, ferries, pleasure boats, and other vessels can safely navigate in busy waters without hitting any obstructions on the bottom of a harbor.

A functioning crane on the NOAA Ship THOMAS JEFFERSON lifts the necessary fast rescue boat (FRB) aboard.
A crane lifts the necessary fast rescue boat aboard.

Hydrographic surveys can also locate submerged wrecks in deep waters; examples include unfortunate events such as shipwrecks out at sea as well as plane crashes over the ocean. These surveys are done by using technology that involves side scan sonar and multi-beam sonar technology. The combination of these two types of technologies can create a clear picture of a barrier on the ocean floor and the depth of the obstruction.

The THOMAS JEFFERSON holds several smaller boats including two launches (one launch is visible in the picture, it is the gray boat) that have this sonar technology located underneath the vessel. The instrument that collects data is often called a “fish.”  The data can be seen on a computer screen so that the surveyors can view the data being collected.  Once we reach our destination, we will use these launches, one equipped with a fish that uses multi-beam sonar technology and the other with a fish that uses side scan sonar to create a chart of what is on the bottom of a very busy harbor!

Seaman Surveyors Doug Wood and Peter Lewit interpret hydrographic data in the survey room
Seaman Surveyors Doug Wood and Peter Lewit interpret hydrographic data in the survey room
Staterooms are comfortable and cozy!
Staterooms are comfortable and cozy!
One of the workrooms aboard the NOAA Ship THOMAS JEFFERSON.
One of the workrooms aboard the NOAA Ship THOMAS JEFFERSON.
 A closer look at the navigational equipment on the bridge
A closer look at the navigational equipment on the bridge

Jacquelyn Hams, July 29, 2006

NOAA Teacher at Sea
Jacquelyn Hams
Onboard NOAA Ship Rainier
July 24 – August 11, 2006

Mission: Hydrographic Survey
Geographical Area: Shumagin Islands, Alaska
Date: July 29, 2006

TAS Jacquelyn Hams helps prepare lines on a boat
TAS Jacquelyn Hams helps prepare lines on a boat

Weather
Partly cloudy
Visibility: 10 nm
Wind direction: 250
Wind speed: 140 knots
Sea Wave height: 1 ft.
Seawater temperature: 9.4 degrees C
Sea level pressure: 1024.3 mb
Temperature dry bulb: 13.3 degrees C
Temperature wet bulb: 11.1 degrees C

Science and Technology Log 

At 0900 all new personnel including Teachers at Sea participated in deck training.  Deck training consists of learning basic sailing knots and handling lines for launching the boats. Deck training lasted from 9:00 a.m. until 2:00 p.m. with 1/2 hour for lunch. One of the first things I learned is the difference between handling lines on a recreational boat and a ship. Recreational boaters always lock a knot when you tie up at a dock. Ships never lock a knot because the lines are much heavier and they need to loosen lines quickly. Recreational boaters tidy lines and make clever loops and swirls.

Ships demand utility and want lines hanging in places that are easy to access.  I also practiced another way to tie a bowline! A bowline is a basic knot that is taught as many different ways as there are people who tie them. It is important that everyone learn safety procedures and participate in lowering and raising the boats. Most of the survey work is done from boats while the RAINIER is anchored. I feel slightly uneasy walking around the deck of the boats.  Even though there are sufficient hand holds, I am ever vigilant and aware of how cold the water is!

Personal Log 

Here are some stunning photos taken from the RAINIER anchorage at Porpoise Harbor.  These photos were taken after 9 p.m.

View of Nagai Island from Porpoise
View of Nagai Island from Porpoise
View of Nagai Island from Porpoise Harbor
View of Nagai Island from Porpoise Harbor

 

Jacquelyn Hams, July 28, 2006

NOAA Teacher at Sea
Jacquelyn Hams
Onboard NOAA Ship Rainier
July 24 – August 11, 2006

Mission: Hydrographic Survey
Geographical Area: Shumagin Islands, Alaska
Date: July 28, 2006

Haystack rock formation
Haystack rock formation

Weather Data
Weather: Clear/Fog Drizzle
Visibility: 2 nm
Wind direction: 245
Wind speed: 14 knots
Sea Wave height: 0-1 ft.
Seawater temperature: 9.4 degrees C
Sea level pressure: 1021.7 mb
Temperature dry bulb: 11/7 degrees C
Temperature wet bulb: 11.1 degrees C

Red rock outcrop on Popofi Island
Red rock outcrop on Popofi Island

Personal Log 

Today I took a launch to Sand Point on Unga Island with crew members to pick up another crew member and some groceries.  I have not seen an Alaskan town since Kodiak and am curious to see how different Sand Point may be.  The ride took approximately 2 hours and we passed more spectacular geology and scenery. Sand Point is a tiny Alaskan fishing village on Unga Island.  It is picturesque, off the tourist path, and full of friendly people. So far the two towns I have seen in Alaska (Kodiak and Sand Point) are very clean and uncluttered. There have been two major earthquakes, many minor earthquakes, and tsunamis in the Aleutian Islands, so it is no surprise that tsunami evacuation routes are well marked.

Columnar basalt
Columnar basalt
Entrance to the harbor at Sand Point
Entrance to the harbor at Sand Point
Tsunami Evacuation route sign in Sand Point
Tsunami Evacuation route sign in Sand Point
Brown algae in Sand Point Harbor
Brown algae in Sand Point Harbor
Breakwater at Sand Point Harbor
Breakwater at Sand Point Harbor