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
More spectacular scenery.
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.
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”!
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!
NOAA Teacher at Sea
Jessica Schwarz
Onboard NOAA Ship Rainier June 19 – July 1, 2006
Mission: Hydrographic Survey Geographical Area: Alaska Date: June 26, 2006
Rock hunters: SS Corey Muzzey and ENS Sam Greenaway after a productive morning of investigations. Corey, Sam and Jamie have been very giving of their time and are excellent at explaining data acquisition and processing!
Science and Technology Log
So I hope everyone remembers what RAINIER’s Captain, Guy Noll, told me last week before I went out on a launch: “We hit rocks so that you don’t have to.” When I first heard him say this, I kind of laughed, figuring it was somewhat of an exaggeration, he was only kidding with me. I found out this morning he actually wasn’t.
An added component to running lines and collecting sonar data is doing nearshore feature investigation. If you are involved in feature investigation, your job is to either prove or disprove whether or not a feature (rock, ledge, islet, wreck, etc.) actually exists in the position it’s been historically claimed to be. When I say “historically” I mean some of these features were last charted based on data collected in the 1940s or earlier. Therefore, NOAA needs to update the data used in developing their charts and resurvey various areas with updated technology.
For the last several years, NOAA has been augmenting its ship-based sonar surveys with airborne bathymetric LIDAR (LIght Detection and Ranging) data. LIDAR uses high powered laser pulses (invented in 1962!) transmitted from aircraft. The laser sweeps back and forth across the earth’s surface, and the reflections are detected by a receiver. Much like sonar, the distance to the ground can be inferred from the amount of time required for the light to travel from the airplane, to the earth, and back. If the position and altitude of the airplane are measured very accurately, the height and shape of features on the earth’s surface can be determined.
ENS Jamie Wasser, monitoring the Echosounder onboard RA1 during investigative surveys.
NASA and the U.S. Navy were among the first to use airborne LIDAR. Later, with the involvement of NOAA, Airborne Oceanographic LIDAR was developed for use in the marine environment. After continued progress in development and technology, Airborne Hydrographic LIDAR (AHL) was invented. AHL uses a wavelength of light which penetrates the water rather than reflecting off the surface, allowing for measurement of water depths in addition to land topography. Keep in mind that although ALH was first developed in the mid 80s it was not practical for utilization on the Alaska Peninsula until the 90s. Although an exciting new addition to NOAA’s hydrographic survey “toolbox”, LIDAR is not able to run nearly as deep as sonar. In shallow water close to shore, however, it can reduce the need for inefficient and potentially unsafe small boat operations. Both LIDAR and sonar are used to assist in determining what features are navigationally significant to those at sea and essentially what features will end up being charted.
RAINIER receives a list of questionable sea features based on information collected from LIDAR, past hydrographic data, and in some cases reports made by mariners. Based on this collection of data, they are asked by the Pacific Hydrography Branch (the folks in Seattle who compile RAINIER’s data for addition to the charts) to investigate certain features (i.e. rock, ledge, islet etc.) that cannot be resolved with certainty based on the LIDAR or other.
After finishing investigations, TAS Jessica Schwarz is getting a feel for steering a jet-propelled boat!
So, today, ENS Sam Greenaway, ENS Jamie Wasser, Seamen Surveyor (SS) Corey Muzzey, and I went out looking for rocks☺. That doesn’t sound nearly scientific enough does it? There’s a lot involved in looking for rocks actually, and it’s not nearly as easy as it might sound. For me, as someone new to hydrographic surveying, my big question was, “Okay, and then what happens when we find one?” What’s this whole, “hitting rocks so you don’t have to” idea? Do we really hit the rocks? I rode today in launch RA1 to do investigations. RA1 is unique because it is a jet propelled boat. This means it does not use a rudder and propeller, like you would expect to find on most power boats. Instead, RA1 is propelled (and steered) using water that is sucked in through a grill in the hull of the boat, accelerated by an impeller driven by a diesel engine, and expelled out a nozzle in the boat’s transom. Changing the direction of the discharge nozzle is what steers the boat. This allows RA1 to go into much shallower water. In fact it only needs 1 foot of water to stay afloat and move around. Also, don’t be fooled by me saying “jet propelled”. That might give someone the impression these boats are extremely fast. RA1 is actually quite slow, with a cruising speed of 12 kts, which I figure was good for the crew while I was at the helm.
There are different ways of investigating features and doing a disproval (determining if a feature is there or not). One is to use RA1’s single-beam sonar. This is different from multi-beam sonar (like what I’ve discussed before) because instead of sending out between 140-250 pings of sound over an area of between 120°-150° from the boat, single-beam sonar sends only one ping directly beneath the hull to the ocean floor. While single-beam sonar is running, the echosounder printer draws an outline of the sea floor features. Check out the picture of ENS Jamie Wasser with the echosounder to get an idea of what it might look like.
If you’re wondering why they aren’t using multi-beam instead, it’s because they’re in shallow water, extremely close to rocks, and it would be much too easy to knock off the multi-beam transducer attached to the hull. Multi-beam sonars cost around $300,000 so it wouldn’t be very cost effective for NOAA to lose or damage one. The single-beam sonar is imbedded in the hull and won’t be knocked off if the boat does happen to hit a rock.
