noaa vessel fairweather – NOAA Teacher at Sea Blog

April 25, 2018April 27, 2018

Victoria Cavanaugh: Navigating the Inside Passage, April 24, 2018

NOAA Teacher at Sea
Victoria Cavanaugh
Aboard NOAA Ship Fairweather
April 16-27, 2018

Mission: Southeast Alaska Hydrographic Survey

Geographic Area of Cruise: Southeast Alaska

Date: April 24, 2018

Weather Data from the Bridge

Latitude: 50° 10.002′ N
Longitude: 125° 21.685′ W
Sea Wave Height: 7 feet
Wind Speed: 5 knots or less
Wind Direction: Variable
Visibility: 14 km
Air Temperature: 9^oC
Sky: Mostly Sunny

Science and Technology Log

NOAA Ship Fairweather has begun its transit to Alaska for the heart of the field season which means transiting the famous Inside Passage, a roughly two day voyage through a stretch of nearly a thousand islands between Washington State and Alaska. The more protected waterways of the Inside Passage provided a smooth, calm ride. I took advantage of the transit to spend more time on Fairweather‘s bridge in order to learn a bit about navigation.

One thing that quickly became clear on the bridge of Fairweather is that for many navigational tasks, the crew has at least three ways of being able to obtain needed information. For example, navigational charts (maps) show two compasses: magnetic and true north. The inner circle represents the magnetic compass, which in reality points 17 degrees right of true North and is dependent upon the pull of the Earth’s magnetic core. Because the magnetic compass can be offset by the pull of the ship’s magnetic fields (the ship is made of steel, after all), Fairweather’s compass is actually readjusted each year. During our Inside Passage transit, a specialist came aboard near Lopez Island to reset the ship’s magnetic compass.

A Series of Mirrors Allows the Crew to Read the Magnetic Compass from the Bridge

The ship’s magnetic compass is located on the flying deck, just above the bridge. So, to be able to read the compass from the bridge, the crew looks through a series of mirrors above the helm. Notice that next to the mirrors, is a digital display that reads “78.” This is an electrical reading from the gyrocompass. The gyrocompass reflects “true North” also referred to as geographical North.

The Gyrocompass is Secured in a Closet on D Deck Near the Galley

When at sea, a crew member on the bridge takes “fixes” every fifteen minutes, both day and night. To take a fix, the crew member uses an auxiliary compass and chooses three landmarks on shore as points. The crew member then lines up the viewfinder and records the degree of the line formed between the ship and the given point.

Focusing the auxilliary compass — The Crew Focuses the Auxiliary Compass on a Landmark on Shore. This Allows for a Reading on the Gyrocompass.

Next, the crew member plots the three points on the chart using triangles (similar to giant protractors). The point where the three lines intersect is the ship’s current location. Though technically, the crew could just plot two points ashore and look for where the lines intersect, but as a way of triple checking, the crew chooses three points. Then, if a line doesn’t intersect as expected, the crew member can either retake the fix or rely on the other two points for accuracy.

Plotting the Course — The Crew Use Triangles to Plot Their Course

Verifying location — A Crew Member Uses a Compass to Verify Our Current Location, Measuring and Checking Latitude and Longitude

In addition to using the two aforementioned compasses to determine the ship’s location, the open seas often mean majestic night skies. Some of the crew members told me they also look to the stars and find the Big Dipper and North Star. A central theme on the bridge is being prepared: if both compasses malfunction, the crew can still safely guide Fairweather along its course.

The Original Navigation System: The Night Sky

Location display — The Ship’s Location Also Displayed Electronically above the Helm

In addition to being able to take fixes and locate constellations in the night sky, modern day technology can make the crew’s job a bit easier. The ship’s latitude and longitude is continually displayed by an electronic monitor above the helm via GPS (Global Positioning System). Below, the ship’s Electronic Navigation System (ENS) essentially acts as Google Maps for the sea. Additionally, the ENS provides a wealth of data, tracking the ship’s speed, wind, and other contacts.

The Electronic Navigation System – Sort of Like Google Maps for the Ship!

Next to the ENS on the bridge is the ship’s radar, which shows other vessels transiting the area. Similar to ENS, the radar system also provides information about the ship’s speed and location.

Radar screen — The Ship’s Radar Is Yet Another Navigational Tool

The Electronic Wind Tracker above the Helm

Wind matters in navigation. The force and direction of the wind can affect both currents and the ship’s route. Winds may push the ship off course which is why taking fixes and constantly monitoring the ship’s actual location is critical in maintaining a given route. The wind can be monitored by the weather vane on the bow, the electronic wind tracker above, or on the ENS below. Additionally, a crew member demonstrates a wheel, used for calculating and recalculating a ship’s course based on the wind’s influence.

A Crew Member Holds a Wheel for Calculating Wind and Direction

An Old-Fashioned Speaker System on the Bridge

On the bridge, multiple ways of being able to perform tasks is not limited to navigation alone. Communicating quickly on a ship is important in case of an emergency. Fairweather is equipped with various communication systems: a paging system, an internal telephone line, cell phones, satellite phones, etc.

A Collection of Bells and Phone Systems for Contacting Various Parts of the Ship

Personal Log

Just before leaving Puget Sound, I had the chance to go kayaking for a few hours with two of the crew members. We had great luck; not only was the water placid, but harbor seals played for nearly an hour as we paddled around one of many coves. It was neat to see Fairweather from yet another perspective.

Kayaks are Secured for Seas on the Flying Bridge – The Hardest Part Is Carrying the Kayaks Up and Down Several Docks to Be Able to Launch Them

A Bit Tricky: Launching Kayaks from a Launch

Harbor Seals Played in the Water Around Our Kayaks

IMG_20180421_140958 — Incredibly Calm Waters in Puget Sound Made for Picturesque Reflections

Did You Know?

The Inside Passage is a series of waterways and islands that stretches from Puget Sound, just north of Seattle, Washington on past Vancouver and British Columbia and up to the southeastern Alaskan panhandle. In British Columbia, the Inside Passage stretches over more than 25,000 miles of coast due to the thousand or so islands along the way. In Alaska, the Inside Passage comprises another 500 miles of coastline. Many vessels choose the Inside Passage as their preferred coast as it is much more protected than the open waters of the Pacific Ocean to the immediate west. Nonetheless, rapidly changing tidal lines, numerous narrow straits, and strong currents make navigating the Inside Passage a challenging feat. In addition to frequent transit by commercial vessels, tugboats, and barges, the Inside Passage is also increasingly popular among cruise ships and sailboats. On average it takes 48-60 hours to navigate.

IMG_20180424_131729 — Approaching Open Waters as the Fairweather Leaves British Columbia and Enters the Alaskan Portion of the Inside Passage

A More Protected Stretch of the Inside Passage Creates a Glassy Reflection

Crew on Anchor Watch on the Inside Passage as We Approach Seymour Narrows. Note the Weathervane on the Bow.

Enjoying a Late Afternoon View from Fairweather’s Fantail

Some of the Many, Many Islands along the Inside Passage

tugboat and barge — A Tugboat Pulls a Barge Near Lopez Island

Late Afternoon on the Inside Passage as Seen from Starboard, F Deck

Mountain view — Impossible to Get Tired of These Views!

Challenge Question #4: Devotion 7th Graders – NOAA and NASA collaborated to produce the National Weather Service Cloud Chart which features explanations of 27 unique cloud types. Clouds can tell sailors a great deal about weather. Can you identify the type of clouds in the ten above pictures of the Inside Passage? Then, record your observations of clouds for five days in Brookline. What do you notice about the relationship between the clouds you see and the weather outside? What do you think the clouds in the pictures above would tell sailors about the upcoming weather as they navigated the Inside Passage? Present your observations as journal entries or a log.

A Bonus Challenge. . .

Just outside the bridge on both the Fairweather‘s port and starboard sides are little boxes with two thermometers each. What is the difference between dry and wet temperatures? Why would sailors be interested in both measurements?

June 18, 2016August 21, 2021

Spencer Cody: Farewell Fairweather, June 18, 2016

Spencer Cody

Onboard the NOAA Ship Fairweather

May 29 – June 18, 2016

Mission: Hydrographic Survey

Geographical Area of the Cruise: along the coast of Alaska

Date: June 18, 2016

Weather Data from the Bridge:

Observational Data:

Latitude: 55˚ 20.643′ N

Longitude: 131˚ 37.505′ W

Air Temp: 20˚C (68˚F)

Water Temp: 13˚C (55˚F)

Ocean Depth: 30 m (100 ft.)

