Mike Lynch, June 30, 2005

Posted on June 30, 2005 by Teacher at Sea

NOAA Teacher at Sea
Mike Lynch
Onboard NOAA Ship Delaware II
June 20 – July 1, 2005

Mission: Clam and Quahog Survey
Geographical Area: New England
Date: June 30, 2005

Weather Data

Latitude: 3726.163N
Longitude: 07444.980W
Wave Height: 1 foot
Swell Height: 1
Foot Weather: clear
Visibility: unlimited
Wind Speed: 7 mph

Scientific Log

The last couple of days aboard the DELAWARE II have been a constant buzz of activity. We have moved north to the New Jersey Coast. This is prime surfclam territory, and sure enough we are into them. Our chief scientist Victor Nordahl has selected this site for a depletion survey. A depletion survey is an event that starts with finding an area of heavy population density. For our purposes and equipment, this was an area that yielded five bushels of clams in a single tow. Once the location is found, the exact GPS coordinates of longitude and latitude are used as a locator for each successive tow. Using the information recorded by the Ship’s Sensor Package (SSP), the exact trackline of the tow is ascertained and becomes the template for the depletion event. The concept of the depletion is to repeatedly cover the same track line for as many as 40 to 60 tows. With each tow, clams are counted and on every fifth tow, they are measured and samples are taken. The purpose of this event is to monitor how quickly the dredge reduces the population. Through this process, the scientists can calculate the effectiveness of the equipment in capturing the species. In essence we are calibrating the equipment. In fact, we are running non-stop stations in one of the muddiest areas we have seen. It is an exhausting process that goes on 24 hours a day and works the bridge, deck crew and science teams very hard. I have developed a real respect for how strenuously this crew works. Everyone pitches in, and works as a team.

The depletion event is rapidly coming to an end. It will be followed by our last duty at sea. Our next mission will take us off the coast of Massachusetts, where we capture clams and take samples to determine the levels of Red Tide infection. Closure of fisheries for red tide, is usually a job for state agencies, but it is also an opportunity for NOAA to do further scientific research. While steaming to our destination, we are working on swapping out the SSP package on the dredge. The second unit will be used on these final tows to ensure its reliability for future surveys. On our next watch, the DELAWARE II will be concluding the third and final leg of the Clam Survey. The ship will steam to its homeport of Woods Hole, Massachusetts. The ship will be in port for four days. During this time, much of the equipment that is used in the clam survey will be disassembled and moved into storage for three years, when the next clam survey will be once again conducted by the Northeast Fisheries Science Center.

The three and a half ton dredge and the Crane carriage will be stored, but other technological devices will be used in an DELAWARE II, however seems to never be at rest. In three days, the ship is scheduled to leave on a Marine Mammal Observation Cruise for the next two months. This survey will be conducted in order to measure and monitor marine mammals in the Georges Bank, Southern New England, Long Island, New Jersey and Delmarva Regions. An Autumn Trawl Survey will follow this. The trawl survey is a multi species finfish survey that collects biological data, such as maturity stages, food habits, predator/prey relationships and migratory patterns. This same Trawl survey will also be conducted in the spring. The regions to be surveyed will be the Mid-Atlantic (inshore and offshore), the Georges Bank and the Gulf on Maine. This winter, the DELAWARE II will be conducting a Winter Trawl Survey that uses a modified net system that targets flatfish such as summer fluke and yellowtail flounder. The Winter Trawl Survey will focus on the Mid-Atlantic, Southern New England and the Georges Bank regions. The DELAWARE II will also participate in a Fishing Power Survey that are a series of experiments designed to yield a correction factor for changes in either survey equipment or vessels. This year the DELAWARE II will be conducting these tests with the HENRY BIGELOW, a new vessel being built in Mississippi, and scheduled to replace the DE II’s sister ship, the ALBATROSS IV.

