Kristin Joivell, June 30, 2009

Posted on June 30, 2009 by Teacher at Sea

NOAA Teacher at Sea
Kristin Joivell
Onboard NOAA Ship Fairweather
June 15 – July 1, 2009

Mission: Hydrographic Survey
Geographical area of cruise: Shumagin Islands, Alaska
Date: June 29-30, 2009

This sea star was brought to the surface in a bottom sample.

Weather Data From the Bridge:
Position: North of Big Koniuji Island
Clouds: mostly clear
Visibility: 10+ miles
Wind: calm Waves: 0 feet
Temperature: 12.0 dry bulb
Temperature: 10.0 wet bulb
Barometer: 1023.2

Science and Technology Log

Since the ship is operating in waters that there is not much information about, verifying current charted information is important. Before launches are sent into a new area to collect data, shoreline verification is an operation that must be completed. First, existing charts and new pictures of the coastline taken from a plane are used to determine a rough estimate of the shoreline. Then, the shoreline verification team is sent into the area in a small boat. The boat’s course is determined based on a buffer zone of the mean high water line on shore so that it can avoid any known, previously charted hazards. The boat travels a set path just outside of this buffer zone while logging information about bottom depths and looking for dangers to navigation.

Taking a compass bearing for a previously uncharted danger to navigation. The rock found is only visible at low tide which makes it all the more hazardous.

Sometimes hazards are found that are not charted on existing maps. So, the team must identify these hazards and log their specific locations. An advanced GPS device is used along with a compass to determine the location of the hazard from the boat. The hazards are logged on a computer to record their positions. Then, that information is used to both warn the other survey boats from the Fairweather working in the area, and to update new editions of the charts. Sometimes hazards that are currently charted are found in a different location. Once in a while, charted hazards are not even there at all! All of this new information about hazards is also added to the new editions of charts. It’s somewhat terrifying to think that current charts sometimes have mistakes on them that could affect travelers so negatively. Checking what is on the bottom of the ocean is also important information. To anchor a ship, some materials are more desirable than others. For example, hard rock is not as desirable as mud or sand because the anchor will just drag along hard rock and not catch as well. So, bottom sampling is another important operation that must be completed so that ships can anchor safely and properly.

Retrieving the bottom sampler. It’s interesting to open it up and see what’s inside. Depending on material found, ships can determine more desirable and less desirable anchoring locations.

To take a bottom sample, a scoop is deployed from a small boat or the ship. The scoop has an automatic trigger that closes it when it hits the bottom of the ocean. Then, you pull the bottom sampling device back up to the boat or ship and open the scoop. Observations about gathered materials are made on the computer. There are all kinds of designations to specify the nature of the materials gathered. Many of the samples we gathered were fine sand, but some included medium gravel, soft coral, and broken shells. A few samples even included sea stars and a sponge!

The most difficult part about bottom sampling is that you have to pull the line up from the ocean floor with the bottom sampler attached. The bottom sampler is a heavy, metal object so, pulling up all the line and the sampler from over 100 feet below gives you a workout. Rotating positions on the boat helped especially since there were four of us on board. That way, everyone’s arms had a chance to rest through three turns until it was your next turn to haul up the line and bottom sampler. I liked bottom sampling a lot because it was a surprise every time the sample was brought back up the boat. Also, it gave me a chance to look at some of the creatures that live in the ocean in Alaska. Seeing the sea stars and the sponge were the highlights of the day.

Personal Log

This is a small halibut caught by one of the crew. It was quite small, but they can grow to be over 400 pounds.

Free time is a priceless commodity on the ship. Everyone works to complete many tasks each day. Sometimes unexpected events occur that interfere with regular schedules. The Plan of the Day even has a disclaimer on it that states: “Tasks are subject to change at any time. And they will.” So, when a person has free time and isn’t catching up on sleep, choosing an activity is difficult. Movies are shown each night and the computers are internet capable, but sometimes it’s good to get out on deck or off the ship instead of sitting in a room on board.

One of the things you can do on the ship in your free time is go fishing. You need an Alaska fishing license to do this, so I like to watch the licensed fishermen on board and examine their fish before they are released back into the ocean. It’s interesting to see how many different kinds of fish are caught on the ship. In just the past few days, people have caught halibut, flounder, and cod. Someone even recently caught a red octopus eating a baby crab! Unfortunately, I missed that catch by about 10 minutes. Comparing the freshwater fish that I know to these saltwater fish is a great free time activity.