Relative Humidity: 65%

Wind Speed: 9 kts (11 mph)

Barometer: 1,022 hPa (1,022 mbar)

Science and Technology Log:.

111_0798 (2) — In order to check whether the tide gauge is working or not, a tidal observation needs to take place. Over the course of several hours, the tide is measured as it rises or falls on graduated staffs and is recorded and compared to our tidal gauge data. Credit Brian Glunz for the photo.

While horizontal control base stations are used to improve the accuracy of the positions of all points on a surface by providing a fixed known location to compare to GPS coordinates, constantly changing tides present another challenge in of its own. With tides in the survey area ranging 3 to 6 meters (10 to 20 ft.), depths can vary widely for various shallow-water hazards depending on the strength of the tide. Consequently, accurate tide data must be recorded during the survey and in close proximity of the survey site since tides vary widely depending on topography, weather systems, and other factors. This is where tide stations come into play and are necessary to accurately gauge the vertical level of water throughout the survey area.

111_0930 (2) — Surveying equipment is used to check benchmarks near the tide station in the upper left for any movement. Hydrographic Assistant Survey Technician Hannah Marshburn is recording data from the leveling process with Ensign Matthew Sharr sighting a staff held in place by Ensign Mason Carroll and Hydrographic Senior Survey Technician Clint Marcus.

Before a survey is started in an area, a tide station can be set up within the survey area to measure local tides. The tide stations use solar cells to generate electricity to power a small compressor on land that sends air through a hose that is attached to the ocean bottom in a near-shore environment. The tide gauge can measure how much pressure is needed to generate a bubble out the end of the hose, the greater the pressure, the deeper the water. These pressure gradients correlate to a certain depth of water while the depth of the water is tied to a nearby benchmark of surveyed elevation. This information is then transmitted out to tide reporting sites online. For additional data on tide patterns, the information on tide levels can be downloaded from the gauge in refining survey data. In order to ensure that a tide gauge is working correctly, manual tide observations are periodically made at the same location. Additionally, the benchmarks near the tide gauge go through a process called “leveling.” This is survey work that compares all of the secondary benchmarks in the area to the primary benchmark. If none of the benchmarks have moved relative to each other, it is safer to assume that the benchmarks still represent the elevation that they were originally surveyed. Once the survey in the area is completed, the tidal gauge is packed up to be used at another location. Since the portion of the tidal gauge that releases the pressurized bubble is under the entire tidal water column, a dive team is required to remove the remaining equipment. The entire tidal gauge site is returned to how it looked before the station was set up. Only the survey benchmarks remain for future use.

Personal Log:

107_0553 (2).JPG — From left to right Ensign Tyler Fifield charts our course while Able Seaman Godfrey Gittens has the helm with Ensign Lander Van Hoef controlling the power to propulsion. Bridge usually has at least one officer and one deck member on watch at all times. Ensign Fifield has been in NOAA and on the *Fairweather* for two years and has a background in marine safety and environmental protection. AB Gittens spent 4 years in the Navy, 20 years on commercial and military marine contracted vessels, and has now worked for NOAA for a couple of months. Ensign Van Hoef has a background in mathematics and has been on the *Fairweather* for six months.

Dear Mr. Cody,

On our cruise ship there are officers that wear uniforms who run the ship. They also look out for the safety of everyone onboard. They are very nice and know a lot about how to keep the ship running and get the cruise ship to each stop on our vacation. They work with each department on the ship to make sure everything runs properly and people stay safe. It has been a great trip to Alaska, and now we are at our last stop. Goodbye Alaska! (Dillion is one of my science students who went on an Alaska cruise with his family in May and has been corresponding with me about his experiences as I blog about my experiences on the Fairweather.)

Dear Dillion,

The Fairweather also has officers, the NOAA Corps, to help run the ship and carry out NOAA’s mission by utilizing NOAA’s fleet of ships and aircraft and by staffing key land-based positions throughout the organization. The NOAA Corps ensures that trained personnel are always available to carry out NOAA’s missions using cutting-edge science and technology. This gives NOAA the flexibility it needs to complete many types of varied research since officers are trained to fulfill many types of missions. This gives NOAA the ability to respond quickly to scientific and technological needs and helps retain a continuity of operations and protocol throughout the vast fleet and area of operations. In order to be considered for acceptance into the NOAA Corp, applicants must have at least a four year degree in a field of study relating to NOAA’s scientific and technological interests. Once accepted into the program, they go through five months of training at the United States Coast Guard Academy where they develop an understanding of NOAA’s mission, maritime and nautical skills, and general ship and boat operation skills. After successful completion of the training, NOAA officers are placed on a ship in the fleet for three years of sea duty to begin their new career.

109_0606 (2) — Chief Electronics Technician Sean Donovan performs his daily check of communications systems on the bridge. CET Donovan served as a naval service ground electronic technician for 11 years in the Navy and has been in NOAA for 8 months.

On the Fairweather NOAA Corp officers help run and manage the ship and launch boats. They navigate the ship and stand watch on the bridge. They work with the other departments to ensure that the mission is accomplished and everyone remains safe during the mission. On a hydrographic survey ship such as the Fairweather, Corps officers commonly have the position of sheet manager for hydrographic survey regions as collateral duties allowing them the opportunity to plan the logistics of hydrographic survey areas and learn how to use software associated with hydrographic data collection and analysis. Additionally, officers will be assigned to other scientific missions as they arise since the Fairweather will participate in a variety of scientific projects throughout the year.

109_0599 (2) — Able Seaman Carl Coonce controls the hydraulic system that is picking up a launch boat from a survey mission. AB Coonce has been in NOAA for 12 years. He was also on the NOAA ships *Albatross* and *Bigalow*. He has been on the *Fairweather* for five years. He started out in NOAA as a second cook and then a chief steward, but he wanted to learn more about ships; so, he made the move to the deck department commenting, “When you go out on deck, all differences are set aside. We lookout for each other.”

A hydrographic ship such as the Fairweather requires many departments to work together including the NOAA Corps officers to accomplish the mission. There is the deck department and engineering department and the steward department as I have discussed their role in previous posts. However, there are also electronic technicians that assist the survey in all of its technological aspects including the ship’s servers, electronics, radar, and communication systems. Since technology plays a critical role in the collection and analysis of data, a hydrographic ship depends on these systems to carry out its scientific research.

109_0601 (2) — Acting Chief Hydrographic Survey Technician John Doroba prepares a boat launch for another portion of the hydrographic survey. ACHST Doroba is the lead survey technician for this leg. He has a background in geography, physical science, and information systems with a decade of work experience in and out of NOAA relating to surveying and related technology.

The survey department does the bulk of the collection and analysis of hydrographic data. Depending on experience and education background, someone in survey may start out as a junior survey technician or assistant survey technician and advance up to a survey technician, senior survey technician, and possibly a chief survey technician. With each step more years of experience is required because a greater amount of responsibility comes with each position concerning that survey. Survey technicians generally need to have a background in the physical sciences or in computer science. Technology and physical science go hand-in-hand in hydrographic survey work by applying and analyzing scientific data through the lens of advanced technology and software. One needs to be capable in both areas in order to be proficient in the survey department.

104_0414 (2) — Hydrographic Assistant Survey Technician Steve Eykelhoff collects hydrographic data during a launch. HAST Eykelhoff has a background in geology and hydrology. He has worked on many mapping projects including mapping the Erie Canal and the Hudson River.

It really comes down to people working together as a team to get something done. In the case of the Fairweather, all of this talent and dedication has been brought together in a team of NOAA Corps, engineers, deck, survey, technicians, and stewards to carry out a remarkable array of scientific work safely and efficiently. This team is always ready for that next big mission because they work together and help each other. Yes, Dillion, my time here on the Fairweather is also drawing to a close. I have enjoyed the three weeks onboard and have learned a lot from a very friendly and informative and driven crew. I thank all of those who were willing to show me what their job in NOAA is like and the underlying concepts that are important to their careers. I learned a great deal concerning NOAA careers and the science that is carried out onboard a NOAA hydrographic ship. Thank you!