To find out where the DELAWARE II is, at any given time, NOAA provides a web site that includes a track line of all of its research vessels. Wherever these vessels are you can be assured that they are working diligently to accomplish the goals of the Northeast Fisheries Research Center. The goals start with research and monitoring fish stocks and their environments. The surveys endeavor to provide data that will assist in understanding and predicting changes in marine ecosystems, living marine resources, fisheries, habitats, ecosystem condition, and the generation of national benefits. The outcome of this research is the production and dissemination of scientific advice for management programs based on an ecosystem framework, and finally, you can be assured that NOAA will be endeavoring to engage stakeholders in the process of decision-making. NOAA is a team builder in stewardship. You can also be assured that NOAA will be involving educators in order to provide outreach to students and society at large.

In closing, I need to extend my thanks and appreciation for the opportunities that were afforded me aboard the DELAWARE II. True to NOAA’s goals of education and outreach, the crew extended tremendous courtesy and patience while indoctrinating me into the area of marine science, research and life at sea. Without exception, all of the crew were helpful and willing to share their expertise and time. I must extend particular thanks to Charles Keith, Kris Ohleth, Richard Raynes, Erin Kapcha and Jeff Taylor. Each of these crewmembers extended themselves way beyond the call of duty in helping me to understand the shipboard policies, routines and the goals and objectives of our research. Also a special thanks to Cindy Travers, a Coast Guard Cadet who taught me a great deal about seamanship and positive attitude. Each of these people embodies a dedicated spirit that goes well beyond the parameters of their specific duties. Special thanks also goes to Dennis Carey, the Chief Steward who is the most important, and hardest working person on the vessel. I also wish to extend my thanks to all aboard the DELAWARE II, the crew believes in their mission and are sacrificing personal gain for public service. In short, they are an inspiration.

Life at sea is arduous. It is hard work, long hours, inclement conditions and deprivation of creature comforts. Life at sea is also a community, a brotherhood and a commitment. To NOAA, and the crew of the DELAWARE II, thank you, I learned a great deal and am deeply grateful.

Mavis Peterson, June 29, 2005

Posted on June 29, 2005 by Teacher at Sea

NOAA Teacher at Sea
Mavis Peterson
Onboard NOAA Ship Fairweather
June 21 – July 9, 2005

Mission: Hydrographic Survey
Geographical Area: North Pacific, Alaska
Date: June 29, 2005

Lat.:54 56.5’N
Long.:160 16.7’W
Visibility: 10+
wind direction: 308
wind speed: 10
Sea wave height: 1
swell wave height: 4
sea water temperature: 9.5
sea level temp.9.6
sea level pressure: 1013.6
cloud cover and type: mostly clear, few high cum. clouds

Science and Technology Log

Today was another slow day. I spent some time on the bridge just observing and watching. I worked on some lesson plans, sat in on one interview with Matt, and looked at a lot of ocean. I observed a transmission of weather information to the National Weather Service and visited with John French a “weatherman,” as his degree is in atmospheric science. He was very knowledgeable and we discussed the uses of the information that is being gathered on this ship and compared that to what other NOAA ships are doing. This ship gathers information and uses it to make charts and maps. Some of the other NOAA ships serve as a platform for scientist to do their special projects. We also discussed the incredible differences in background that the crewmembers have. From past fishermen to specialists in several different areas, the combination gives the ship a well-rounded crew.

Personal Log

Not much to report. I spent my free time reading. The rock and roll of the ship certainly is sleep-inducing. I don’t think any emails are getting through to me.

Mike Lynch, June 29, 2005

Posted on June 29, 2005 by Teacher at Sea

NOAA Teacher at Sea
Mike Lynch
Onboard NOAA Ship Delaware II
June 20 – July 1, 2005

Mission: Clam and Quahog Survey
Geographical Area: New England
Date: June 29, 2005

Weather Data

Latitude: 3726.163N
Longitude: 07444.980W
Wave Height: 1 foot
Swell Height: 1
Foot Weather: clear
Visibility: unlimited
Wind Speed: 7 mph