Panning for gold on Herendeen Island. The mica in the water is deceptively similar to gold flake.

Another free time activity that is popular is going ashore to hike and explore. We sometimes even have the opportunity to build a fire on the shoreline. There is a lot of driftwood available, but the lack of garbage on the beaches never stops surprising me. There are none of the common waste materials that you find commonly on the beaches in the Northeastern United States. However, there are some plastic materials like bottles and bags. One plastic bottle found even had Korean fishermen use plastic fishing floats, but the glass ones are much older and looked for to use for decorations. The crew suggested that I look for them, but I didn’t find any at all.

Panning for gold is also something that can be done while ashore. I assisted a fellow crew member on the quest for gold, but we were unsuccessful. The rocks in the area have mica in them, so the streams are full of glittery chips. These looked to me like gold, and I thought we had struck it rich, but I was wrong. Standing in the cold stream and searching for gold nuggets is something that I will definitely remember for a long time.

Create Your Own NOAA Experiment at Home

You can explore the types of water organisms in your area like a NOAA crew member. If you are planning on fishing, make sure you have the correct fishing license for your area. Rivers are great places to start because you don’t need a boat to fish on them; you can just fish from the riverbank. Also, if you don’t want to fish, you can examine the macroinvertebrates that live under rocks. In the rivers and streams in Central Pennsylvania where I’m from, you can find mayfly and stonefly nymphs, caddisfly larvae, and water pennies in abundance. The Pennsylvania Fish Commission has lots of great materials available to help with identification of organisms. Looking at water from lakes, rivers, streams, and ponds under a microscope is also an interesting experience. You can learn a lot about the health of your area’s watershed by examining the organisms in the water.

Stephen Anderson, June 30, 2009

Posted on June 30, 2009 by Teacher at Sea

NOAA Teacher at Sea
Stephen Anderson
Onboard NOAA Ship Miller Freeman
June 28 – July 12, 2007

Mission: Hake Survey
Geographic Region: California
Date: June 30, 2009

We’re on station south of Monterey Bay and starting our pattern of parallel east and west course up the coast of California. Imagine a block capital “S” , and you get the idea. Using different frequencies on the sonar, Dr. Chu and his colleagues from NOAA/NMFS/NWFSC can detect various types of marine organisms. Here is a picture of what the screen looks like.

Once they detect what we think are hake, we make ready the net and drop it

Because we didn’t find any hake, we looked at the small fish to see if they had a swim bladder. The swim bladder on a fish is like a balloon that inflates and deflates depending on the depth of the fish. However, when the sound bounces off these swim bladders it may make the fish appear bigger than it actual size. The dissection of these small fish was no fun.

However, today we didn’t find hake. Instead, we found a Humboldt squid, several small fish, and some shrimp.

It’s amazing the number of scientific instruments and studies that are being carried out on this ship. In the following picture a marine biologist is taking a salt water sample. He will then filter it to identify the presence of toxic plants (algae) and animals (plankton). These microorganisms not only affect the food chain, but can also be a threat to humans.

Big squid!

Biologist Anthony Odell conducts a test for toxic plankton

Another instrument they use to monitor the ocean is an XBT. This lead weight is attached by a very thin copper wire. In the following picture a scientist is attaching this to a cable that goes to a computer. This is then “launched” or dropped overboard reading temperatures and sending them to the computer as it sinks to the bottom (greater than 760 meters or 2200 feet).

Biologist Chris Grandin prepares to launch an XBT

Personal Log

The food has been great. There is only an hour for each meal, and you have to eat fast. But there is always a great menu. I’ll have to try to get to the gym or else I’m going to gain weight.
Everyone has been very cooperative. Being on a ship puts you in tight quarters with everyone. This cooperation and team spirit helps to make everything work very smoothly.
There is an emphasis on safety. You can tell that everyone is highly trained for their job and role. Yesterday we had our fire and abandon ship drills. On the deck we wear life jackets and hard hats. Everyone watches out for everyone else. The level of expertise and professionalism is impressive.

