Posts that were imported from the historical MATE blog at marinetech.org
Hello!
Tomorrrow is the big day, the day I start my internship aboard the R/V Sharp! It has been a whrilwind few weeks with the end of finals and packing but it has been worth it. I am honored that I was selected for this opportunity and am so excited for it. I want to thank Nandita for all her help in getting ready and making sure all the paper work is in order.
See you next week,
Maia
Since joining the vessel, I have learned how to cast a CTD, deploy ARGO floats and drifters, and what the processes entail to launch and recover TAO buoys; and those lessons, were mostly closely associated with the maintenance aspects specific to this expedition. However, those maintenance tasks were the easier part for me to absorb as I am not a novice sailor, nor do I lack mechanical skills. I also learned a lot about how to operate a plethora of electronic equipment that allows us to collect meteorological and oceanographic data; these are the ones I feared the most and all the while being fully aware that these are the bread and butter of a marine tech’s job description. Working as a marine tech is a lot as I anticipated and really stretched the limits of my knowledge base. See, the one aspect of the internship that gave me the most cause for pause, even while I was applying for the position, was knowing that the depth of my computer skills would be my Achilles; and, it has been. Yet, I have strengthened that weak spot and overcome some of the hesitation that is hallmark to such inadequacies. The picture I’ve chosen to accompany this article is a collage of all the different equipment that minimally, I have learned how to operate and maintain, and some, I have even learned how to troubleshoot and repair. From the multibeam that sends signals to the ocean floor for mapping, to maintaining our internet for communications to shore, which is so important professionally (and for a happy crew), to the SCS (Scientific Computer Systems) which monitors and logs no less than 168 sensors (at the moment), I can walk into the computer lab, and know when something is amiss, what that something is, why and how it is monitoring, how critical it is to operations and sometimes, EXACTLY what to do to fix it! Take that Achilles!
The dynamic fashion of the marine environment makes the idea of placing something like a grid (or a buoy) in a spot and expecting it to be there the next day, let alone a year later, a special task. The buoy, or what’s left of it in the photo, is just one of the issues we encountered that caused our route and plan to be adjusted. We had set this buoy and did the obligatory checks to ensure it was functioning properly before moving on to out next destination, just to be recalled to it within a day; we had lost all transmissions. In route to another maintenance recovery, we were informed just about a day before scheduled arrival that the buoy had moved 12nmi before losing contact; we didn’t find that one. Add to the fluid nature of the ocean, the corrosive environment and punishing ultra-violence of the sun, it’s little wonder that buoys have been such a reliable source for data at all. For instance, we’ve had to cut the mooring line twice now as the release mechanism did not respond properly to the release code, yet we recovered the buoys and most of the moorings. We cannot say with any certainty why the mechanisms did not release as average depth for these two devices hover around 3500m. The ocean is a world filled with hazards and unknowns. In spite of all these variables and possible derailments, the science team, through triangulation, determined that the last two buoys were located within 3m and 1m respectively of their designated stations, and we have managed to stay on schedule, pretty impressive. I believe these accomplishments speak volumes about the entire team’s ability to communicate, prioritize and function as a unit to fulfill our best laid plan.
As an intern on the R/V Oceanus I have had the pleasure of watching experienced marine technicians not only work on deck but also work on cruise planning logistics in the office. On my last internship I never had the ability to see how cruises were actually planned and how marine technicians worked through logistical issues with the science party. What I have witnessed is both amazing and slightly daunting to a new technician. A constant flow of emails with questions and concerns are often waiting for us each morning, and it can be frustrating as you must research whether or not a scientist’s supplied gear will work on your vessel. If the gear the science party wants is not personally supplied then you must look into the different UNOLS equipment pools. Two of the pools I am quickly coming familiar with are NORCOR operated by OSU and the West Coast Winch Pool operated by Scripps. NORCOR primarily offers coring and dredging gear for the UNOLS fleet while the West Coast Winch Pool offers various winches and spoolers.
While planning a cruise a marine technician and chief scientist must assess what sort of winch and wire, if any, are needed for their operations. Currently the Oceanus is outfitted with two small starboard winches (DESH-5 and COM-15 models) and one stern winch (Dynacon HT). Generally there are four standard categories of oceanographic cables, trawl, hydrographic, electro-mechanical/CTD, and fiber optic. Below is a chart of the general characteristics:
Trawl
Hydro
E-M/CTD
Fiber Optic
Size
9/16”
1/4″
.322”
.681”
Construction
3 x 19 galv.