Scientific Log

Today’s Log will focus on the scientific work being done on the stern deck. The Chief Scientist, Victor Nordahl, coordinates the 2005 Clam Survey aboard the DELAWARE II. One of Victor’s many jobs is to oversee the collection work done by the two scientific crews aboard the vessel. Each crew works two six hour shifts, the scientific data collection and cataloguing goes on twenty four hours a day. Each crew is made up of a crew chief and five supporting workers. Our crew chief is Chad Keith. Chad is an engaging young man who has worked for NOAA for a number of years and has just finished his Masters degree in Geography at the University of Oregon. Kris Ohleth is our Marine Biological Seagoing Technician. Kris is soon to start her graduate program on Marine Policy at the University of Rhode Island. Kris is in charge of data and the daunting task of training people, like myself, in the intricacies of the onboard FSCS and SCS computer systems. Richard Raynes is an equipment technician for NOAA, and a net maker by trade, he is the equipment guru of our crew. Erin Kapcha is also a NOAA employee, who coordinates the observer program that places observers on board commercial fishing vessels. Erin is stretching her legs and doing some work outside the office. Cindy Travers is an energetic 20 year old, Senior Cadet from The United States Coast Guard Academy in New London, Connecticut. Cindy is doing a summer practicum on board and will be following this cruise with another on board the ALABATROSS IV. I, Mike Lynch, am the last member of the crew, and a participating member of the Teacher at Sea Program. I am a flatlander from Moses Lake, Washington. I am here to learn more about the role NOAA plays in the formulation of policy and regulation. I am also here due to NOAA’s commitment to education and outreach. Our mission, as we have accepted it, is to gather and input data on the Atlantic Surfclam and the Ocean Quahog. Today’s journal will be a synopsis of the processes of data collection and the responsibilities of our crew.

In an earlier log, I outlined my duties on the Bridge. This was the process of reporting data for each station on the Shipboard Computer System. This is the step that monitors the location and duration of each tow of the dredge. The next step happens on the stern work deck and the wet lab. Once the dredge is brought back to the surface, brought up on the crane carriage, and secured to the deck by the deck crew, it’s show time for our science crew. Our first job is to inspect the dredge and determine if the contents need to be washed. If they do, we adhere a mesh gate to the front of the dredge and it is released by the work crew for a tow behind the boat. Once washed, the contents of the dredge are released on to a large worktable for sorting. One of our crewmembers, usually Richard, goes up into the dredge to clear it of all debris. The contents of the dredge are pulled with rakes down the length of the worktable. The crew sorts surfclams and quahogs and places each species into bushel baskets at the end of the table.

Another bucket is in place for other species such as starfish, crabs, fish and other varieties of clams. Two other buckets are in place for broken clams and quahogs, and clappers. Clappers are clams or quahog shells that are called shell hash, is also collected into bushel baskets. Once the table is cleared, it is time to clean the dredge area, count the baskets of shell hash, and catalogue the species data into the FSCS database. Ocean quahogs and surfclams are taken and weighed on electronic scales. The scales have been calibrated to zero for the weight of the bushel basket. The clams are then moved to one of three workstations. The stations are long stainless steel tables equipped with Limnos boards, electronic scales and interactive FSCS computer monitors. The limnos boards are used to electronically measure the length of each specimen and catalogue the data into the database. The scales are used to measure the specimen weight in shell and the meat weight of shucked specimens. The computer terminals are touch screens that are interactive consoles, which allow the recorder to select species and data categories. The console also notifies the worker of special instructions and requests for specimen samples that have been requested by the chief scientists. The species are catalogued by station, which has been programmed at the bridge to indicate exact location, time, depth, weather, etc.