Jill Stephens, June 29, 2009

Posted on June 29, 2009 by Teacher at Sea

NOAA Teacher at Sea
Jill Stephens
Onboard NOAA Vessel Rainier
June 15 – July 2, 2009

Mission: Hydrographic Survey
Geographical area of cruise: Pavlov Islands, AK
Date: June 29, 2009

Weather Data from the Bridge:
Position: 55°13.516’N 161°22.812’W
Scattered clouds with 10 miles visibility
Wind: 195° at 14 knots
Pressure at sea level: 1023 mbar
Temperature: Sea; 7.8°C Dry bulb; 13.3°C; Wet bulb; 11.1°C

Assistant Survey Technician, Todd Walsh, and I release the bottom sample that was collected from the sea floor.

Science and Technology Log

Today was another awesome day at sea. The ship picked up the anchor at 0830 to begin our move to a new anchorage. The plan for the day called for bottom sampling while in transit to the new anchorage. Bottom sampling is used to determine the composition of the sea floor. The bottom sampler is attached to a winch with the cable run through a boom to move the sampling device over the starboard side of the ship. The bottom sampler has a bucket that is designed to close when it hits the bottom, collect a sample of the material on the seafloor, and then it is brought back to the surface. The bucket must be secured and locked in place prior to lowering it to the bottom. The operation requires two people manning the device and examining the specimen and another person operating the winch.

The bottom sampler is ready to be deployed to collect a seafloor specimen.

The bottom sampler is opened once it is back on deck and examined by survey technicians. The sediment is observed for color and felt to determine texture elements. Most of the samples examined today were determined to be green sticky mud or volcanic ash and broken shells. This form of sampling provides information about the seafloor that will be of importance to ships that might consider anchoring in the area. Samples are sometimes collected for more extensive study.

While the people on the fantail are examining the sea floor samples, personnel in the plot room prepare to enter the information into the computer. The plot room crew enters the GPS location into the computer plus all descriptive data regarding the samples from the sampling crew. If the sampler returns to the surface in the open position, the sample is determined to be unsuccessful and is repeated.

Sitting in with a night processor allowed the opportunity to review data collected during the day and clean out noise that prevents the computer from selecting the best representation of the sea floor.

Personal Log

Working the bottom sampler and feeling the sea floor sediment was exciting for me. I thoroughly enjoy working with soils to determine various characteristics, so this activity was right up my alley. Although the sampler itself can be managed by one person, it is easier and safer for two people to operate the sampler while a third person operates the winch and boom. My partner and I worked together very efficiently and processed between five and ten samples during one shift. The shifts were divided into one and a half hour periods. I was lucky enough to get two sampling shifts and one shift in the plot room recording the data.

After dinner, I was able to work with one of the night processors to convert and clean data that was collected on one of the launches during the day.

Animal Sightings

A baby crab and a worm were found in some of our bottom samples.

Findings in the bottom sample

Mary Patterson, June 29, 2009

Posted on June 29, 2009 by Teacher at Sea

NOAA Teacher at Sea
Mary Patterson
Onboard NOAA Vessel Rainier
June 15 – July 2, 2009

Mission: Hydrographic Survey
Geographical area of cruise: Pavlov Islands, AK
Date: June 29, 2009

Weather Data from the Bridge
Broken clouds
Wind 6 kts
10 mi visibility
Pressure 1023.9 mb
Dry Bulb Temp 7.8 ˚C, 46˚ f Wet bulb 6.7˚C, 44˚ f
Seas 0-1 ft.
Water temp 7.2˚C

Small “bite” on the propeller

Science and Technology Log

During one of the launch missions of the day, one boat ran aground on an uncharted rock. Immediately, they radioed in and announced that all were safe and they were attempting to back off the rock. Another launch in the vicinity radioed in that they were available to help if needed. Safety is always a priority! The launch was able to get past the rock safely and came back to the ship to be checked out. After the boat was picked up by the gravity davits, the damages were checked out. A few bites out of the propeller and some scrapes across the keel were the extent of the damages. I discovered that extra parts such as a propeller are often kept on board for emergencies such as this. The crew switched launches and went back out to continue surveying.