3 x 19 galv.
2 armor galv.
3 armor galv.
R.B.S
32,500 lbs.
6,750 lbs.
11,600 lbs.
46,000 lbs.
Yield
24,375 lbs.
5,063 lbs.
5,000 lbs.
—
2% Yield
28,600 lbs.
5,900 lbs.
—
—
S.W.L
14,300 lbs.
2,950 lbs.
4,500 lbs.
14,000 lbs.
Below are three figures showing the internal slice of the Trawl, E-M, and Fiber Optic wires. I was unable to find a diagram of the 1/4 “ Hydrographic wire.
Trawl wire and hydrographic wire are both generally used on the aft winch as a means of deploying and/or towing various scientific insturments. Trawl wire (9/16″) is used for heavier objects due to it’s size and breaking strength while hydrographic wire (1/4″) is used for smaller applications.
Figure 1. Construction diagram of the 9/16” 3 x 19 Trawl Wire and the 1/4″ 3 x 19 hydrographic wire. All UNOLS 3×19 wire rope are torque balanced, meaning that the rope resists rotation and on the sudden release of the load will not kink or form loops. They also have a higher strength to weight ratio when compared to conventional 6-strand rope.
The .322″ E-M cable is used for various insturments, most commonly a CTD (conductivity, temperature, depth sensor), as its internal electrical conductors, made of copper, allows data transmission to happen between an insturments and its deck box. This allows for functions such as real time variable profiles (exp: CTD display of temperature, salinity, depth) as well as triggering an insutrment to open/close (exp: closing of a niskan bottle on a rosette).
Figure 2. Construction diagram of the .322” Electro-mechanical/CTD cable
The .681″ Fiber optic cable is simialr in a way to the EM cable due to the fact it is also used to trasmit data back and forth from an insturment to a deck box with the exception that it uses thin strands of coated glass fibers instead of copper conductors. To transmit data information is digitized and coded onto light pulses whcih travel along the glass fiber at the speed of light. Once it reaches it’s destination a decoder coverts the information back into a useable format. Due to this process it is much more effiecent then copper conductors. A notable example of its use is in the deployment of ROV’s such as ROV Jason on the WHOI ships. These fiber optic cables allow the ship to send commands to Jason as well as recieve the data and images that the ROV captures.
Figure 3. Construction diagram of the .681” Fiber Optic cable
Currently the R/V Oceanus only has two types of wire on board, the .322” E-M and the 9/16” 3×9 Trawl wire. However both .680 E-M and .681 Fiber optic cables are available if requested.
Breaking Loads
When it comes to working with wire two of the most important considerations to keep in mind are breaking loads and the safe working load. Breaking loads are separated into three categories (definitions are from the UNOLS Appendix A):
-Nominal Breaking Load (NBL): Manufacturer’s minimum published breaking load for a rope or cable.
-Tested Breaking Load (TBL): The actual load required to pull a tension member to destruction as determined by testing.
-Assigned Breaking Load (ABL): Will be the lowest of the Nominal Breaking Load and Tested Breaking Load. In practice, ABL = NBL unless testing shows the TBL < NBL.
The Safe Working Load is the maximum load that is allowed to be supported during normal operation. It is derived from the Able Working load (ABL) and a Factor of Safety (FS), the Factor of Safety is selected by the operator based on rules set by the UNOLS Appendix A. So: SWL = AWL / FS
In order to determine the Test Breaking Load (TBL) of a wire the UNOLS ship is required to send a sample of their wire to the WHOI Wire pool. There they will conduct a tensile test using either fixed ends or one end free to rotate (depending on the requirments of the wire). After the sample wire is broken the ship will recieve a certifiation of testing report showing the breaking features of the wire. Below is an example test certification:
Depending on the results of the break testing and the Factor of Safety selected for the wire, testing could be required every 6 month, annually, or every 2 years.
Overall this has probably been a very technical and in some ways confusing blog post. However this is the nature of the marine technician buisness. Understanding the basic concepts of the tools given to you, as well as the guidelines setforth by the fleet and home institutions (UNOLS Appendix A) can allow you to be a better safer technician. Plus…where’s the fun in all of this stuff if it wasn’t a little confusing? Life would be boring if it was always so straightforward.