A hearty bunch

For the purpose of data collection, the areas that we are investigating are divided into regions and strata. The Clam Survey is collecting data in five regions: Georges Bank, Southern New England, Long Island, New Jersey and the Delmarva Peninsula (an offshore area of Delaware, Maryland, and Virginia). We are participating on the third leg of the survey, and have spent most our time, thus far, off the coast of Virginia. These large geographical regions are subdivided into smaller areas called strata, and the specific areas of each tow are called stations. In each of the strata, we are asked to collect age data and meat weights as well as numbers and weight volumes. For Ocean Quahogs, we are asked to collect meat weights and samples of ten specimens for each 10 mm. class in length measurement. These samples are shucked weighed, catalogued for the location of their capture, bagged, labeled and frozen. These will go to Jim Weinberg, who is the Principle Investigator for this survey. Essentially these samples are to be analyzed in the NEFSC labs in Woods Hole. Atlantic Surfclams receive far greater scrutiny. Samples of meat weights must be kept for specimens within 10mm. classes on every tow. The requests for these samples are preprogrammed into the computer base, and as the “cutter” enters the length on the Limnos board into the computer, the recorder will be told which specimens must be kept for meat weight collection. The NEFSC division of Age and Growth also requests Surf Clams. The computer will alert the recorder that an age tag is requested. In this scenario, The cutter will take a meat sample, but the actual clam shells will be marked by station number, strata, and ID number. These shells are bagged, tagged and frozen for the A&G lab. Age samples are one clam within a 10 mm class at every site. How’s that for confusing. Between our crew chief Chad, our Sea going Technician Chris, and the demanding FSCS computer terminal, mere mortals like myself can participate in scientific data collection.

Aside from the data collected for the Northeast Fisheries Science Center, we are collecting surf clam samples for a member of our other crew. Adriana Picariello is collecting samples as part of research for her Masters Thesis at the University of Virginia Marine Science department. Her research will be comparing growth rates in different regions. It’s interesting what you can learn from clams, about the environment and possible changes in the environment such as global warming. Cool Stuff!

Personal Log

The weather has become hot and humid. Yesterday we did part of a depletion survey where we did repeated tows non stop for the entire shift. It was a real marathon, I could have been part of a research on the sweat capacity of a human being. There was no time for interviews, logs or breathing. I slept well! Go figure. Still having fun, and have I mentioned the food?

Mavis Peterson, June 28, 2005

Posted on June 28, 2005 by Teacher at Sea

NOAA Teacher at Sea
Mavis Peterson
Onboard NOAA Ship Fairweather
June 21 – July 9, 2005

Mission: Hydrographic Survey
Geographical Area: North Pacific, Alaska
Date: June 28, 2005

Weather Data

Lat.:55 o7.2 N
Long.: 160 07.4W
Visibility: 1
Wind direction: 123
True wind speed: .9 knts
Swell wave height: 1
Sea water temperature: 9.15 C
Dry bulb 19.8
Wet bulb 9.0
sea level pressure: 1011.5
Cloud cover and type: cumulus overcast

Science and Technology Log

I was fortunate to sit with some of the crew at the breakfast table this morning and was able to take part in a discussion regarding what we were doing today. This gave me an opportunity to ask some questions. I’m getting the idea of the science that is taking place here, but conversation today helped me understand the connections that I have been missing. For example there are about eight programs that are used on board to gather and process the data. There are four important data gathering devices that are merged together: The exact time, the GPS location, the motion of the ship and the sonar. Interestingly, as in many computer programs there is a “Bug” that they call the “Midnight Bug” that causes them to sometimes, not always, lose data for about half an hour. The question is whether to stop and circle around and pick up what was missed or to continue. There are pros and cons and are decided by those colleting the data. The information gathered on this ship is processed quickly. This is an advantage because if there is an error or discrepancy the ship has not already moved out of the area so they can adjust or redo immediately. Of course this allows for accurate information to be gathered.

