OPR-B396-NRT5BH2-16Hudson RiverHudson RiverNavigation Response Team 5 and Bay Hydro IIH128743Danskammer Point to KingstonNew YorkUnited States50002016LT Andrew R. ClosNavigable Area2016-04-132016-08-102016-09-29Multibeam Echo SoundermetersUniversal Transverse Mercator (UTM)UTCPacific Hydrographic BranchThe purpose of this survey is to provide contemporary surveys to update National Ocean Service (NOS) nautical charts. All separates are filed with the hydrographic data. Any revisions to the Descriptive Report (DR) generated during office processing are shown in bold red italic text. The processing branch maintains the DR as a field unit product, therefore, all information and recommendations within the body of the DR are considered preliminary unless otherwise noted. The final disposition of surveyed features is represented in the OCS nautical chart update products. All pertinent records for this survey, including the DR, are archived at the National Centers for Environmental Information (NCEI) and can be retrieved via http:// www.ncei.noaa.gov/. NOAAThis survey was conducted at the request of the Hudson River Pilots Association to update nautical charts on the Hudson River. Acquisition for survey H12874 began in Kingston NY, and continued about 21 nautical miles south to Danskammer Point.41.931273.962541.573673.9503Northern extent of surveyed area.SupportFiles\AreaSurveyed_North.bmpSouthern extent of surveyed area.SupportFiles\AreaSurveyed_South.bmpCertain areas were surveyed past the sheet limits in preparation for future re-charting of the area at 1:12000 scale. The assigned sheet limits, set back from the shoreline by 2mm at 1:40000 scale, were exceeded to prevent the need to return to the extreme near shore area when the region is re-charted at a larger scale. Blue dashed line indicates the nearshore survey limited based on 1:40000 scale raster chart. SupportFiles\SurveyLimitsExceeded.bmpThe Hudson River Pilots Association is requesting updated survey data in the Hudson River from the Tappan See Bridge up to Albany, NY. Ship traffic to the facilities in Albany and along this section of the Hudson River is steadily increasing and the maximum draft of the vessels calling on the port is getting deeper. Existing chart data outside the federal channels in this area dates from prior to 1939 and in many cases pre-1900 surveys. The federal channel in this area is only 400-ft wide and the size of ships is exceeding 600-ft in length, which necessitates maneuvering outside of the federal channel. The pilots feel more recent survey data is warranted in this area, especially given the heavy storm activity that has occurred in the past several years, and the increased shipping traffic carrying hazardous cargoes, such as crude oil.The entire survey is adequate to supersede previous data.All waters in survey areaObject Detection Coverage accomplished using either: A) Object detection MBES, or B) 200% SSS coverage with concurrent set line spacing SBES or MBES. Refer to HSSD Section 5.2.2.1In some locations, seasonal marinas with floating docks were present which prevented the survey acquisition from occurring up to the 12 foot nearshore limit. Efforts were made to collect as much data as possible in these areas, but ultimately there are a few small areas with incomplete coverage.Incomplete coverage to the 12 foot contour due to the presence of floating docks and moored vessels.SupportFiles\CantReach12foot.bmpExample of seasonal dock with moored vessels found within the survey area.SupportFiles\IMG_20160907_155806820.jpgMBES coverage shown with raster chart 12347 in the background.SupportFiles\SurveyOverview.bmpS30020666.70000050.700666.70000050.707.600009.882016-08-102016-08-222016-08-232016-08-242016-08-252016-08-302016-08-312016-09-012016-09-022016-09-062016-09-072016-09-082016-09-132016-09-142016-09-152016-09-162016-09-192016-09-202016-09-212016-09-272016-09-282016-09-29One (1) DP was acquired as part of H12874.Refer to the Data Acquisition and Processing Report (DAPR) for a complete description of data acquisition and processing systems, survey vessels, quality control procedures and data processing methods. Additional information to supplement sounding and survey data, and any deviations from the DAPR are discussed in the following sections.S3002332.5S3002SupportFiles\nrt_underway.jpgKongsbergEM3002MBESApplanixPOS M/V V5Positioning and Attitude SystemTrimbleSPS361Positioning SystemSeabirdSBE 19+Conductivity, Temperature, and Depth SensorAMLMicro XSound Speed SystemS3002 acquired 666.7 linear nautical miles of mainscheme bathymetry and 50.7 linear nautical miles of MBES cross lines, which equates to 7.6% of mainscheme MBES data. Crosslines were compared to mainscheme using a difference surface, created in CARIS BathyDataBase. By comparing with the difference surface method, every instance of overlap was evaluated. The mean was 0.011 meters and the standard deviation was 0.091 meters. Additional comparison was made using CARIS Subset Editor and a 50 centimeter BASE surface to visually identify areas of mainscheme/crossline disagreement. Areas of largest disagreement