14 



WORK OF THE CARNEGIE AND SUGGESTIONS FOR FUTURE SCIENTIFIC CRUISES 



Balboa in October 1928. It was necessary to discard 

 about 2700 meters of wire. With over 4000 meters out, 

 the 120-pound lead weight on the end and seven or eight 

 bottles in series, the strain on the wire is very great, 

 especially when there is any current or drift. On the 

 same day, difficulty in controlling the new sounding 

 machine caused a break in the piano wire, and the loss 

 of snapper no. 7. The piano wire was shifted to the 

 winch on April 25, but owing to shortage of snappers no 

 bottom samples were secured after April 28 until en 

 route from Guam to Japan. 



On April 28 the deep water-bottle series had to be 

 repeated because the first messenger caught in a jelly- 

 fish. On April 30 the messenger-chain caught under the 

 wire-guide on one water bottle and the deep series again 

 had to be repeated. On May 2 the vessel was rolling and 

 surging so heavily that the piano wire of the bottom 

 sampler fouled the bottle-wire and they came up en- 

 tangled. Seven hours were required to untangle the 

 wires and finish the station, and 2000 meters of piano 

 wire were lost. The deep series thus was repeated 

 three times, owing to accidental interference with mes- 

 sengers and with wire. In order to have at least 3000 

 meters of bottle wire, it was necessary to splice on 1100 

 meters remaining from the wire used in the Atlantic. 

 This made it necessary to use one messenger on a long 

 chain to clear the splice. Bottle M was attached above 

 the splice and its messenger, hanging on the long chain, 

 was attached below the splice. This chain later was re- 

 placed by a wire to avoid trouble due to the chain catch- 

 ing on parts of the bottle . 



When attempting to get a bottom sample on May 9 

 the usual 50-pound weight was used with the snapper. 

 The vessel was drifting with the wind and current so 

 rapidly, however, that the angle soon reached 75° and 

 the attempt was abandoned. It was decided to experi- 

 ment with heavier weights to be detached when the snap- 

 per struck bottom. The Sigsbee releasing-device was 

 removed from the tube and attached to the end of the 

 snapper rod. Apparently the arrangement should have 

 functioned but, unforhmately, the splice parted where 

 the drift line was attached to the piano wire. The 

 weights used, 120 pounds, were too heavy. It is intended 

 to use this scheme after suitable weights and snappers 

 are made in Japan. 



The sonic depth finder results were of unusual in- 

 terest in that we crossed over many shoals and deeps, 

 showing a generally mountainous region on the ocean 

 floor. One region varied in depth from 6500 meters to 

 4000 meters and back to 5700 meters. Another varied 

 from 5600 meters to 1340 to 5130 meters, to 1900 me- 

 ters, and back to 5800 meters. Two days before reach- 

 ing Guam, at 14° 32' north, 147° 28' east, the depth was 

 8060 meters, the previous depth, twenty miles northeast, 

 being 2892 meters. This is the northeast end of Nero 

 Deep. 



During the five days' stay in Guam the old 4-mm 

 aluminum-bronze cable was removed from the reel and 

 the new wire, 6000 meters, received at Callao was in- 

 stalled. Six new weights were cast for use with the 

 Sigsbee sounding tube and the exhaust pipe for the Buf- 

 falo engine was brazed where cracked. 



The magnetic station at Sumay was reoccupied. The 

 stay was all too brief but was much enjoyed through the 

 very generous hospitality which was extended by Gover- 

 nor and Mrs. Shapley, and the Navy and Marine person- 

 nel, as also by Superintendent MuUahey of the cable 



station, who placed his home and his car, with himself 

 as chauffeur, at the disposal of the party. 



After taking on fresh water and gasoline, sail was 

 set for Yokohama on May 25, keeping the easterly trade 

 wind for four days and making good daily runs. The 

 wind then shifted to the south and varied between south- 

 east and southwest until June 2. On the night of June 1 

 the positions of a typhoon for the two preceding days 

 were received by radio from the Manila Observatory 

 through amateur station KIAF. The wind had been in- 

 creasing in force all afternoon and the sea was becoming 

 heavier. We at once plotted these positions on the chart 

 and predicted the path which the storm center would fol- 

 low. By rough estimation of its rate of travel, it seemed 

 due to intercept the Carnegie's track within a few hours. 

 The barometer had dropped four millimeters during the 

 preceding eight hours and it seemed wise to head east by 

 south and place the vessel in a safer position to avoid 

 the path of the storm. After running eastward for two 

 hours, the barometer began to rise and the wind moder- 

 ated so we hove the vessel to and waited for wind and sea 

 to moderate further. After another wait of two hours, 

 course was again set toward the northwest, the vessel 

 riding on the tail of the typhoon. The wind continued to 

 shift to the right, showing that the storm had passed on 

 to the eastward. We got a great thrill out of this first 

 experience in handling a storm by radio, and everything 

 worked out like clockwork and exactly as predicted, 

 from information received within the hour by radio. 



There followed four days of rough sea, contrary 

 winds, and engine running. During this period radio re- 

 ports gave the location and speed of another typhoon 

 coming toward the southern part of Japan. When within 

 fifteen miles of the entrance to Tokyo Bay, late on Wed- 

 nesday night, June 5, a rapidly falling barometer and 

 rainy, threatening weather made it necessary to heave 

 the vessel to in order to judge the nature of the storm 

 and to see the headland. After waiting until 5h on June 6, 

 conditions became worse and it was decided to get off- 

 shore to increase the margin of safety. After running 

 the engine five hours, the wind and sea had risen to such 

 an extent that again we had to heave the vessel to, this 

 time on the southern edge of the typhoon. The ship was 

 now about eighty miles offshore. About noon, on June 6, 

 the barometer appeared to reach Its lowest point and be- 

 came steady. The wind began to moderate and back from 

 south toward west, the storm center apparently having 

 passed to the west and north. The Thursday radio re- 

 port from Manila gave the typhoon center a position ten 

 miles north of us on Thursday noon. Two sails were 

 lost and several minor accidents happened on deck, but 

 the vessel rode through the heavy seas in good order. 

 By early Friday morning, June 7, the sea had moderated 

 and the wind had shifted to northeast. Sail was set and 

 by llh Tokyo Bay was entered, the vessel going up to 

 Yokohama under engine power and arriving at 19h 45m. 



The following observations were made while en 

 route from Guam to Yokohama: 21 declination measure- 

 ments, 6 inclination and horizontal-intensity stations, 5 

 ocean stations, 5 bottom samples, 48 sonic depths, one 

 atmospheric-electric series, and 4 bottom tempera- 

 tures. 



With the sonic depth finder a new deep was discov- 

 ered on May 29 at 23?8 north, 144.°1 east, and was 

 named Fleming Deep, in honor of J. A. Fleming the As- 

 sistant Director of the Department. The greatest depth 

 observed was 8650 meters. This deep was traversed in 