An aside on time: All NOAA ships use the same Greenwich Time no matter what time zone they are in. This saves confusion when crossing time zones. Midnight here, in this time zone is 4:00 in the afternoon. That is then the beginning of a new day. There are three ways the ship can gather bottom data. (1.) When the main ship is “hydroing” as we will be doing for the next few days, 24 hours a day the ship is sonarring the bottom in a wide swath in deep water. (2.) When the water is too shallow for the ship to hydro that is when the launches are sent out to do basically the same thing, although they use less power because the water is not as deep. (3.) The third way of collecting information is by shoreline observations, using the flat-bottomed small boat and physically eyeballing the area, taking notes and pictures and entering that data into the programs when they return to the ship. I discovered today that although all the ships in the fleet that are doing the same type of science use the same programs, they may not be using them in exact manner. I would liken this to the example that although all fourth grade teachers must meet the same state standards of curriculum, they don’t all approach the task in the same way. An example is how the scientists “draw lines” of an area to be hydroed. The FAIRWEATHER marks off polygon areas that need to be scanned. This can be done in any fashion, across-up and down or in any pattern as long as the whole area gets covered. Other ships opt to draw in lines to follow in a selected area. If they can’t follow the lines because of swells, or whatever, then they are out of luck as far as surveying that day. However because we are scanning the channel with the ship today, we are following lines.

I am going to observe a training demonstration at 1:00 P.M. in the boiler room and then tour the boiler room. The training session went as planned. It was how to use the oxygen mask and how and when to use the fire extinguishers.

Personal Log

I spent a couple of hours listening and asking questions of those present, and then I worked on some lesson plans after lunch. I also spent a little while at the bridge. It is a beautiful day, bright and sunny. I will be going out on one of the smaller boats tomorrow. I spent the rest of the day answering emails and working on lesson plans. These are pretty heavy concepts for fourth graders, but I am getting some ideas simplified to their level.

Mike Lynch, June 27, 2005

Posted on June 27, 2005 by Teacher at Sea

NOAA Teacher at Sea
Mike Lynch
Onboard NOAA Ship Delaware II
June 20 – July 1, 2005

Beautiful sunset

Mission: Clam and Quahog Survey
Geographical Area: New England
Date: June 27, 2005

Weather Data

Latitude: 3938.834N
Longitude07316.810W
Wave Height: 1 foot
Swell Height: 3 Foot
Weather: cloudy
Visibility: obscured
Wind Speed: 14 mph

Science and Technology Log

Today’s log will continue the exploration of the DELAWARE II, her crew, and the concept of an ocean going vessel as a self-reliant community. This log, like the last on this theme, is inspired by a sudden revelation; Clams can be stinky. Actually, clams themselves probably aren’t all that stinky, but constant application to clothing over a prolonged period of time at accelerated temperature certainly produce stink. Having come to this hypothesis, I concluded that the solution was laundry. (Pretty scientific, huh?)

Using the hose

Laundry on board the DELAWARE II, in itself, doesn’t pose a large problem. You wait until about 2 AM, go down past the galley and into the Ship’s Store, and you find two sets of washers and driers. Simple, there is really nothing to it, until you begin to investigate the processes that are involved in providing laundry service. Where does all the fresh water come from? How does the onboard electrical system work? Where does the wastewater and soap go? To find answers to these questions I interviewed Lieutenant Jeff Taylor, who is scheduled to become the X.O. (Executive Officer) off the DELAWARE II.

The first question dealt with fresh water. “Water, water everywhere, but not a drop to drink”. I’m not exactly sure who said that, but it pretty much explains where we are. We have not seen land in over a week, so where is all this fresh water coming from? Lieutenant Taylor explained the process. Fresh water is used onboard for drinking, washing, cooking, and of course, laundry. Initially the answer is simple, 5,000 gallons of water is taken onboard when dockside. This water is supplied to different areas of the ship using an electrical pumping system; the electricity is supplied by generators that are powered by diesel… simple! But what happens when we start to deplete the water? The answer to this is an onboard water purification process that uses an evaporation system to create fresh water. Jeff explained that sea water was taken onboard through what are called sea chests. The seawater is then run through coils that are heated to boiling by the diesel power plant that powers the ship. The resulting steam produces fresh water and the remaining salt solution is returned to whence it came. Simple, we have just distilled fresh water from salt. The newly created water is now pumped into the holding tanks to replenish the water source. The potable water tank is subjected to a bromine treatment, and we are good to do laundry. The creation of fresh water in this manner really is a big deal. It in essence removes one of the three elements that limit the time a ship may stay out at sea: water, food, and fuel. Fresh water is in constant supply to the thirty-man crew of the ship. Fresh water is pumped to each of the staterooms, two common bathrooms, the galley, the ship’s store, the emergency showers, and the wet deck in the science area. The nine fire stations and the onboard hydrants on each of the decks use seawater.