Gravity Davits

After all launches return, there is a daily survey meeting where each HIC (Hydrographer in charge) reports what they accomplished that day and any problems they had with weather, computers, hardware, software or boat issues. Many times, this turns into a great discussion and problem-solving opportunity. This is a true community of scientists communicating and sharing ideas. The group tries to understand a problem so that it is not repeated. Especially after today, I can truly understand the importance of the work this ship and its crew does every day. We saw a tug towing a barge and several fishing boats in the area today. I can only imagine what could happen if they were to run aground. The survey work being done in this area is essential for mariners. Other work done aboard the ship today included taking bottom samples from the seafloor as we moved to another anchorage. This task required communication from the bridge to the fantail (back of the boat) and the fantail to the plot room and the plot room to the bridge. For the first shift, I worked in the plot room. I used the Hypack software that shows an electronic navigation chart to tell the bridge where we wanted the next sample to take place.

Collecting seafloor samples

The bridge navigated to that location and gave the fantail permission to sample the seafloor. The scientists on the fantail operated a claw-like device to collect the seafloor samples. As they lowered the claw, they radioed to the plot room to tell us how far down it was in 25 m increments. When it reached bottom, I marked that spot on the computer. Then, the fantail radioed as the claw came back up to the surface and finally, what was in the sample. The scientists on the fantail used a chart to identify the size and type of particles found. I made notes as to what was found in the sample on the electronic navigation chart. My partner used Caris Notebook to enter the attributes of the seafloor surface. Then, it was my job to show the bridge, via the electronic navigation chart, where the next target was located. Most of the seafloor we sampled was identified as green, sticky, mud. However, one sample held worms and another held some fine gravel and some broken shells. My next shift was down on the fantail, collecting the samples. This was a great time to dig in the mud! My final shift was back in the plot room logging in the samples.

Personal Log

Collecting seafloor samples

I was initiated into the bottom sample crew with a swath of mud smeared on my face. Later, I realized what a great sea mud mask I could have and wished I’d kept a bucket full of that mud! As we completed our transit to our next anchorage, I spent some time on the bridge. As the conning officer called out instructions, the helmsman and the EOT (Engine Order Telegraph) officer repeated the instruction and ended with “Aye.” I asked if they really had to say “Aye” and ENS Reed explained to me that “Aye” is a confirmation that they have understood the direction given. For example, If the direction was engines full ahead, and you did not say “Aye,” it would mean that the engines were already at full ahead.

Another interesting thing I found on the bridge was the words “left” and “right” on plaques attached beside the front windows on the bridge. I thought for sure that these incredibly smart mariners would know their right from their left without a visual reminder. Again, I was told that it has to do with safety and communication. Think about the times you were driving and you told someone to take a right and they went left by accident. On the ship, the order is given to go right and the helmsman looks at the plaque and turns correctly. This is crucial for stressful situations such as a whale crossing your path or narrow passages etc.

Did You Know?

The EOT (Engine Order telegraph) term dates back to when a pilot wanting to change speed would “ring” the telegraph on the bridge, moving the handle to a different position on the dial. This would ring a bell in the engine room and move their pointer to the position on the dial selected by the bridge. The engineers would move their handle to the same position to signal their acknowledgment of the order, and adjust the engine speed accordingly. This term is still used today even though the bridge can control the engines from their control panel. The same is true of the phrase, “steam ahead.” Even though few modern ships are steam powered, it is a phrase that has come into common usage.

Hydrographer in Charge, Ian Colvert, and me with my “initiation” mud mask!

Hydrographer in Charge, Ian Colvert, and my “initiation” mud mask!

Stephen Anderson, June 29, 2009

Posted on June 29, 2009 by Teacher at Sea

NOAA Teacher at Sea
Stephen Anderson
Onboard NOAA Ship Miller Freeman
June 28 July 12, 2009

The CTD Instruments

Mission: Hake Survey
Geographic Region: California
Date: June 29, 2009

We anchored in Monterey Bay. After putting the anchor down there were several tests that had to be made. The first was to send in SCUBA divers to check our propeller. The second test was to check on the transducers for our sonar. The third was to put over the side the CTD (conductivity, temperature, and density instruments). This instrument is useful not only to tell the composition of the water, but also to determine currents. Included in this set of instruments is an automatic camera that will catch video of the small animals (micro-organisms) at various depths (what the fish eat). The fourth test was to send three balls of different sizes and materials to hang under the boat using what we in Michigan would call salmon downriggers. Dr. Chu, our chief scientist, and Stan Tomich, our engineer, can control these miniature cranes to raise and lower these balls. They can then calibrate (set the readings on the sonar sensors) to make sure they have the correct depth for the fish they will be able to see with the sonar. The sonar array in this boat is accurate to within one centimeter. Later tonight we will weigh anchor to go further south to begin our chase after hake.