near the outer beams of the MBES swath. Additionally, a slight vertical offset was detected during crossline comparison. See Section C.3 for additional discussion of this issue.05.385ERS via VDATUMS30022.000.5Density and Uncertainty statistics were calculated using Pydro Explorer's CSAR QA tools. For H12874_MB_50cm_HRD_Final, H12874_MB_1m_HRD_Final, and H12874_MB_2m_HRD_Final, greater than 99.5% of all nodes meet or exceed density and Order 1a uncertainty requirements. An accuracy layer named "Order_1a" was created for each finalized BASE surface using the formula: Uncertainty/((0.5^2 +((Depth*0.013)^2))^0.5). This formula produces a ratio of calculated uncertainty to allowable uncertainty. Values greater than 1 indicate nodes that surpass NOS Order 1a uncertainty limits. The generated layer is used for visual identification of areas with unusually high uncertainty. The majority of nodes that are near or beyond the allowable uncertainty threshold are in areas that are: extremely steep, rocky, only covered by the outer extents of the multibeam swath, or effected by a vertical offset between different survey days. See section C.3 for further discussion of the vertical offset. Areas of lowest density were found near the extreme edges of the sheet or where water depths ranged between 15 and 22 meters. During evening processing, density layers were analyzed in CARIS HIPS and additional bathymetry was later acquired in areas of low density. 50 centimeter CSAR statistics.SupportFiles\H12874_MB_50cm_HRD_Final_UncertaintyDensity.png1 meter CSAR statistics.SupportFiles\H12874_MB_1m_HRD_Final_UncertaintyDensity.png2 meter CSAR statistics.SupportFiles\H12874_MB_2m_HRD_Final_UncertaintyDensity.png'H12874_MB_2m_Final' was not submitted as part of H12874. The surfaces submitted as part of H12874 are as shown in section B.5.2, Table 8. The finalized grid 'H12874_MB_4m_Final' was found to meet density and uncertainty standards (as defined in the HSSDM section 5.2.2.2 and 5.1.3) during office review.The northern portion of H12874 junctioned with H12873. H12873 was collected as part of the same project a few weeks prior to H12874. Survey vessel S3002 collected all of the data within H12874, while the Bay Hydrographer II collected all data within the junction region of H12873. Survey H12874 generally junctioned well with H12873. A difference surface was created using the 50 centimeter finalized BASE surfaces of each survey and then statistics were computed in CARIS HIPS. The mean difference was 0.13 meters and the standard deviation was 0.058 meters. The mean difference of 0.13 meters is attributed to a known vertical offset between S3002 and Bay Hydro II, that was discovered and partially resolved earlier in the project (Sheet 1, H12872). H12874 junction statistics with H12873.SupportFiles\H12873_Junction_stats.pngSonar system quality control checks were conducted as detailed in the quality control section of the DAPR.None ExistThere were no conditions or deficiencies that affected equipment operational effectiveness.None ExistThere were no other factors that affected corrections to soundings.SVP casts were typically taken every two to three hours in the deepest area being surveyed at the time. The SVP casts were applied to the MBES lines in CARIS using the "nearest in time," method.Although the survey area covered a 25 nautical mile span of the Hudson River, surface sound velocity and water column sound velocity profiles showed very little variation, even across different days and work areas that were 10-20 miles apart. Sound velocities ranged from 1496 meters per second (m/s) to 1503 m/s and it was rare to see more than a 3 m/s variation over the course of the day. Upon inspecting MBES data in CARIS Subset editor, no sound velocity artifacts were found. All equipment and survey methods were used as detailed in the DAPR.All data reduction procedures conform to those detailed in the DAPR.All sounding systems were calibrated as detailed in the DAPR.Raw Backscatter was logged in the .all file. Backscatter was not processed by the field unit.NOAA Extended Attribute Files V_5_4.H12874_MB_50cm_HRD_FinalCUBE50020NOAA_0.5mObject DetectionH12874_MB_1m_HRD_FinalCUBE11840NOAA_1mObject DetectionH12874_MB_4m_HRD_FinalCUBE43680NOAA_4mObject DetectionH12874_MB_50cm_HRDCUBE500.2744.81NOAA_0.5mObject DetectionH12874_MB_1m_HRDCUBE10.3144.60NOAA_1mObject DetectionH12874_MB_4m_HRDCUBE40.4143.11NOAA_4mObject DetectionThe survey was carried out to meet the Object Detection MBES Coverage requirements as defined by section 5.2.2.2 of the Hydrographic Surveys Specifications and Deliverables (2016 ed). Field installed tide or GPS stations were not utilized for this survey, so no HVCR report is included. However, additional information discussing the Real Time Kinematic GPS correction method used for this survey can be found in the accompanying RTK Procedures document in the Project Reports folder.Hudson River DatumERS via VDATUMOPR-B396-NRT5BH2-16_HRD.csar0OPR-B396-NRT5BH2-16_HRD.csarA separation model was provided by NOAA's Navigation Response Branch.North American Datum of 1983 (NAD83)Universal Transverse