Part of the waste disposal system

The second question deals with power generation. Power generation onboard the DELAWARE II is supplied by two “Ship’s Service Generators”. These are diesel powered 375 amp generators. On this survey, one of the generators is used to power the ship’s electrical needs and the other is dedicated to the Clam Survey equipment, primarily the winches and the 440 service to the underwater pump. Usually only one generator is used at a time, and runs for 250 hours between oil changes. There is also an emergency generator onboard that supplies a 70-amp service. The generators, as well as the ship’s two powerful engines, are diesel powered. The ship’s diesel capacity is approximately 40,000 gallons, enough for 19 days at full operation, 24 hours a day. The last component of the laundry equation is the matter of wastewater. There are two distinct wastewater systems onboard the DELAWARE II. These are “grey water” and “black water” systems. Grey water comes from sinks, showers, and laundry. Disposal of grey water is a simple enough process, it can be pumped overboard. The Environmental Protection Agency and the United States Coast Guard, however, strictly regulate black water, or human waste disposal. No black water may be disposed of within three miles of the United States’ coastline. Beyond three miles, processed waste may be disposed of, and beyond the twelve-mile mark; untreated human waste may be pumped overboard.

Aboard the DELAWARE II, a Marine Sanitation Device (MSD) treats all black water. The sewage treatment is essentially a large holding tank, with a macerator. Biologicals are added (yeast), and the black water is treated and released. There are also regulations and protocols for the disposal of garbage at sea. A wet and dry garbage log is kept on the bridge. If the galley wants to dispose of left over food, they must request permission; specify the amount, the type, the time and the day on the report. These items would fall into the category of wet garbage. For things like cardboard and paper, a similar log with similar notations is kept. For dry garbage, it must be reduced to pieces 1” or smaller if released between 3 to 12 miles of the coast. Oil and plastics can never be dumped at any location. The wet and dry garbage logs are routinely checked and cross-referenced to the materials that were taken aboard. The DELAWARE II does not dump much, if any, dry garbage, but instead uses a compactor, bags and wire gages to store the garbage for shore disposal. Well, my laundry is done, and what seems like an everyday mundane task turns out to be a wonder of applied science. Things smell better now.

Mavis Peterson, June 26, 2005

Posted on June 26, 2005 by Teacher at Sea

NOAA Teacher at Sea
Mavis Peterson
Onboard NOAA Ship Fairweather
June 21 – July 9, 2005

Mission: Hydrographic Survey
Geographical Area: North Pacific, Alaska
Date: June 26, 2005

Weather Data

Science and Technology Log

I spent the morning in the radar (chart?) room listening and taking in what I could of a training session on putting the physically captured information into a program called Pydro. Obstructions like new rocks are marked as primary or secondary, or for example a ledge with a rock together may be marked as primary. There seems to be a lot of room for discretion by the person entering the information. There are many folders of information such as AWAIS, which means there is a shipwreck feature. There is an entry called reports that allows information to be included in sentence form. This information will not show up on the finished product but is helpful to the cartographer that is actually making the final map. It may make his work more accurate. Yesterday I talked about the dotted line that might be drawn in that shows an area that is not navigable–I think I called it an obstruction line, in reality it is called a foul line. I was also given a Julian calendar which means the days are numbered 1-365.

We are pulling anchor and getting underway. We will be leaving Eagle harbor for Sandpoint, which I have not found that on the map. We pulled anchor at 1:30. It is quite a process and again it is necessary that the crew is communicating effectively with one another. The crew uses some sort of sign language as well as radio communication with the bridge. It is necessary the bridge knows what is going on because they may have to move the ship in order to keep the anchor in the correct position for retrieving it. The anchor is pulled up by a large motor and stored in a side well of the ship. There are actually two anchors on this ship; the size of the ship dictates how many anchors it has. I thought maybe they used both of them when anchoring in deep water, but was assured that using both was not done very often because of the motion of the water and the possibility of “braiding” the anchor lines is very real and an immense problem. If for some reason they would use both anchors, there is a way to do it that puts the ship and the two anchors in sort of a “V” pattern and this would help with the braiding problem. As the chain of the anchor was rolled onto the ship it was hosed off.