Did You Know?

The NOAA Commissioned Officer Corps is one of seven uniformed services of the United States consisting of more than 300 officers that operate NOAA’s fleet of 16 ships and 9 aircraft.

Can You Guess What This Is?

A. a ship B. a hydrographic survey C. a NOAA vessel D. a final farewell to an amazing ship and crew

You should already know the answer if you have been following this blog!

(The answer to the question in the last post was C. an azimuth circle. The Fairweather has an azimuth circle onboard. While it is not typically used for navigation, it is yet another technology that remains as a holdover from earlier seafaring times and as a potential navigation tool available when all modern equipment has failed. The azimuth circle can be used to measure the position of a celestial body for navigation purposes or to get a bearing on an object visible from the ship.)

June 14, 2016August 21, 2021

Spencer Cody: Killing the Dots, June 13, 2016

NOAA Teacher at Sea

Spencer Cody

Onboard the NOAA Ship Fairweather

May 29 – June 17, 2016

Mission: Hydrographic Survey

Geographical Area of the Cruise: along the coast of Alaska

Date: June 13, 2016

Weather Data from the Bridge:

Observational Data:

Latitude: 55˚ 10.643′ N
Longitude: 132˚ 54.305′ W
Air Temp: 19˚C (66˚F)
Water Temp: 14˚C (58˚F)
Ocean Depth: 33 m (109 ft.)
Relative Humidity: 50%
Wind Speed: 6 kts (7 mph)
Barometer: 1,014 hPa (1,014 mbar)

Science and Technology Log:

104_0366 (2) — “Killing dots” or manually flagging data points that are likely not accurately modeling hydrographic data is only the beginning of a very lengthy process of refining hydrographic data for new high-quality nautical charts. Credit Hannah Marshburn for the photo.

In the last post, I talked about how we collect the hydrographic data. The process of hydrographic data collection can be a challenge in of itself with all of the issues that can come up during the process. But, what happens to this data once it is brought back to the Fairweather? In many ways this is where the bulk of the work begins in hydrography. As each boat files back to the ship, the data they bring back is downloaded onto our servers here on the ship to begin processing. Just the process of downloading and transferring the information can be time consuming since some data files can be gigabytes worth of data. This is why the Fairweather has servers with terabytes worth of storage to have the capacity to store and process large data files. Once the data is downloaded, it is manually cleaned up. A survey technician looks at small slices of hydrographic data and tries to determine what is the actual surface of the bottom and what is noise from the multibeam echosounder. Leaving too many false data points in the slice of hydrographic data may cause the computer software to adjust the surface topography to reach up or below to something that in reality does not exist. The first phase of this is focused on just cleaning the data enough to prevent the hydrographic software from recognizing false topographies. Even though the data that does not likely represent accurate hydrographic points are flagged and temporarily eliminated from the topographic calculation, the flagged data points are retained throughout the process to allow for one to go back and see what was flagged versus what was retained. It is important to retain this flagged data through this process in case data that was thought to be noise from the echosounder really did represent a surface feature on the bottom.

104_0365 (2) — Hydrographic Assistant Survey Technician Sam Candio is using a three dimensional viewer to clean the hydrographic data collected from that day’s launches.

Once this process is complete, the day’s section is added to a master file and map of the target survey area. This needs to happen on a nightly basis since survey launches may need to be dispatched to an area that was missed or one in which the data is not sufficient to produce quality hydrographic images. Each launch steadily fills in the patchwork of survey data; so, accounting for data, quality, and location are vitally important. Losing track of data or poor quality data may require another launch to cover the same area. After the survey area is filled in, refinement of the new map takes place. This is where the crude cleanup transitions into a fine-tuned and detailed analysis of the data to yield smooth and accurate contours for the area mapped. Data analysis and processing are the parts of hydrographic work that go unnoticed. Since this work involves many hours using cutting-edge technology and software, it can be easy to underappreciate the amount of work survey technicians go through to progress the data through all of these steps to get to a quality product.

Personal Log:

20160513_113539 (2) — Dillion and family in Hoonah, Alaska.

Dear Mr. Cody,

Today we docked in Hoonah, Alaska. We had a whale show right under our balcony! They are incredible to watch. There is so much to see for wildlife in Alaska. (Dillion is one of my science students who went on an Alaska cruise with his family in May and will be corresponding with me about his experiences as I blog about my experiences on the Fairweather.)

Dear Dillion,

104_0408 (2) — A friendly humpback is keeping our survey launch company as we map our assigned polygon.

I know what you mean about the wildlife. I am seeing wildlife all over the place too. On our transit to our survey site from Juneau, I saw numerous marine mammals: hump back whales, dolphins, and killer whales. On our last survey launch, we had two humpbacks stay within site of the boat the entire morning. They are remarkable creatures. Whenever we locate a marine mammal, we fill out a marine mammal reporting form allowing various interests to use these reports to estimate the population size and range of these animals. The waters off the Alaskan coast are full of marine life for a reason. It is a major upwelling area where nutrients from the ocean bottom are being forced up into the photic zone where organisms such as phytoplankton can use both the nutrients and sunlight to grow. This provides a large amount of feed for organisms all the way up the food chain. This area is also known for its kelp forests. Yes, if you were on the sea bottom in these areas dominated by kelp, it would look like a forest! Kelp are a very long- and fast-growing brown algae that provide food and habitat for many other marine organisms.

104_0437 (2) — Kelp forests form on relatively shallow rocky points and ledges allowing for the holdfasts to form and latch onto the bottom giving the resulting algae growth the opportunity to toward the surface to collect large amounts of sunlight for photosynthesis.

Did You Know?

The RESON 7125sv multibeam echosounders found onboard the survey launches use a 200 kHz or 400 kHz sound frequency. This means the sound waves used fully cycle 200,000 or 400,000 times per second. Some humans can hear sounds with pitches as high as 19 kHz while some bat and dolphin species can hear between 100 and 150 kHz. No animal is known to have the capability to audibly hear any of the sound waves produced by the multibeam onboard our survey boats. Animals that use echolocation tend to have much higher hearing ranges since they are using the same premise behind acoustic mapping in hydrography but to detect food and habitat.

Can You Guess What This Is?

A. a marker buoy B. a water purification system C. an electric bilge pump D. a CTD sensor

The answer will be provided in the next post!

(The answer to the question in the last post was A. a search and rescue transponder. If a launch boat were to become disabled with no means of communication or if the boat needs to be abandoned, activating a search and rescue transponder may be the only available option left for help to find someone missing. When the string is pulled and the cap is twisted, a signal for help is sent out in the form of 12 intense radar screen blips greatly increasing the odds for search and rescue to find someone in a timely manner. The radar blips become arcs as a radar gets closer to the transponder until the radar source gets within a nautical mile in which the arcs become full circles showing rescue crews that the transponder is nearby.)

July 13, 2006March 19, 2021

David Babich, July 13, 2006

NOAA Teacher at Sea
David Babich
Onboard NOAA Ship Fairweather
July 5 -14, 2006

Mission: Hydrographic Survey
Geographical Area: Aleutian Islands, Alaska
Date: July 13, 2006

Weather Data
WX Cloudy, fog
Wind NW 20 kts
Sea 6ft
Temp 50’s

The Shumagin Islands’ spectacular scenery

Science and Technology

For the past 30 hours the FAIRWEATHER has been on route back to port. We had beautiful weather most of the way back, which made it perfect for whale watching. Yesterday evening, many of the crew made their way out to the ship’s bow to watch at least 8-10 humpback whales swimming around the ship. It seemed like everywhere you looked, you saw another whale spout. It was quite exciting, as we all were snapping pictures trying to get the perfect shot. Unfortunately, they were just a little too far away. Later in the evening, the ship stopped to let some of the crew (those with valid fishing licenses) get a chance to do a little fishing. Several had good luck in catching halibut, before the ship had to continue on the voyage back to port. The FAIRWEATHER arrived back at port today at 11:00am. This gives the officers and crew time to prepare for tomorrow’s Fleet Inspection.

FAIRWEATHER Profile: Able Seaman Emily Evans

Emily works in the Deck Department where she is responsible for a variety of duties. She is in charge of cleaning and general maintenance of the ship as well as operates cranes, stands bridge and anchor watch, and pilots the small boats (she drove the survey launch I was on). Not a position you might expect from someone with a B.S. degree in Physics!