Mercator (UTM) - Zone 18Smart BaseCTBRCTBRNYKTNYKTNYLCNYLCNYMDNYMDNYNBNYNBNYVHNYVHDue to dropouts of the New York State Department of Transportation Real Time Network, Real Time Kinematic (RTK) solutions were not available for day numbers 264 and 265. For these days, Post Processed Kinematic (PPK) solutions were calculated using Applanix POS MMS 7.1 software. The SBET and RMS files were applied to the data in CARIS HIPS.Use of Real Time Kinematic GPS correctors provided three significant advantages: 1. Reduced Total Vertical Uncertainty (TVU) as compared to the TVU associated with traditional tidal zoning in the survey area. TVU for tidal zoning is high due to the distance between the controlling gauge and the survey area, compounded by the affects of varying river discharge rates. 2. Reduced time in the field for data acquisition. RTK allowed surveying at any rate of river discharge, where as traditional tide zoning would have required restricting acquisition to times when river discharge was approximately 7500 cfs or less. 3. Reduced processing time compared to Post Processed Kinematic methods. Further discussion of the methods employed by the field unit can be found in a report in the Horizontal and Vertical Control folder. The report is titled: "RTK Procedures Report." Vertical offset between PPK and RTK solutionsA vertical offset was found when comparing lines with PPK positioning to those with RTK positioning. Specifically, due to the aforementioned RTK dropouts on day numbers 264 and 265, PPK solutions were calculated and applied to all lines for these days. While application of PPK correctors brought the affected line's vertical agreement to within specification, a 25 cm vertical offset still existed between lines acquired during the drop out period and the rest of the survey. With the help of HSTP, additional SBET analysis was completed and a processing method was discovered to eliminate this offset. Please see Appendix II of this report for more information. H12874 was compared to affected RNC and ENC products by creating a high density sounding layer in CARIS BathyDataBase and comparing charted water depths with surveyed soundings. Additionally, shoreline and certain features were compared to the charts using 50 centimeter BASE surfaces generated in CARIS HIPS & SIPS. 12347222640000312010-072016-12-312016-12-31In several places, charted depths differ significantly from soundings collected by this survey. The area was last surveyed between 1900 and 1939. Over the years, significant dredging and shoreline construction activities have taken place which has altered the current patterns and caused the river bottom to change shape. In many areas, the charted shoreline does not give a good indication of the river's actual boundaries. In several areas, bathymetry was collected over charted land and in others, shoals of 12 feet or less were reached well outside of the blue tinted area and outside of even 18 foot contours as well. Significant attention to the charted shoreline will need to be given when this data is compiled to the chart, and especially when new chart products at a 1:12,000 scale are created. Due to the highly dynamic nature of the riverbed, modifications to its shoreline, and interval between its last survey (~100 years), soundings and features vary significantly when this survey is compared to the chart. Differences of up to 20 feet can be expected. Shallow water found outside of charted blue area (18 foot contour).SupportFiles\ShoalsOutside18ftContour.bmpMBES data collected over charted land. SupportFiles\SurveyOverChartedLand.bmpUS5NY43M40000142016-07-112016-07-11falseENC US5NY43M is a digitized version of raster chart 12347 and contains no additional features. US5NY43M was compared to H12874 and contains the same issues as raster 12347.US5NY40M40000142016-12-212016-12-21falseThe southern portion of the survey area overlaps US5NY40M. For this area of overlap, US5NY40M is a digitized version of raster chart 12347 and contains no additional features. US5NY40M was compared to H12874 and contains the same issues as raster 12347.No Maritime Boundary Points were assigned for this survey. At location: 41⁰ 36’ 3.58” N, 073⁰ 57’ 36.40”W, a "position approximate" wreck is charted. This feature was disproved by MBES, but two wrecks were found just to the south. These wrecks are included in the Final Feature File with least depths. At location: 41⁰ 37’ 15.67” N, 073⁰ 57’ 18.38”W, a "position approximate" wreck is charted. This feature was disproved by MBES, but a wreck was found just to the north. This wreck is included in the Final Feature File with a least depth. At location: 41⁰ 37’ 47.71” N, 073⁰ 57’ 16.09”W, a "position approximate" wreck is charted. This feature was disproved by MBES, but a wreck was found just to the north. This wreck is included in the Final Feature File with a least depth. At location: 41⁰ 54’ 04.73” N, 073⁰ 57’ 48.01”W, a "position approximate" obstruction (reported to be an anchor) is charted. No evidence of this feature exists in MBES data. More information on this PA OBSTRN can be found in the Final Feature File. At