Not all survey boats were running item investigations today. In fact today three survey boats were launched, two launches were running main scheme lines with multi-beam sonar (what I’ve participated in on past days) and one, the launch I was involved with today, was running investigations.
In order to do this, the launches need to get extremely close to shore and extremely close to these “hypothesized” features, often times physically nosing the boat up to them to check the positions (remember, “we hit rocks so you don’t have to”). Depending on the sea conditions, this can be a very difficult process.
Personal Log
Today was an excellent day. It was beautiful and sunny all day. We stopped the launch and had lunch in one of the little bays. On our way home, SS Corey Muzzey let me drive. The jet drive boats drive much differently than the boats with rudders and propellers. The helm didn’t feel nearly as touchy and seemed more forgiving of my exaggerated turns of the wheel ☺. We saw several humpbacks out there today…around the time whales started showing up near the boat was when I lost interest in driving.
The landscape here is so incredible. I keep trying to take digital pictures of it and am always disappointed by what little justice the pictures serve. Tonight is a crew beach party. Everyone on the ship who wants to go can get a ride to a nearby beach to spend some time on land for a change. I’m looking forward to it!
Soon we’ll be crossing the Gulf. I’ve been hearing some horror stories about this crossing, not just from the crew, but also from some of the people I met while I was in Sitka before I came onboard RAINIER. I’m actually looking forward to being on the open ocean. We’ve spent a lot of time anchored and well protected in the bay. Crossing the Gulf will be a new experience. I’m excited!
Calling All Middle Schoolers-We Need Help Answering a Few Questions!
Sonar technology wasn’t utilized for hydrographic purposes until the 1940s. Before this, how did surveyors chart the sea floor? Remember, hydrographic surveying and the development of nautical charts, dates all the way back to 1807 with Thomas Jefferson. So, how did they do it back then? Let me know what think!
NOAA Teacher at Sea Lisa Kercher Onboard NOAA Ship Fairweather June 11 – 24, 2006
Grant shows me the ropes of driving the boat
Mission: Hydrographic and Fish Habitat Survey Geographic Area: Alaska Date: June 21, 2006
Science and Technology Log
Launch 1018 set out just after 8:00 am this morning. I was teamed with FOO (Field Operations Officer) Jennifer Dowling, SST (Senior Survey Technician) Grant Froelich, and ENS Wendy Lewis. We began our day by doing something called a PATCH TEST. This test is done to determine the allowable error of the data that is collected when moving the boat back and forth over a target such a rock just below the water’s surface. The test includes a pitch test, a roll test and a heading test. Each test collects information about the boat as it makes its way through the water.
I work hard to pull in the CTD which was resting about 150 feet below on the ocean floor.
As we passed over the large rock that we were observing under the water, a clear picture of it popped up on the screen in front of us. It was neat to see an underwater picture of a feature that was collected using echo sounding. The MBES (multi beam echo sounder) transducer is able to send out hundreds of signals and receive them back to create an accurate picture of things below the water’s surface. It is quite amazing.
Midway through the day we returned to the FAIRWEATHER to a picnic lunch on the fantail. This was a fun way to send time bonding with the team I was working with that day. We then set out again for more hydrography work on the SW point of Cape Devine. I was able to do a CTD (conductivity, temperature, depth) cast all by myself. I had carefully watched others deploy the CTD throughout the week and I had assisted on several aspects of the cast, but I was excited to be able to put what I had learned into practice. The CTD has to be turned on for three minutes to warm up, and then it must sit in the water for two minutes just below the surface to properly calibrate. After that it is time to lower it to the bottom of the ocean floor to gather data, followed by quickly pulling it back to the boat. It is definitely fun, but hard work at the same time. The CTD device is by no means light! So today I drove the boat! Ok, really I just sat in the driver’s seat while SST Grant Froelich taught me how he operates the vessel. We weren’t even moving!
A beautiful day in Alaska
Personal Log
Today is World Hydrography Day and what an amazing day for it! This is by far my best day here so far! They just keep getting better and better! Absolutely beautiful weather in Alaska today! Clear skies, sun, and warm temperatures made my outlook on the day wonderful! I saw my first whale today! It was amazing. There were two off the bow of our boat during the launch. I only saw a small part of their bodies and their puffs of water from their blowholes, but it was my first sighting and what I had been waiting for! I also captured some amazingly beautiful pictures of two very large bald eagles resting on the navigation light on Andronica Island. Then to top it all off, when we returned from our launch and settled down to eat dinner, someone reported whales directly off the stern of the FAIRWEATHER playing in the Korovin Bay. I snapped some pictures as I watched them surface again and again. I am in awe of the exquisite wildlife that is all around me here in Alaska!
Two whales play in the Korovin Bay, just off the stern of the ship. What a treat!
Question of the Day
The bald eagles in Alaska are abundant. Unfortunately this wasn’t always the case. The population of bald eagles decreased in the past. Fortunately now the numbers of bald eagles are on the rise again. What chemical has been linked to the decrease in the bald eagle population? What was done about the use of this chemical in order to attempt to raise the numbers of bald eagles again?
Two bald eagles sit on the top of the navigational light on Andronica Island. A beautiful scene as we took a break from our work!
