THE CAPTAIN'S REPORT 



NEWPORT NEWS, VIRGINTA TO PLYMOUTH, ENGLAND, MAY 10 TO JUNE 7, 1928 



Weather conditions were rather unfavorable through- 

 out the entire time--strong winds, heavy seas, and cold 

 and rainy weather. The course as planned was followed 

 fairly well for the first two weeks, but during the last two 

 weeks head winds and baffling winds were experienced. 

 The vessel was held off the entrance to the English 

 Channel for ten days by easterly and southeasterly winds 

 and gales. 



In spite of bad weather, declination (D) observations 

 with marine coUimating compass (fig. 15) were made at 

 twenty-nine stations, and horizontal intensity (H) with 

 deflector (fig. 16) and inclination (I) with earth inductor 

 at twelve stations. All magnetic instruments worked 

 well. The maximum range in the inclination for a single 

 station did not exceed 30' as determined with earth in- 

 ductor 7 using improved gimbal mounting (not gyro) and 

 microammeter without amplification. At all but three 

 stations experimental determinations of H were made 

 with the same method; vertical intensity (Z) was deter- 

 mined also at a number of stations. 



The atmospheric-electric program has been carried 

 out as completely as was possible. The radioactive con- 

 tent apparatus has not yet been put in operation. The 

 masthead mounting for the photographic potential gradi- 

 ent electrograph has not been found practicable because 

 of the great play of the masthead in moderate and rough 

 weather. Experiments are being conducted to determine 

 if this equipment may be used at the stern near the eye- 

 reading potential gradient apparatus. 



Six ocean stations for securing temperature and 

 water-sample series were occupied, conditions of sea 

 and weather not being favorable for stopping the vessel 

 on other days. All the equipment, winch, water bottles 

 (fig. 17), and deep-sea reversing thermometers, both 

 protected and unprotected, work excellently. The open 

 glass protecting tubes on four of the unprotected ther- 

 mometers were broken, owing to the thermometer 

 frames being too small. These tubes will be replaced in 

 Hamburg; the thermometers themselves were uninjured. 

 The three water bottles on the bottom end of the wire on 

 one series were not reversed, owing to the messenger 

 being obstructed by some fibrous organism which had 

 become entangled with the wire. Some animal of the 

 deep had fouled the wire. The unprotected thermometer, 

 calibrated for pressure, gave excellent control of the 

 actual depths reached. Usually, due to a stiff breeze, 

 the wire angle at the surface was very large, so that 

 some control of the depth was necessary. 



The townets (fig. 18) were operated at eight com- 

 plete stations, and surface tows were made at fifty sta- 

 tions. Whenever the vessel was hove to or under slow 

 headway, advantage was taken of the opportunity to se- 

 cure surface tows and dip-up specimens with dip nets. 

 Many collections were made at night, using the under- 

 water light. The large meter nets were not used except 

 on one or two occasions, awaiting the devising and con- 

 struction of heavier releasing devices. 



The salinity bridge has been in successful operation 

 from the first and salinities usually are available on the 

 day following the occupation of an ocean station. 



The depth finder has been used at fifty-seven stations. 



Unfortunately it was not possible to check its accuracy 

 with wire soundings, but in shallow water the results 

 agreed to within one fathom of the chart values. 



Daylight contact with radio station NKF (U. S. Naval 

 Research Laboratory at Anacostia, D. C.) failed early in 

 the trip. It is hoped that a more extensive schedule, in- 

 cluding one at night, may be arranged later. Good con- 

 tact has been maintained with station WIMK at Hartford, 

 Connecticut, U. S. A., throughout the trip, with one or 

 two exceptions. 



The ship has been kept up in as good condition as 

 was possible, in view of the almost continuous bad weath- 

 er. The small engine and generator worked well and 

 frequent use was made of the main engine during calms 

 and to get eastward against the head winds. The new 

 arrangements for lifeboats and new laboratories were 

 found to cause too heavy strain on the chartroom owing 

 to lateral thrusts from lifeboat platforms, with conse- 

 quent flooding of the cabin and staterooms. The accumu- 

 lation of water on the main deck naturally is troublesome. 

 While in Plymouth harbor, supports will be installed 

 under the inboard ends of the crossbeams which bear the 

 boat platforms, to take the weight off the chartroom and 

 other laboratories. The heavy weather also caused the 

 copper sheathing to peel off in many places along the 

 water line. The vessel will have to be dry-docked in 

 Hamburg to complete the necessary repairs. 



In general, the vessel labors and works less than 

 heretofore, in spite of being very heavy and low in the 

 water aft. The quarter-deck has been awash manytimes 

 during the trip across, something which has happened 

 very rarely in past cruises. The rigging has kept fairly 

 taut and in good condition. One of the large bronze bolts 

 holding the topgallant mast in place on the top of the fore- 

 mast carried away early in the trip. 



After the ten-days' delay with head winds, the vessel 

 was within a few hours' sail of picking up the first land- 

 fall at Bishop Rock, Scilly Islands. Then it began to rain, 

 fog and mist closed in, and it was necessary to stand off 

 to sea again. After several hours, it cleared up enough 

 to head for the light, which was picked up at midnight. A 

 fine fair wind took the vessel to within ten miles of Plym- 

 outh by afternoon of the following day, when it began to 

 rain, mist and fog set in, and the wind hauled ahead. We 

 were on the point of heading back to sea a!gain, when the 

 headland was sighted two miles west of Plymouth harbor. 

 We then took in square sails, started the engine, and beat 

 our way to port against a rising gale, with only one hour 

 of daylight remaining. The pilot was found awaiting in- 

 side the harbor when the vessel had already gained a safe 

 position near the breakwater. In letting go the port 

 anchor, the new cable was so stiff and hard and wet from 

 continual bad weather that it kinked and could not be let 

 out rapidly enough to fetch the vessel up against the gale. 

 The starboard anchor was let go just in time to avoid 

 danger, and the vessel remained at anchor until taken to 

 the well-sheltered inner harbor the next morning. For 

 the next thirty-six hours a terrific gale blew from south- 

 east to southwest which would have sent us hurrying back 

 to sea again for another week, had we first been lucky 

 enough to weather the confines of the channel. 