Emily grew up in New York, close to Lake Ontario, and raced sailboats competitively. After college, Emily soon realized she wanted to get back to what she loved doing – sailing. She spent the next five years working on sailboats, primarily teaching environmental science classes aboard educational vessels and sailing skills. But she wanted to work with serious boat people. After discounted shipping out commercially, feeling it wouldn’t be stimulating enough, she looked into NOAA. It became a perfect fit!

Able Seaman Emily Evans is relaxing in the ship’s mess hall.

Working for NOAA has everything Emily was looking for – a serious, science oriented experience that has a lot of variety and opportunities. She actually heard about NOAA through her older brother, Ben. Ben happens to be the Field Operations Officer on the RAINIER. So it is very comforting to know she has family close by. Emily loves being on the water and driving the small boats. She feels very fortunate to be able to see parts of the country like Alaska that very few people get a chance to see. For now, she is just savoring her time aboard ship. She is studying to get certified for the survey department which will provide many more opportunities for her in the future.

Personal Log

I’ve had a wonderful ten days in Alaska! I want to thank everyone at NOAA and especially the officers and crew of the FAIRWEATHER for allowing me to join them for this leg of their hydrography season. The knowledge I’ve gained from this experience will be shared with my students for years to come!

The NOAA ship FAIRWEATHER off the coast of the Shumagin Islands. — The NOAA Ship FAIRWEATHER off the coast of the Shumagin Islands.

July 11, 2006March 19, 2021

David Babich, July 11, 2006

NOAA Teacher at Sea
David Babich
Onboard NOAA Ship Fairweather
July 5 -14, 2006

Mission: Hydrographic Survey
Geographical Area: Aleutian Islands, Alaska
Date: July 11, 2006

Weather Data
WX Cloudy, fog
Wind NW 25kts
Sea 8ft
Temps 50’s

The Ambar boat leaves the FAIRWEATHER for the shore.

Science and Technology

Today was the last full day of hydrography before heading back to port. The ship planned to take full advantage of the time. Starting off at 8:15, the small Ambar boat aboard the FAIRWEATHER was launched. The Ambar is about 20 feet long with a shallow reinforced hull to make it ideal for getting even closer to shore than the survey launches. The Ambar’s mission is to check for hazards close to shore that were previously detected. While the Ambar is out working the coastline, the FAIRWEATHER continued surveying in the deeper water, making it a very productive day.

The Ambar boat heads out to see if certain hazards detected by LIDAR were accurate. Several days ago, the FAIRWEATHER welcomed aboard a senior hydrographic surveyor, James Guilford, from the Tenix LADS Company. He was here to support his product – LIDAR. NOAA works with several independent companies that uses a different hydrographic technology called LIDAR. LIDAR is a laser that is used from planes rather than boats. These planes generally fly at between 1,200 and 2,300 feet along mainly coastline, to survey those difficult areas that are hard to reach by boat. The LIDAR can generally reach water depths of 20-25 feet and can be used 24 hours a day. The only drawback is that the LIDAR has trouble penetrating the water surface when there are obstructions like heavy kelp areas or whitewater. However, between data collect from the boats and planes, NOAA can create a very complete survey of an area.

Commander Beaver stands next to a coast guard rescue helicopter at their base in Kodiak, Alaska.

Personal Log

I have been amazed at how smoothly the ship operates 24 hours a day. It can be a bit overwhelming watching the crew head to their posts and rotating through the mess hall throughout the day. At first, I found life at sea a bit of an adjustment, but then you fall into a routine and it becomes easier. As a visitor to the ship, it can be a bit hard because you have no set role. Those crew members new to the ship that have a specific job seem to quickly adjust. I don’t know if I would ever make a very good sailor, but it is fun to get a little taste of what it is like at sea.

FAIRWEATHER Profile: Commander Andrew Beaver

The FAIRWEATHER recently underwent a change of command. Commander Andrew Beaver officially took command in June of 2006. The FAIRWEATHER is fortunate to have been assigned such an experienced commander. However, you would never have expected it based on his upbringing. Commander Beaver was born and raised on a 180 acre farm in Iowa, where his family raised corn, soybeans, and pigs. In fact, he could easily have followed his father’s footsteps and become a farmer. However, he went on to Iowa State where he graduated from Agriculture Engineering. After graduating, jobs were not readily available, so Commander Beaver pursued the NOAA corps. It provided many unique opportunities and he took to life on a ship right away.

Before joining the FAIRWEATHER, Commander Beaver was assigned to a variety of posts including service with the NOAA Diving Program office, Navigation, Field Operations and Executive officer of the WHITING, and also Commander of the NOAA ship RUDE. Commander Beaver and his family are delighted to be here in Alaska. Everyone is very nice and his home port in Ketchikan even reminds him of the small towns in Iowa where he grew up. His family loves the beauty and wildlife of Alaska. He feels it’s a wonderful place to bring up a family.

He is enjoying the new challenges of his new job and getting to know the ship’s crew. The surveying has been different because the coastline is more sheer in Alaska, whereas on the east coast it tends to be more gradual. He loves the fact that there is a lot less boat traffic on the water and that the remoteness of his survey work forces the ship to be more self-sufficient.

NOAA provides employees a variety of opportunities. Commander Beaver always enjoyed knowing that every 3-4 years he can move on and try something different. He would encourage any student interested in the math and sciences to look into employment opportunities like those found with NOAA. NOAA allows you to “make a difference in the world” and you would be “doing something that your parents and grandparents would be proud of”!

July 9, 2006March 19, 2021

David Babich, July 9, 2006

NOAA Teacher at Sea
David Babich
Onboard NOAA Ship Fairweather
July 5 -14, 2006

Mission: Hydrographic Survey
Geographical Area: Aleutian Islands, Alaska
Date: July 9, 2006

A Humpback whale breeching off the FAIRWEATHER’s stern. — A Humpback whale breeching off the stern.

Weather
WX Rain Wind ESE 20 kts
Sea 14ft Temps 50’s

Science and Technology

The ship has been on “24-hour Ship Hydro” all day, and for the foreseeable future. When the weather is a bit rough, like we have now, we can not send out the smaller boats to survey areas closer to shore. This rougher weather, however, is not a problem for the well-built FAIRWEATHER. Each day, the navigational officer and the survey technicians decide what area in the deeper water needs surveying. This area is then further broken up into smaller, more manageable polygons. Each small polygon is created based on the expected depth of the sea. They try to make the smaller polygons of similar depths. The FAIRWEATHER can then can pass over these areas using similar radar to that used on the smaller survey launches, except radar more appropriate for deeper water. The FAIRWEATHER can continue this mapping of the ocean bottom around the clock for many days in a row. When the weather starts to calm down, the ship will then return to more off-shore surveying.

Physical Scientist Megan Palmer takes a break before her survey watch begins.

Personal Log

While out in deeper water, I’ve enjoyed standing on the bridge watching and looking out over the ocean. Today we were fortunate to see humpback whales playing in the waters close to the boat. First, you spot the waterspout shooting out over the water’s surface. Then if you’re lucky, about a minute later you’ll see the whale breech, or jump out of the water. When a whale breeches, a cheer is heard from everyone in the bridge, as it’s a special show for even the experienced sailor. The two types of whales most common in the area are Minke and Humpback whales, but I’m still holding out hope I’ll see some Orca’s!

FAIRWEATHER Profile: Physical Scientist Megan Palmer Megan is one of three physical scientists currently aboard ship. She actually works at NOAA’s home office in Seattle but rotates out to ships several times each year. She is currently spending six weeks on the FAIRWEATHER and earlier in this year spent a month out at sea in Hawaii with another NOAA ship. Her role on the FAIRWEATHER varies. She’s primarily here to offer support wherever needed. She helps review survey’s, train employees, helps facilitate communication between the ship and home office, as well as increase her own awareness of what goes on aboard ship.

At an early age, Megan wanted to be an architect. However, she was always interested in the math and sciences. In college at Frostburg State she greatly enjoyed taking environmental classes which eventually led her to a degree in geography. It wasn’t long before Megan found a position with NOAA and has been very happy ever since. She loves being on water, although she admits it can sometimes be a love/hate relationship. At times you just want off the boat. But the ability to use her geography background and the many opportunities NOAA offers employees, really excites her about this job.