Answer to yesterday’s question about what happens to this information: The completed maps are used by any ocean going vessels. Because shorelines and the ocean floors change constantly, and because new technology is constantly being developed, this is an ongoing process that needs to be continually updated. Charting the coastal waters was first begun under the direction of President Thomas Jefferson and has continued on to today. The first use of the information is for commerce and right behind that is the fisheries industry. The information is available on a web page. Some of the specialized equipment actually comes from those other countries, especially the Nordic countries. The davits come from England.

Personal Log

As I visit with Crewmembers, I have found that there is a great deal of turnover in this profession. NOAA ship personnel are required to spend two years at sea, then three years in offices, in places like Seattle, then another rotation at sea. Many wage mariners choose to quit after the first five years. Being at sea means making many sacrifices. The FAIRWEATHER goes out on “legs” of about 10-12 days and then comes in at one of several ports for a couple of days. They are on the water over 200 (220?) days a year. During the off-season they go to school to learn to use new equipment, and/or work on repairs for the ship.

I dropped one of my cameras on the way to the laundry room and parts fell everywhere. Hopefully I found all the pieces and will try putting it back together later. The LCD is not readable so I will use the other camera a lot. I did my laundry this evening and while waiting I did some reading. Some of the crew visited Sandpoint by launch. I chose not to go. The last launch that returned about 12:30 a.m. had some trouble when they went to dock at the FAIRWEATHER. According to stories this morning the adrenaline was running a little high for a few minutes, but they managed to get the launch in safely, and there was no imminent danger involved.

Mike Lynch, June 26, 2005

Posted on June 26, 2005 by Teacher at Sea

NOAA Teacher at Sea
Mike Lynch
Onboard NOAA Ship Delaware II
June 20 – July 1, 2005

Mission: Clam and Quahog Survey
Geographical Area: New England
Date: June 26, 2005

Weather Data

Latitude: 3726.163N
Longitude: 07444.980W
Wave Height: 1 foot
Swell Height: 1
Foot Weather: clear
Visibility: unlimited
Wind Speed: 7 mph

Scientific Log

Navigation from the bridge

Today’s log will be an outline of a typical day aboard the DELAWARE II Clam Survey. Our day begins with an 11:10 wakeup call. A quick routine and I am out the door. Coffee in the galley, a few guys watching the final minutes of game seven of the NBA finals. I quickly take advantage of the time to organize my folder of materials that has fallen into disarray. There is very little space other than the galley to do any written work on board. Every available space is filled with equipment of some sort related to our survey. There are no tables or chairs in our staterooms, these are only for sleeping. It’s now 11:50 PM, and time to go aft to relieve the other crew. There are six people on this crew, and they are all busy measuring clams and weighing meat weights. They are happy to see us and noticeably tired. Within minutes, we are coming on to our first station. Stations are either randomly selected by the computer or selected by our chief scientist. Unlike a commercial fisher, we survey many different strata and depths. We are not exclusively concerned with the areas of highest concentration of biomass, but instead want to obtain data that will give an overall glimpse of the entire ecosystem. It is my job to go up to the bridge as we approach the station and coordinate the Shipboard Computer System (SCS) with the activities of the deck crew and the Officer On the Duty (OOD). This morning, Ensign Nathan Priester, Navigator, is on duty.