Next Post: Understanding Wire and Rope (Part 2) – Rope
While in transit, my mentor has shown me the ropes (no pun intended). The list of responsibilities of a marine technician seem as long as the day, but to button hole the job description, I would say, marine techs are here to serve the mission, which includes the needs of the many as well as the few, professional and personal. In addition, one tries to throw in whenever and wherever possible to get the job done. In general, we are the keeper of data, the link in communication and the glue that holds all the parts as a whole (next to the steward, of course, the food has been AMAZING!). Casting CTD’s has become mostly a night time event as the TAO buoys have to be done in the light of day. The CTD’s can acquire much more than just conductivity, temperature and depth; in fact, they can be outfitted with various sensors or equipment to measure or sample just about any parameter that the science crew requires. The one in the picture is loaded with this vessel’s standard equipment, which includes 24 bottles to sample water and oxygen sensors. Oh, and the catching? When we pull a buoy out the fish follow, and we get out the mitts because they practically jump on the deck! Fresh and local fish are a staple on this ship!
I arrived to the ship on Saturday the 4th, meet the other two techs, Brandi and Jenny (behind me in the photo) and got the orientation tour. No time to waste as we prep’d the ARGO floats for use. Disappointment of the day? trying to find my cabin again! The next day was Easter, but there’s no rest for the wicked .. or in our case, the Easter Bunny! He found us in spite of our undisclosed location and was very generous, leaving sweets and coins. Easter was our last day to go ashore, so we spent some time relaxing a bit and laughing a lot. Today we pulled out of port, and I am in the umpteenth hour of my watch. I’ve been shown so many aspects of my job already but have many more to learn. My training is interesting and going very well in large part due to my mentor (Brandi) who is organized, patient, relaxed and funny; it’s gonna be awesome!
Date: 4/2/2015
Time: 17:00
Location: Newport, Oregon
Cruise: 03d – Dever – Ocean Observatories Initiative (OOI)
Project summary –
The Ocean Observatories Initiative is essentially the biggest and some may suggest the most important work currently underway in the field of oceanography for this decade. With a $386 million network of cabled sensors, moorings, seafloor installations, and autonomous vehicles the OOI project is attempting to create a fully integrated system for the collection of oceanographic data on coastal, regional and global scales. This project is lead by the Consortium for Ocean Leadership and has five major components that separate universities have spearheaded. Below is a list summarizing the universities and their active roles in this project. Figure 1 provides a map of the array and node locations for reference:
1) Woods Hole Oceanographic Institution + Scripps Institution of Oceanography
– Pioneer and Global Arrays, including moorings and autonomous vehicles
2) Oregon State University
-Endurance Array moorings and autonomous vehicles
3) University of Washington
-Regional cabled seafloor systems and moorings
4) University of California, San Diego
– Cyberinfrastructure
5) Rutgers University + University of Maine + Raytheon Mission Operations and Services (An American Defense contractor known for their work with weapon, military, and commercial electronics)
-Education and public engagement software infrastructure
*Image may not show on certain browsers. Compatible browsers appear to be Safari and Internet Explorer
Figure 1. Map of the Coastal and Global Scale Nodes final design concept. It shows the locations of the four Global Arrays, the Endurance Array, and Pioneer Array. The Endurance Array has elements connected to the Regional Scale Nodes (insert). Map provided by the OOI website.
For my internship I was granted the opportunity to work with the Oregon State University OOI group for the construction and deployment of the Endurance Array moorings. Essentially the Endurance Array consists of two mooring lines, the Oregon – Newport and Washington – Grays Harbor lines. These lines contain three fixed depth sites, the slope (~500-600 m), shelf (~80-90 m), and inner-shelf (~25-30 m ) and some components are connected to the Cabled Array that the University of Washington leads. On top of moorings the Endurance Array also consists of six gliders. Figure 2 is a detailed map of the Endurance Array system.
*Image may not show on certain browsers. Compatible browsers appear to be Safari and Internet Explorer
Figure 2. Map of the Endurance Array showing the Oregon and Washington mooring lines. Also shown are the connections to the Regional Scale Node cabled infrastructure (at 80 m and 500 m sites) as well as the glider flight paths. Map provided by the OOI website.
Log
Today was the first day of sailing for the 03d cruise. Originally we were supposed to set sail on April 1st but multiple factors prevented this from happening. Due to the tremendous size of these moorings we have to carefully consider the sea state and equipment being used to deploy the gear. While we had relatively calm seas on the 1st we discovered that our Heavy Lift Winch (HLW – a specially designed winch built just to handle these buoys) was having multiple issues. The first is that its use appeared to be creating an unsafe energy surge in the ships generator. Luckily the ships engineers were able to fix the issue (though I’m unsure what they did). The second issue that we came across was a hysteresis problem. Once we had solved all of our HLW problems we were able to load the ship with our first buoy.