For those girls thinking about a possible career with NOAA, Megan says, “Go for it. Don’t be intimidated by math and science courses.” After all, one third of the personnel aboard the FAIRWEATHER are female, including women in the deck department, officers, survey department, and scientists!

July 7, 2006March 19, 2021

David Babich, July 7, 2006

NOAA Teacher at Sea
David Babich
Onboard NOAA Ship Fairweather
July 5 -14, 2006

Mission: Hydrographic Survey
Geographical Area: Aleutian Islands, Alaska
Date: July 7, 2006

Physical Scientist Martha Herzog monitors data being received from the survey launch’s sonar.

Weather Report
WX some rain, patchy fog
Wind NW 15kt
Sea 2-4 ft
Temp low 60’s

Science and Technology Log

Today was yet another exciting experience out at sea. I was aboard one of two survey launches sent out to survey designated areas around Andronica Island in the Shumagin Islands. These 30-foot boats weigh a substantial 6-7 tons, making it a comfortable ride in and out of the waters around the island. Each boat is equipped with the latest sonar equipment to accurately map the ocean bottom. Surprisingly, most of the area was last surveyed in 1953, and some areas weren’t surveyed since the 1920’s! Once we arrived at our starting point, we sent down a CTD (conductivity, temperature, depth) device. This device tells the survey technicians the conditions of the water, to accurately interpret the sonar.

A raft of Steller Sea Lions sunning themselves off the Shumagin Islands.

We ended up taking several CTD readings throughout the day, to make sure the conditions in the water haven’t changed. Once the CTD readings were done, the survey launch proceeded to conduct the survey of the designated areas. Before we left the FAIRWEATHER, we were given small areas around the island to survey. The survey launch goes back and forth over these areas, generally parallel to shore. It is much like mowing your lawn. As the launch goes over the area, it sends out sonar beams down to the ocean floor. By recording how quickly the beams bounce off the ocean floor and return to the launch, the computers can determine how deep it is. It will clearly identify any places where shallow rocks or other obstacles may be a hazard. This survey will make it safe for other boats to navigate around the area without any surprises.

Teacher at Sea Dave Babich sits on Survey launch with Steller Sea Lions in background.

Personal Log

Throughout the day, I marveled at the beauty of the lush, but rocky islands surrounding us. These islands are home to millions of birds, the most entertaining being the puffin. Often the survey launch will startle some puffins floating on the water, sending them in all directions. Unfortunately with their fat, little bodies, it can be quite a chore for them to get airborne. When the water is choppy, many times they fly right into waves, unable to rise above them! However, once in the air they are quite maneuverable. The highlight of the day, however, was passing a low, flat, rocky outcrop with a raft of Steller Sea Lions sunning themselves in the late afternoon. The size of some of the male sea lions was extraordinary. They didn’t seem to mind us driving past at first, but something evidently spooked them. About half the sea lions jumped into the ocean with amazing speed. It is hard to imagine animals that large moving so quickly!

After a day on the water, I had new appreciation for the hard work and dedication of the scientists and survey technicians that collect and analyze all the data. It is challenging work and a tribute to the dedication of the NOAA personnel aboard the FAIRWEATHER.

July 6, 2006March 19, 2021

David Babich, July 6, 2006

NOAA Teacher at Sea
David Babich
Onboard NOAA Ship Fairweather
July 5 -14, 2006

Mission: Hydrographic Survey
Geographical Area: Aleutian Islands, Alaska
Date: July 6, 2006

Weather Report
WX some rain, patchy fog
Wind NW 15kt
Sea 2-4 ft
Temp low 60’s

The FAIRWEATHER officers listen to a briefing about the helicopter rescue drill planned for later in the day.

Science and Technology Log

Yesterday, the crew was excited about a planned safety drill with the U.S. Coast Guard. We were going to have a Coast Guard helicopter meet us out at sea and conduct some drills raising and lowering the emergency rescue basket. Very few crewmembers had experienced the excitement of the helicopter hovering over the ship simulating rescue missions. The ships officers attended a briefing in the morning to discuss plans for later in the afternoon. Unfortunately, due to some mechanical problems aboard ship, the drill was forced to be cancelled. The FAIRWEATHER finally headed out to sea around 1:00 pm, towards the Shumagin Islands. It would take about 36 hours to reach the Shumagins, which gave me a chance to adjust to time at sea. The next morning, the FAIRWEATHER survey technicians began data collection. Even though we hadn’t reached our starting point yet, data on the profile of the ocean bottom is still being collected. One instrument the survey technicians need to send out periodically is called the CTD (Conductivity, Temperature, and Depth) device. This device is sent down to the bottom of the ocean to collect data about the current conditions of the ocean. This data is then used to help develop the profile of the ocean bottom.

The FAIRWEATHER crew getting ready to lower the CTD device into the ocean

Later in the afternoon, the crew went through both fire and abandon ship drills. The drills were both thorough and precise. Everyone on ship has a role to carry out and they are expected to be in the right place at the right time. It was comforting to see such a commitment to boat safety being emphasized. The crew was very well prepared and professional throughout the drills.

FAIRWEATHER Profile: Ensign Michael Gonzalves Mike was the first member of the FAIRWEATHER crew I met. As one of the junior officers, he welcomed me aboard ship and gave me a brief orientation and tour of the ship. Mike’s main duty is as a navigational officer. As a navigational officer, his duties might include things like laying out all tracks for the ship, keeping charts up to date, and overseeing the navigational duties of others aboard ship. In addition, all officers are scientists, so they do everything the survey technicians do as well!

Teacher at Sea Dave Babich trying on the survival (or “Gumby”) suit during an abandon ship drill.

Mike is a graduate of Florida Tech with B.S. degrees in both Applied Mathematics and Oceanography. His Masters degree in Applied Mathematics allowed him to teach for three years at Florida Tech before pursuing his career at NOAA. He greatly enjoys the ongoing challenges that his job provides. In addition, NOAA personnel rotate every two years from posts on ship to posts on land. So every few years, Mike will experience a new location, a new job position, and new challenges! He may be in Alaska today, but then in Mississippi, Hawaii or Antarctica two years from now. NOAA offers a wide range of opportunities for students interested in a science field. Mike’s advice to students who might be interested in a science career is that “You can do anything that you want. There is so much out there. Don’t limit your options. Keep an open mind”.

ENS Michael Gonzalves reviewing data during a recent hydrography run.

July 4, 2006March 19, 2021

David Babich, July 4, 2006

NOAA Teacher at Sea
David Babich
Onboard NOAA Ship Fairweather
July 5 -14, 2006

Mission: Hydrographic Survey
Geographical Area: Aleutian Islands, Alaska
Date: July 4, 2006

My First Full Day

Today is an off day for many of the crew. It’s the last day to relax and rest up before setting sail tomorrow. I joined Scott Sherman and Ellen Sanford (both visiting from NOAA’s base in Silver Spring, MD), to explore the island a little. The island is beautiful, with lush, green mountains throughout. We were in search of seeing some of the island’s wildlife, and spotted some bald eagles and Sitka deer. In the afternoon, a picnic was planned in a nearby state park for the crews of the FAIRWEATHER and RAINIER. We had beautiful weather, and a perfect day to celebrate the Fourth of July on the last day before we set sail. Everyone from both crews has been so nice and friendly, making it very easy to fit in!

The crews of the FAIRWEATHER and RANIER relax at a Fourth of July picnic. — The crews of the FAIRWEATHER and RAINIER relax at a Fourth of July picnic.

Do to some unforeseen circumstances, we have had some difficulties sending and retrieving our email. Fortunately, most of the glitches have been worked out and we’re up and running. I can now be reached at david.babich@noaa.gov. I look forward to answering any questions about the cruise.

July 3, 2006March 19, 2021

David Babich, July 3, 2006

NOAA Teacher at Sea
David Babich
Onboard NOAA Ship Fairweather
July 5 -14, 2006

Mission: Hydrographic Survey
Geographical Area: Aleutian Islands, Alaska
Date: July 3, 2006

The FAIRWEATHER CDR, Andrew L. Beaver, prepares to bat as ENS Gonsalves looks on.