Radar navigation

The first activity on the SCS is to synchronize the computer clock to a constant satellite feed and software called Dimension Four. Once I am assured that the computer clock has not drifted I open the program software to the clam survey data. This screen requires that I enter information that will catalog the data for each specific event at designated areas called stations. Station numbers are related to exact coordinates of latitude and longitude for the desired tow. Today we are off the coast of Virginia at Latitude: 33651.231N. Longitude: 07526.591W. Next to be entered are the numbers for strata (general area) and the tow number (the number of tows in that strata). The computer will then use this data to not only monitor the aspects of the tow, but also as a file to catalogue the species data that will later be recorded on deck. The next information has to do with the depth of the tow. A number is entered that correlates to the length of the hauser that is to be released. A hauser is a 3” rope that is used to tow the dredge once it is on the bottom. Today the hauser length will be 110 ft.; I also need to enter the information for the winch cable. The winch cable is heavy wire that is used to lower and raise the dredge.

Charting our course

The length out is slightly longer than the designated hauser length; this means that when the dredge reaches the bottom the tension is transferred over to the more flexible hauser for the tow. Today’s cable information is designated 125 ft and the Crane. Having entered this info, my next job is to go to the back of the bridge and activate two switches that will lower the hydrophone. This is a device that is lowered down beneath the ship that communicates with the Survey Sensor Package (SSP) adhered to the dredge. This sensor package provides a constant stream of information regarding dredge position, attitude to the bottom, speed, depth, temperature, and more. This communication will also provide a track line that can be monitored on the bridge and the wet lab. Now we are ready for a crew is on the radio and the OOD, on the bridge, has a video feed of the stern deck. The crew calls in that the dredge is being taken off the chains, and I input the start of the “event” in the computer. An internal clock starts running and monitoring data. When the dredge is 10 meters out the crew asks for “Power On”, I now enter this into the SCS, and the 440-volt power is turned on to the pump and the sensor package.

More ship equipment

At this point the sensor package is being read by the hydrophone, and a constant stream of data is being entered. The pump is now delivering water at high pressure through a manifold with a dozen nozzles. This pressurized water is blown onto the substrate (ocean floor) creating a slurry of clams, substrate and shell hash in front of the oncoming dredge. When the dredge comes to the end of the cable, the tension is transferred to the shorter hauser line and the crew announces “on the hauser”. This is my cue to enter “start tow”. This command starts an internal clock that measures a tow of exactly five minutes. With five minutes to spare, I now need to enter further cruise information and input weather data. The OOD keeps the vessel going a constant 1.3 knots. He then tells me the average rpm of the tow. Today we are averaging 135 rpm’s. The weather data consists of the percentage of cloud cover (20%), the visibility (clear), the wave height (2ft.), the swell height (3ft.) and the swell direction (160 degrees). At the end of the five-minute tow, the deck crew announces, “haul back”, and I input “end timed tow”. The next command I input will indicate off the hauser, meaning that the cable winch has now retrieved the tension. The next command is ‘off the bottom”, and then power off. When I input each of these commands into the computer I await the call for last ten meters. This signals the end of the computer event and I exit the program, cross off the station on the log so that the number is not inadvertently reused, and electronically retrieve the audio phone back onboard. This part of my job usually takes about 25 to 20 minutes. It is now time to go aft, put on my oilers, and go out to sort the dredge contents, and input species data. That will be the subject of a future log. This process is repeated on an average of eight times per shift. There are four shifts; each crew has two shifts per day. The vessel and data collection operates 24 hours per day.

Personal Log

We are now off the coast of Virginia. There is lots of military traffic out of Norfolk. We are fishing the shallower waters of the Delmarva Peninsula. We are in surfclam territory. We are having limited success which is consistent with the data of previous surveys that would suggest that clam populations are moving to colder off shore locations and further north. We are doing a lot of measurements of meat weight and saving samples in various strata for universities and scientists that have requested samples for research. All is well, the weather is great the people on board are super, and, have I mentioned the food is great?

NOAA Teacher at Sea Blog

Monthly Archives: June 2005

Mike Lynch, June 30, 2005

Mavis Peterson, June 29, 2005

Mike Lynch, June 29, 2005

Mavis Peterson, June 28, 2005

Mike Lynch, June 27, 2005

Mavis Peterson, June 26, 2005

Mike Lynch, June 26, 2005