Divers over the side to check the propeller and sonar.

For those of you who don’t know hake. This is a cod type of fish that is very important to the fish industry on the west coast of the US and Canada. If you’ve had a fish stick, you’ve probably had hake.

We were visited today by some very interesting animals: several species of jelly fish, several sea lions, a few dolphins, and a mola mola fish which is sometimes called a sun fish.

A Mola Mola, or Sun Fish. This guy was probably 6 feet in length.

Stephen Anderson, June 28, 2009

Posted on June 28, 2009 by Teacher at Sea

NOAA Teacher at Sea
Stephen Anderson
Onboard NOAA Ship Miller Freeman
June 28 – July 12, 2009

The Miller Freeman

Mission: Hake Survey
Geographic Region: California
Date: June 28, 2009

Boarded NOAA ship Miller Freeman, a government research ship of the National Oceanic and Atmospheric Administration, in San Francisco Harbor, Pier 27, at 1600 hours (4 p.m.). We went through our emergency drills of donning a survival suit and learning how to use an EBD (emergency breathing device).

Beautiful sunny weather. Wind picked up from the west.

We weighed anchor and went past Alcatraz, under the Golden Gate Bridge, and then out into the Pacific Ocean. Once we got past the outer marker we turned south to Monterey Bay.

We’re off to chase hake!

The survival suit that is suppose to keep you warm in the Pacific if you have to abandon ship.

Alcatraz with San Francisco in the background

Under the Golden Gate Bridge and out to sea

Kristin Joivell, June 27, 2009

Posted on June 28, 2009 by Teacher at Sea

NOAA Teacher at Sea
Kristin Joivell
Onboard NOAA Ship Fairweather
June 15 – July 1, 2009

Mission: Hydrographic Survey
Geographical area of cruise: Shumagin Islands, Alaska
Date: June 27-28, 2009

The engine room is a busy, confusing, and crowded place, but the engineers know how to maintain every one of the machines.

Weather Data from the Bridge
Position: East of Big Koniuji Island
Clouds: clear
Visibility: 10+ miles
Wind: variable and light
Waves: less than 1 foot
Temperature: 11.2 dry bulb
Temperature: 9.0 wet bulb
Barometer: 1019.2

Science and Technology Log

The engine room of the ship is a very important place. If the machines located there aren’t working, the ship isn’t going to be going very far. I took a tour of engineering and explored the area with one of the engineers. The first impression that I got about the engine room is that you really need to be good with your hands and mechanically minded to work in this area. There are so many different machines that must be maintained, repaired, and monitored that it seems pretty overwhelming when you first walk in. Even though much information about the machines is displayed on a master control board overlooking the engine room, it’s difficult to figure out where each of the machines is located. It’s almost like a whole other world under the floor where the majority of the crew works and lives.

Here I am climbing out of the engineering department using an escape trunk. This pathway is centrally located for easy escapes.

If there is a problem in engineering like a fire or water leak, there are self sealing doors to isolate and contain the problem. The situation is contained to the lower levels of the ship and spread is limited and slow. The engineers can escape from the area using hatches. Crew members are very careful not to place anything on the escape hatches just in case an accident occurs. Safety plays a big part in the engineering department and in the entire ship. It is very important to follow certain procedures for everyone’s safety. The ship has two engines and two generators. Each of these pieces of machinery is large and extensive. Much of the control panel is dedicated to information about their state. Interestingly enough, the two engines are actually train engines and the generators are from General Motors. Both of these, especially the generators, seem to be larger versions of the same land based machines. The engines have seven oil filters apiece. These, naturally, must be changed similar to your personal vehicle. Each of the oil filters is almost two feet long! Many are kept in supply for maintenance purposes.

This is one of the unused oil filters for the main engines of the ship. You can see other filters in the storage room as well.

But, the engineers are not just in charge of the engines, generators, and the other machines that make the ship move through the water. They also must maintain, repair, and monitor the refrigeration, air conditioning, heating, electricity, and plumbing on the ship. Additionally, they are in charge of keeping the five small boats on the ship operating correctly. The ship has two launches, two smaller boats, and one skiff. Each of these presents its own specific problems to maintain. Each of the boats has an engine system that must be maintained. They must be fueled and checked after each day’s work. Anything that breaks must be repaired immediately so that the work on the ship can continue on schedule.