My Arrival

I had picture perfect weather for most of my long trip from Detroit to Kodiak, Alaska. The sights as the plane crossed over western Canada and southern Alaska were stunning! The ice-capped mountains and vast glaciers looked impressive, as sunshine lit up the region. My last leg from Anchorage to Kodiak Island wasn’t as spectacular, as I was greeted with cloudy, grey conditions. However, the weather didn’t dampen the spirits of the FAIRWEATHER crew, as I arrived just in time for the big FAIRWEATHER versus RAINIER softball game!

After ten hours in the air and a four-hour time change, I was ready to just relax, but I couldn’t pass up an opportunity to watch the FAIRWEATHER crew beat up on RAINIER once again. Recently, the two ships play a softball game whenever they find themselves in port together, and the trash talk was flying! Alas, RAINIER avenged their last defeat by beating FAIRWEATHER 16-10, but it was a spirited game. It was also a wonderful way to meet members of both crews in an informal atmosphere. I knew this would be a great crew to spend the next two weeks with!

It was a fight to stay awake, and I finally relented and went to sleep at 10:00, even though fireworks were planned for that night! Since it doesn’t get dark in this part of Alaska until midnight, the fireworks would have to start without me. It’s very odd to be in a part of the world where it doesn’t get dark until 12 a.m. and daybreak begins at 4a.m.! Hopefully I’ll be back on a normal schedule tomorrow.

May 3, 2006March 18, 2021

Linda Armwood, May 3, 2006

NOAA Teacher at Sea
Linda Armwood
Onboard NOAA Ship Fairweather
April 25 – May 5, 2006

Mission: Hydrographic Survey
Geographical Area: Aleutian Islands, Alaska
Date: May 3, 2006

Weather Data from Bridge
Visibility: 8 nautical miles (nm)
Wind direction: 120°
Wind speed: 10 kt
Sea wave height: >1 ft.
Sea water temp: 10.7
Sea level pressure: 1022.5 mb
Present weather: Overcast
Temperature: °C~ 9.5 dry/8.5wet

Linda Armwood dons her survival suit aboard the Fairweather

Science and Technology Log

The weather data is collected daily by the NOAA Ship FAIRWEATHER. These observations can be used by ship personnel to help interpret the forecast and any changes in weather that may have occurred along the route. This recorded data is sent monthly to the NOAA Seattle, WA station for archival purposes. The observations of data that is collected on the NOAA Ship FAIRWEATHER at 4:00 a.m., 10:00 a.m., 4:00 p.m. and 10:00 p.m. are sent to NOAA’s National Weather Service (NWS). The NWS employs meteorologists who can use these observations from the sea to evaluate local weather conditions, to locate and determine the strength of weather systems, and prepare surface weather charts. In addition, meteorologists are able to use these observations to forecast over land areas to include long-range forecasts of climate, temperature, and precipitation; to monitor climatic change and ocean currents; and to conduct studies of the constant interaction of air and sea.

Personal Log

The Alaska shape files, charts and sail plans will be an extra bonus for students to share in my journey!

Question of the Day

Geospatial Semester and Environmental Science Students

Make an inference of which continent is affected by the North Pacific Ocean weather systems.

A Profile of Able Seaman (in training) Emily Evans

Able Seaman Evans is a native of Rochester, NY and is the sole female crew member in the Deck Department of the NOAA Ship FAIRWEATHER. As an Able Seaman in training, she is committed to completing assigned duties and tasks, including manning the helm of the NOAA Ship FAIRWEATHER. She graduated from Wellesley College, MA with a Bachelor of Science degree in Physics in 2000.

Her initial interest in working on the NOAA Ship FAIRWEATHER stems from her desire to advance in her career of marine science. She has a 100-ton license with five years of sailboat driving.

She is fiercely independent in working towards setting her goals. A short-term goal for Emily is to get more sea time so that she can get license advancement. An additional short-term goal for her is to become NOAA system qualified.

Mrs. Armwood

May 2, 2006March 18, 2021

Linda Armwood, May 2, 2006

NOAA Teacher at Sea
Linda Armwood
Onboard NOAA Ship Fairweather
April 25 – May 5, 2006

Mission: Hydrographic Survey
Geographical Area: Aleutian Islands, Alaska
Date: May 2, 2006

Weather Data from Bridge
Visibility: 10 nautical miles (nm)
Wind direction: 130°
Wind speed: 7kt
Sea wave height: 0 ft.
Sea water temp: 10.2
Sea level pressure: 1030.0 mb
Present weather: Mostly cloudy
Temperature: °C~ 9.0 dry/7.5wet

Science and Technology Log

The ship continued to perform the Gulf of Esquibel data collection. Today, however, the ship used the Moving Vessel Profiler (MVP), also known as the “Fish,” in place of the Seacat to provide multiple vertical profiles of the water’s data to include sound velocity and the CTD cast. Two advantages of using the MVP are 1) the ship does not have to come to a complete stop and 2) it is automatically deployed from the ship or initiated by the MVP operator without the need for deck personnel. Once the MVP has created the profile, the survey tech is able to immediately view the data.

I witnessed the operation of the anchor as we prepared to leave San Fernando Island. As able seamen positioned themselves on the ship’s bow to raise the anchor, it was clear that it is a major undertaking dependent upon teamwork. There are two anchors, one on the port side (north left) of the ship and the other on the starboard side (north right) of the ship, that are alternately used. Each anchor has eight shots of chain. One shot of chain is equivalent to 90 feet. Of the eight shots of chain, there are selected color-coded chains in red, white, blue and yellow. These color-coded combinations allow the able seamen to determine how many shots to drop in the water and how many shots have been dropped in the water. As a rule, the number of shots dropped should be three to five times the depth of the water which is measured in fathoms. One fathom of water equals six feet.

Personal Log

Thanks Able Seaman Grayeagle for letting me read your book, Whittier–The Strangest Town in Alaska, truly a memorable nugget.

Question of the Day

Geospatial Semester and Environmental Science Students

Solve the following problem: The FAIRWEATHER Ship dropped anchor in 35 fathoms of water. 1) What is the depth of the water in feet, 2) At least how many shots of chain should be dropped, and 3) Approximately how much chain is left out of the water?

A Profile of Ensign Matthew Glazewski

Ensign Glazewski is the newest Junior Officer aboard the NOAA Ship FAIRWEATHER. As a Junior Officer, he has several collateral duties in ship management — Tides, Training Assistant, Weather, Discharge Certificates and Mess Treasurer. He graduated from Penn State University, PA with a Bachelor of Science degree in Meteorology in 2005. His concentration of courses included Calculus, Physics and Weather Systems. His initial interest in meteorology began at an early age when he became curious about why trees fell on his parents’ home. Matthew, nicknamed Matt, has an interest in tropical meteorology and has completed a case study of a 1975 tropical cyclone that traveled north while maintaining its characteristics in northern latitudes. A short-term career goal for Matt is to pursue graduate studies in order to obtain a Master’s degree in Ocean Atmosphere Interaction. His long-term career goal is to become an expert in the field of marine forecasting.

Matt wanted to become an Officer in the NOAA Officer Corps instead of working as a civilian. He believes that his experience on the NOAA ship FAIRWEATHER gives him an opportunity to see and apply what he has studied at Penn State and provides him with a better understanding of factors that influence small-scale climates.

Mrs. Armwood

May 1, 2006March 18, 2021

Linda Armwood, May 1, 2006

NOAA Teacher at Sea
Linda Armwood
Onboard NOAA Ship Fairweather
April 25 – May 5, 2006

Mission: Hydrographic Survey
Geographical Area: Aleutian Islands, Alaska
Date: May 1, 2006

Weather Data from Bridge
Visibility: 10 nautical miles (nm)
Wind direction: 182°
Wind speed: 14 kt
Sea wave height: 1 ft.
Swell wave direction: 235
Swell wave height: 1
Sea water temp: 7.5
Sea level pressure: 1029.6 mb
Present weather: Partly cloudy
Temperature: °C~ 7.5 dry/6.0 wet

Science and Technology Log

The ship performed a procedure for collecting data from a selected area of the Gulf of Esquibel analogously compared to ‘mowing the lawn.’ In this process the ship actually sails up and down the selected area within the Gulf collecting various data. As the ship sails, parallel lines are produced on the hydrography chart. The hydrography chart is viewed via the DELPHMAP system during this entire process in the pilot’s house and the plotroom. In the plotroom, rotating survey technicians monitor the area being covered with four computer screens and communicate with the pilot’s room when data collection is paused and when it is resumed.