Overall the deployment of the buoy went all right but it could definitely be labeled as stressful. One wrong move and it would not just be an expensive instrument on the line but more importantly someone’s life. Due to this being my first major cruise I sat back for the deployment to watch and understand the overall operation. Due to the calm weather we were able to take the deployment nice and slow, so over the period of an hour we had finally deployed the whole setup without any issues. For the most part the only scary part of this deployment was getting the actually buoy over the side and trying to keep it under control. We had used all the available points for tag lines but it would have benefitted to have more to keep it in control when it got in the air and over the side as it had started to swing quite a bit before we could get it in the water. Figures 3, 4, and 5 show the buoy and its connected parts.
Once we had completed the Mooring deployment we moved on to retrieving a small “surface piercing profiler (SPP)”. During this operation I actually got to help as I ran the A-frame under the direction of our AB Doug. After we completed the retrieval we headed back to the dock for the night and are currently loading the next mooring as I type. Overall this cruise is off to a decent start.
*Image may not show on certain browsers. Compatible browsers appear to be Safari and Internet Explorer
Figure 3. Concept drawing for the Endurance shelf mooring consisting of the buoy (2), NSIF Instrument configuration assembly (1), HIB Module (6), and Multi functioning node/anchor (MFN- not numbered). All parts are connected by EM Chain (5, 12) and stretch hose (4). Diagram provided by OOI.
Figure 4. Surface Buoy Assembly
Figure 5. Full mooring setup being tested, attached buoy is for the inshore sites.
Figure 6. Deployment of the 80 m Shelf buoy.
Date: 3/25/2015
Time: 20:58
Location: Corvallis, Oregon
Quick introduction
Greetings to the few people that will probably glance over this blog post, my name is Sonia Brugger and I am the 2015 6-month MATE intern. A brief background about myself: I graduated from the University of Washington in June 2014 with a degree in Oceanography as well as Aquatic Fishery Sciences. I have spent time on the R/V Thompson, Barnes, and New Horizon as well as having had the pleasure of spending July-October of 2014 on the R/V Savannah for my short term MATE internship. Overall the majority of my past cruise experiences have been focused around biological and physical oceanography.
Log
It has been four days since I officially started my internship. The first two days consisted of checking into my housing as well as meeting the new hire for the OSU Marine Tech pool. On Sunday Rob (the new hire) and I drove down to Newport, OR where the R/V Oceanus is stationed to meet the crew and tour the ship.
Monday was my first day of actual work. Since the ship was leaving for a 4-day cruise starting Tuesday morning I spent a short portion of my day helping load gear, which consisted of a large amount of geological sampling instruments (grab sampler, gravity/piston corer, box corer). With the loading completed I learned how to terminate the .322 CTD wire and calibrated the tension sensor through load testing. There were also other small projects that I helped the other techs with such as installing sensors to the CTD package, putting up a bench in the wetlab for the science party, and troubleshooting the fluorometer. Overall it was a long day, around 14hours including the hour-long drive from our tech shop in Corvallis to the dock in Newport.
Today was relatively tame compared to Monday. Rob and I drove to Newport in the morning to bring over some paperwork and help the tech Johna with any last minute things before her cruise left. Overall there wasn’t much to finish up other then making sure the cables on the CTD package were ziptied and we didn’t leave any unnecessary gear on the ship. Afterwards we headed back to Corvallis to meet with the OOI (Ocean Observatories Initiative) group that would be sailing with us next week. We sat in a cruise plan meeting and got to check out all of their buoys/moorings. It was pretty exciting and yet rather unnerving to know that will be my first cruise as a marine technician on the R/V Oceanus. The OOI project is one of the biggest and probably could be considered as one of the most important projects currently going on in the oceanography community. The buoys that we will be deploying and retrieving are some of the largest ones built which makes them extremely difficult in a deck operation standpoint. As marine technicians for this project we will have to get one of our techs trained in the operation of a special heavy lifting winch that will be installed on the ship Saturday and is the only thing capable of working with the massive equipment. Overall it has been a thrilling start to my internship. I’ve already learned a lot of useful things and met some great people.
The stress of knowing that if you forget something you’ll have to do without or rely on the kindness of strangers and the thrill of knowing a new adventure is on the horizon. I am feeling all of this at the moment. Lucky dinosaurs have no idea … but they did miss out no?
Image courtesy of Dan Regan
Powered by WordPress & Theme by Anders Norén