I helped repair one of the smaller boats that was not starting correctly. First, the problem must be diagnosed. So, we used a multimeter to get readings from electrical connections. Salt water corrodes wires quickly. Even though engineer decided to try to clean the components with a wire brush and a knife to create better connections. We cleaned the existing corrosion, but the boat still did not start properly. Next, the engineer predicted that the starter could be the problem since much of the connections to it were very rusty and dirty. We took out the starter and replaced it with a new one; the boat started! It was a relief to be able to use the boat the next day. Without the work of the engineers, the ship would have been short one boat for a period of time. This would prevent work from being completed and put the ship behind schedule; a lot of money would be wasted on operations being incomplete.

I’m lending a hand to repair a boat engine. The batteriesmust be disconnected for safety when working with the starter and other electrical equipment.

Personal Log

Safety on the ship is something that is not taken lightly in engineering or anywhere else. Drills are conducted periodically to ensure that crew members know what to do when an emergency occurs. There are drills for fire, man overboard, and abandon ship. For each drill, each person on board is assigned a meeting spot, called a muster, and function. There are also alternate musters for each emergency in case the first muster is compromised in some way.

Fire drills are important to practice. It’s interesting to note that even though the ship is surrounded by water, fire is one of the most difficult problems to deal with onboard. The ship basically has mini fire stations set up throughout the ship to deal with the emergency. Standard firefighting gear is located at these stations. Certain crew members are assigned to wear the turnout gear and operate the hoses or extinguishers during the drills. Recently, a burned bag of microwave popcorn set off the fire alarm, so these alarms are sensitive!

Practicing the proper technique with a fire hose. These hose stations are located in a variety of spaces all around the ship.

Another situation that can occur is when someone falls overboard. Quick retrieval is very important especially here in Alaska due to the cold temperatures. Different crew members are assigned to be lookouts during a man overboard drill to help with the location of the man overboard. If you see someone when you are a lookout, you must point and alert the bridge to the person’s location to ensure a speedy retrieval. Life preservers are on hand at a variety of locations to throw to the person in the water. The ship also has a line launching device that you can use to shoot a line a lot further than humanly possible. This device is powered by compressed air and shoots the line quite far from the ship.

The last resort in an emergency is to abandon the ship. Since the waters here are so cold, we must be ready to don our emergency suits. I had the chance to practice putting on my suit during a drill. The suit is made of special material that can protect you even in the coldest water. Some of the material seemed similar to a thick wetsuit. You must be able to don the suit quickly and efficiently. The feet are part of the suit, but the arms have tight seals and then you put on mittens separately. There is even a cover for your face that only lets your eyes peek out. As I practiced putting mine on, I got very sweaty, so it seemed to be doing its job already.

Practicing using the line launching device. This tool is helpful in getting help to a man overboard quickly and efficiently.

Create Your Own NOAA Experiment at Home
The crew of a NOAA ship practices emergency drills and you can do these at home, too. In the unlikely event of an emergency, your family can be well prepared and organized. It is always good to be prepared for an emergency; you think more clearly when well prepared.

Did you ever stop and wonder what you should do if your house is on fire? How will you get out of the house? You should have more than one way to get out just in case the first path is compromised. Do you have a meeting place, or muster, for your family? Where is it? Who will bring the pets outside with the family? Where will you call 911 from? Remember, you shouldn’t call from your house if it is on fire; call from a neighbor’s house or cell phone outside your house. You can create an emergency plan for your family and have fire drills periodically.

What about if there is a homeland security emergency? Who is going to pick you up from school? Where will you go to wait for the emergency to be over? Do you have supplies like food and water ready? Who will get the pets and bring them with you? You can create a plan and have drills for this type of emergency as well. That way, if something happens, nobody gets left behind and your family will be comfortable and secure.

Here I am in my emergency suit. This suit can protect you even in the coldest waters. Along with life preservers, hats, and coats, suits must be brought to life raft musters during abandon ship drills.

NOAA Teacher at Sea Blog

Monthly Archives: June 2009

Kristin Joivell, June 30, 2009

Stephen Anderson, June 30, 2009

Jill Stephens, June 29, 2009

Mary Patterson, June 29, 2009

Stephen Anderson, June 29, 2009

Stephen Anderson, June 28, 2009

Kristin Joivell, June 27, 2009