The ship performs this process rather than the launches because the ship works in deeper water than the launches. Sound data was collected today with an instrument called the Seacat. In order to collect sound data with the Seacat the ship has to come to a complete stop. The Seacat is manually attached to cable that is housed with a structure called the ‘J’ frame. The cable travels through two rotating blocks and the Seacast is manually deployed into the water until it reaches the bottom of the water. It is immediately pulled back onto the ship, detached from the cable, and attached to a computer for prompt reading of the data known as a Conductivity, Temperature, and Density (CTD) caste.

Personal Log

Thanks to FAIRWEATHER shipmates for answering all of my questions either verbally, with hand-drawn illustrations, or through demonstrations. The tide staff stop observations that Ensign Gonsalves and I made were consistent with the automatic tide gauge readings. I’ve got the results to prove it!

Question of the Day

Geospatial Semester and Environmental Science Students

Give the length and width of the Gulf of Esquibel. Also, include the name and geographic location of its land boundaries.

Mrs. Armwood

April 30, 2006March 18, 2021

Linda Armwood, April 30, 2006

NOAA Teacher at Sea
Linda Armwood
Onboard NOAA Ship Fairweather
April 25 – May 5, 2006

Mission: Hydrographic Survey
Geographical Area: Aleutian Islands, Alaska
Date: April 30, 2006

Weather Data from Bridge
Visibility: 10 nautical miles (nm)
Wind direction: 160 °
Wind speed: 5 kt
Sea wave height:<1 ft.
Swell wave height: 0 ft.
Seawater temp: 7.3
Sea level pressure: 1017.4 mb
Present weather: Mostly cloudy
Temperature: °C~ 7.0dry/5.0wet

Science and Technology Log

During the morning I spent a considerable amount of time in the pilot house on the bridge. It was imperative that I review the instrumentation and their functions as they relate to the ship’s navigation. Among the navigation instruments are the Global Positioning System Navigator which shows the latitude, longitude, speed over ground and course over ground; the Gyro Digital Repeater which copies from the master compass which provides the true heading; the fathometer which is the echosounder from the bottom of the ocean that listens for how long it takes for sound to come back to the top; the magnetic compass which is the standard compass backup for the gyro; the two-bands Auto Radar Plotting Aid (ARPA) which can be used to get location and pertinent information of nearby vessels; the rudder angle indicator; the steering stand which has two steering positions of either hand or automatic; and the Machinery Alarm and Control System (MACS) which has multiple functions to include main engine monitoring, water intake, and electrical steering to name a few.

The afternoon was devoted to collecting several bottom samples in the Arriaga Passage which is a channel situated north of Noyes Island. The samples were collected with a specially-designed backpack which contains a GPS and Differential GPS (DGPS) antenna and a laptop with appropriate software. An open metal clamshell scoop which is attached to at least 300 feet of line is used by the surveyor to place in the water. The line is loosened so that the scoop is able to reach the floor of the water without hindrance. Once the line has stopped, the surveyor (or two) reels the line back up to the boat where the mouth of the scoop is opened to identify its contents. The contents are then recorded on the laptop. This data is stored for later analysis of the ocean floor.

Personal Log

The bottom samples assignment was a good workout! It was hard to return the starfish to its home, but an unoccupied clamshell will serve as a suitable souvenir.

Question of the Day

Environmental Science Students

In cooperative groups, create a graphic organizer that identifies and illustrates marine bottom-dwelling organisms. Be certain to isolate similar characteristics of organisms.

Geospatial Semester Students

Explain the disadvantage of absolute reliance on a magnetic compass for navigation.

Mrs. Armwood

April 29, 2006March 18, 2021

Linda Armwood, April 29, 2006

NOAA Teacher at Sea
Linda Armwood
Onboard NOAA Ship Fairweather
April 25 – May 5, 2006

Mission: Hydrographic Survey
Geographical Area: Aleutian Islands, Alaska
Date: April 29, 2006

Weather Data from Bridge
Visibility: 10 nautical miles (nm)
Wind direction: 200 °
Wind speed: 15 kt
Sea wave height: 1 ft.
Swell wave dir: 280
Swell wave height: 2-3 ft.
Seawater temp: 7.2
Sea level pressure: 1016.6mb
Present weather: Overcast
Temperature: °C~ 8.2dry/6.5wet

Science and Technology Log

My assignment today was to work with the benchmark descriptions and level run team. The responsibility of the team is to accurately and completely describe the benchmarks. The description must include the following items:

directions for location
exact location relative to other structures including the tide gauge
sketch of location
latitude and longitude
above datum of tabulation in meters
date of establishment/recovery
photograph of benchmark
statement that benchmark disk is flush in raised concrete

The team is also responsible for completing the level run assignment. The purpose of the level run is to level the primary benchmark to the staff stop. This procedure provides the elevation of the staff stop. In helping with the level run, I assisted the Tides Director in the recording of rod readings. These measurements are read in three parts: top thread, middle thread and bottom thread. Ideally, thread intervals should be equal. However, if the thread intervals are not equal, they must be within 2 to be an acceptable reading. Many of our readings were acceptable upon the first recording. For the few readings that were not acceptable, the software in the I-Pod associated with the 3 stadia leveler would indicate as such. Readings were redone accordingly.

In addition to providing assistance to the Tides Director as a recorder, I participated in holding the rod at benchmark locations for level readings. The indication that the rod would be level is when the surveyor succeeds in moving the rod so that the bubble inside the gauge would sit on the center circle. The tide staff observation was my third assignment for the day. The completion of these observations provides you with the elevation of your orifice to your staff stop. The tide gauge is located on the pier leg facing the benchmarks. The boat was placed in a vantage spot that enabled a survey tech and I to monitor and record the tide height every 6 minutes for three hours. This recorded data would later be compared to the data received by the tide gauge set-up on the pier.

Personal Log

It was great to get out of the bitter, cold, sleeting weather conditions to the warmth of the ship. The food on the FAIRWEATHER is absolutely delectable!

Question of the Day

Environmental Science and Geospatial Semester Students

In which two months are the largest tidal ranges?

Mrs. Armwood

April 28, 2006March 18, 2021

Linda Armwood, April 28, 2006

NOAA Teacher at Sea
Linda Armwood
Onboard NOAA Ship Fairweather
April 25 – May 5, 2006

Mission: Hydrographic Survey
Geographical Area: Aleutian Islands, Alaska
Date: April 28, 2006

Weather Data from Bridge
Visibility: 10 nautical miles (nm)
Wind direction: 190 °
Wind speed: 13 kt
Sea wave height: 1 ft.
Swell waves dir: 310
Swell waves height: 2 ft.
Seawater temp: 7.3
Sea level pressure: 1012.4mb
Present weather: Mostly cloudy
Temperature: °C~ 6.5dry/5.0wet

NOAA divers preparing to install a tide gauge at Noyes Island, AK

Science and Technology Log

The project’s first priority for the day was to get the tide gauge installed and to set tidal benchmarks. The tides party consisted of three onshore crews: the reconnaissance and planning team; the benchmark recovery and installation team; and the dive and install team. I was assigned to the dive and install team boat in order to observe the divers install the tide gauge. I did not observe the underwater installation below the pier; however, the secure installation of the above water equipment was a major undertaking! The tide gauge installation involves the proper placement of the following items:

satellite antenna
gps antenna
hydro gauge
solar panel
12-volt battery
nitrogen cylinder
nitrogen regulator

I assisted in drilling with the benchmark recovery and installation team. The historic benchmark was located about 15 feet from the low water line and the next four benchmark locations were set at 200 feet apart from one another in somewhat of a straight line from the historic benchmark. Benchmarks are important because they represent permanent marks of the land leveling system. The tidal gauge will automatically read water pressure which it then converts to depth every six minutes over the next 30 days in order to determine the constituents of the tide-generating force. Determining these constituents allows the survey technicians to form possible hypotheses related to ranges, heights, rates and future directions of tides.

Ensign Matthew Glazewski drills to establish a benchmark on Noyes Island, AK.

Personal Log

At the time of this writing, the weather was as stated above; however, during the tides party the weather was miserable with intermittent showers of sleet followed by sunshine and overcast. The kindness extended to the crew by the Noyes’ Island caretaker will be remembered.

Question of the Day

Environmental Science and Geospatial Semester Students

Give some possible non-human factors that may have an effect on the decision-making of tide gauge location.

Mrs. Armwood

The Tidal Party recovered this historic benchmark recovered from Noyes Island, AK

April 27, 2006March 18, 2021

Linda Armwood, April 27, 2006

NOAA Teacher at Sea
Linda Armwood
Onboard NOAA Ship Fairweather
April 25 – May 5, 2006

Mission: Hydrographic Survey
Geographical Area: Aleutian Islands, Alaska
Date: April 27, 2006

Weather Data from Bridge
Visibility: 4 nautical miles (nm)
Wind direction: 120 °
Wind speed: 20 kt
Sea wave height: 1-2 ft.
Swell waves dir: 300
Swell waves height: 2 ft.
Sea level pressure: 1006.0mb
Present weather: Drizzle
Temperature: °C~ 7.6dry/7.1wet

Science and Technology Log

I attended the navigation meeting in preparation for today’s departure from home port. The personnel responsible for conducting the navigation meeting and providing all of the essential information for exploration are junior officers who are trained in atmospheric science, oceanography, mathematics and navigation technology. Several charts were displayed to show the route of travel and the location of the intended areas for research. The first priority of the project is tide gauge installation. One particular area of the travel route (Snow Passage) will present a challenge because it is hard to go through during this time of year as a result of the currents in the narrow parts. One of the areas of research (Gulf of Esquibel) contains lots of navigational hazards such as rocks and low water levels near high water levels. The FAIRWEATHER only needs four fathoms of water to navigate, but generally stays in water deeper than ten fathoms due to the nature of the seafloor and the age of the charts.

An in-depth explanation of the survey tech procedures in data acquisition and processing was provided by a member of the survey tech team. Survey techs are given a charted sheet that represents their area of concentration. In order to do this, the tech first collects raw data, including depth information, with the Global Positioning System (GPS), the Shallow Water Multibeam (SWMB), and the Position and Orientation System for Marine Vessels (POS-MV) in operation at the same time. The POS-MV does the inertial motion of the vessel’s roll, heave, pitch, and gyro positions. Next, the tech uses processing systems as a visual way to look at the surface of the water. The third and fourth steps are to apply motion corrections and tide corrections. The fifth step is to create the sound velocity profile based on water conductivity, temperature, and density. The next step is to combine each of the files into one file – a concatenated file. Following is the step involving computing total propagated error. This will result in the error value based on error associated with sonar data. Step eight is for the tech to make a digital terrain model which is a basic grid from XYZ data. The final step is to view or look for errors caused by the system. These errors may indicate dangerous uncharted errors.

Personal Log

First time feeling the boat leave dock was a rush! The whale sighting was awesome! Too far from my cellular phone extended network coverage to call home and share with family.

Question of the Day

Environmental Science Students

Explain the importance of water conductivity, temperature and density to sound velocity.

Geospatial Semester Students

Using course software, produce a map that indicates the bodies of water associated with the Gulf of Esquibel. Identify those areas that have less than 30-40 fathoms.

Mrs. Armwood

April 26, 2006March 18, 2021

Linda Armwood, April 26, 2006

NOAA Teacher at Sea
Linda Armwood
Onboard NOAA Ship Fairweather
April 25 – May 5, 2006

Mission: Hydrographic Survey
Geographical Area: Aleutian Islands, Alaska
Date: April 26, 2006

Weather Data from Bridge
Visibility: 5 nautical miles (nm)
Wind direction: 130 °
Wind speed: 12 kt
Sea level pressure: 1004.5 mb
Present weather: Drizzle, mostly cloudy
Temperature: °C~ 7.5dry/6.5wet

Science and Technology Log

During the morning I concentrated on the Electronics Department to see how this operation is run. This department covers a significantly large portion of the ship in several locations. The Chief Electronics Tech explained the functioning of the iridium and INMARSAT satellites. The iridium satellite is used for low speed communication such as the telephone and e-mail. This is primarily used at sea for hourly email transit except when launches are out. The iridium also has a tie-in for sensors such as wind speed and barometric pressure. The INMARSAT satellite is for high speed communication such as voice, faxes and two-way data transfer. The management of these satellites, the Automated Information System (AIS) and all other electronic/electrical systems for the ship are managed, coordinated and maintained by the Electronics Department.

The afternoon was spent on one of the launches to observe survey technician launch operations. During the training there was a demonstration of the use of several components of data acquisition and processing. Some of the data that is collected is sonar, boat voltage, vertical waterfall, bathymetric in 2-D view, position and orientation, heave, distance and altitude. All of this data is then processed and becomes the responsibility of the survey technician to combine the data into a single file, known as a concantenated file.

Personal Log

I appreciate the ability to view the hydrographic navigation charts in my room through INMARSAT. This allows me to know where we are while preparing for the day. Thanks to the Chief Electronics Tech for giving me the ship tracker web site for students and other interested persons.

Mrs. Armwood

April 25, 2006March 18, 2021

Linda Armwood, April 25, 2006

NOAA Teacher at Sea
Linda Armwood
Onboard NOAA Ship Fairweather
April 25 – May 5, 2006

Mission: Hydrographic Survey
Geographical Area: Aleutian Islands, Alaska
Date: April 25, 2006

Weather Data from Bridge
Visibility: 10 nautical miles (nm)
Wind direction: 340°
Wind speed: 2 kt
Sea level pressure: 1018.8 mb
Present weather: Partly cloudy
Temperature: °C~ 6.0 dry/5.0 wet

Science and Technology Log

I woke up in time for breakfast at 0700. I was joined at breakfast by the Commanding Officer, the Executive Officer, and the Chief Electronics Technician. The conversation centered around the different careers that exist on the ship. In addition to the careers, discussion was had regarding the ship being analogous to a city. The XO gave me a tour of the engine room. Amidst all of the engines and associated technology it was clear that the engine room could represent a city public utilities department and waste management facility. The sea water is the readily available water source that is filtered through a distillation process to be used on the ship for all purposes. The idea that the engineers are responsible for treating the water that is used on the ship is a credit to their knowledge and stamina.

I attended the briefing meeting conducted by the Field Operations Officer and the Chief Survey Technician. Several handouts were given and explained in reference to guidelines for this field season: presurvey, data acquisition, processing and deliverables. These guidelines were synonymous in its most simplistic form with what I have presented to my students in preparation for laboratory experiences. Acronyms were used throughout the meeting, but I was able to follow along with the language thanks to a survey technician’s thoughtfulness in providing me with three pages of acronyms and their meanings. As a part of the meeting, the Senior Survey Technician presented CUBE software. This software completes data analysis to offer the user possible hypotheses. The Chief Survey Tech informed the techs against simply relying on the hypotheses offered by CUBE.

After lunch, I spent a considerable amount of time on the bridge checking out the weather monitoring instruments and the navigation technology. The weather log is manually completed every four hours while the ship is docked and every hour while at sea. The weather monitoring instruments and navigation technology range from simplistically designed wet/dry bulb thermometers for temperature readings to more complex in form and function technology such as the ECDIS (Electronic Chart Display Information System.) The ECDIS has the capability to overlay radar on in use charts and display information about specific ships within the VHF radio range. For example, information about a 1500 ton ship that is within 40 miles of the FAIRWEATHER can be displayed on the ECDIS.

Personal Log

During the early evening I went to Settlers’ Cove to visit the rain forest. A bald eagle and two river otters were spotted feeding in the water. Lush foliage and trees created a moderately warm and moist environment in the midst of the surrounding cold temperature.

Question of the Day

Geospatial Semester Students

What is the functional difference that exists between global positioning system (gps) and differential global positioning system (dgps)?

Environmental Science Students

Compare the FAIRWEATHER survey technicians’ field survey guidelines to the Richmond Public Schools model for experimental design.

Bonus Question

Provide a possible explanation for the Settlers’ Cove rain forest environment within the relatively cold environment of Ketchikan.

Mrs. Armwood