location: 41⁰ 54’ 34.34” N, 073⁰ 58’ 07.03”W, an assigned “existence doubtful” wreck with portions showing above the waterline is charted. No evidence of this feature was present visually. More information on this feature can be found in the Final Feature File. There are also two other non-assigned wrecks near this location. These wrecks were not observed by the hydrographer, but could not be disproved with MBES due to shallow water depths. The hydrographer recommends these visible wrecks be updated to submerged wrecks. In addition to the assigned features, 59 additional features are included with this survey. Please refer to the Final Feature File for more details (H12874_FFF.hob).1H12874 Area DtoN 12017-01-09Danger to Navigation Reports are included in Appendix II of this report.The Dton has been applied to the latest charts and the Dton report is appended to this report.Shoals and potentially hazardous features have been discussed in D.1.7 Dangers to Navigation. There are no additional shoals or potentially hazardous features to report. In the northern portion of the sheet, part of the Kingston Point Reach channel exists. Although this maintained channel was not part of the survey area, crosslines and overlap at the sheet edges caused portions of the channel to be surveyed. Soundings acquired in these areas were compared to the chart's tabulated depths and were generally found to be equal to or deeper than the control depth. Southern portion of Kingston Point Reach maintained channel.SupportFiles\KingstonPtReachChannel.bmpNo bottom samples were required for this survey.Shoreline investigation was conducted for this entire survey area. At low tide, the vessel operator transited slowly along the shoreline while the hydrographer took photographs and notes of visible shoreline features. These notes and photographs were compared to the assigned features found in the Composite Source File. Additionally, efforts were made to confirm (photograph) any assigned features inshore of the NALL. These results were compiled to the Final Feature File submitted with this survey.Low tide reconnaissance of shoreline containing wrecks of barges or pier ruins.SupportFiles\wreck-barges - just north of South Cross west side of channel.jpgNo prior survey comparisons exist for this survey.No aids to navigation (ATONs) were assigned for positioning. Over the course of the survey, all AtoNs were observed during daylight hours to be on station and serving their intended purpose.During operations for H12874, the Roundout Creek Leading Light was observed to be approximately 50 meters off station; this discrepancy is addressed in the Final Feature File.A rail bridge and highway bridge cross the river at the city of Poughkeepsie, NY. Both of these bridges are charted approximately 35 meters north of their actual positions. The actual position was determined by acquisition of MBES data up against the bridge piers. The hydrographer recommends that the compiler re-chart the bridge in the correct location using the holes in the BASE surface or modern shoreline photogrammetry as a guide. Charted vs. surveyed position discrepancy of rail bridge in Poughkeepsie, NY.SupportFiles\BridgeChartedNorth.bmpCharted vs. surveyed position discrepancy of highway bridge in Poughkeepsie, NY.SupportFiles\BridgeChartedNorth2.bmpThree pipelines are charted within the survey area. The southern two appear to be well buried or non-existent due to a complete lack of evidence found when investigating the MBES data. At the very northeastern portion of the sheet a charted intake pipeline was confirmed by MBES, although the charted position is slightly north of the actual position. The updated position and least depth of this feature is included with the Final Feature File. Charted intake pipeline shown with surveyed evidence of the actual position to the south.SupportFiles\IntakePipeline.bmpNo ferry routes or terminals exist for this survey.No platforms exist for this survey.No Significant Features exist for this survey.As mentioned in section D.2.10, areas of ongoing shoreline construction occur frequently along the river. Some construction was taking place in Kingston Creek, just outside of the survey limits. Dredging occurs at the direction of the Army Corps of Engineers to maintain channel project depth for deep draft commercial vessels that frequently transit this portion of the river. Due to extensive shoreline construction, a thorough survey of Rondout Creek could not be conducted at the time of this survey. Commercial vessels up to 160 feet in length use the creek daily and thousands of recreational boats transit this area seasonally. The hydrographer recommends a full survey of this creek be conducted upon completion of the current construction activities. See Appendix II for correspondence relating to Rondout Creek and the ongoing construction. Initially, the hydrographer recommended that the creek could be surveyed at least back to the first highway bridge as an addition to H12874, but after repeatedly transiting by construction area, it became clear that a survey would have more value if carried out after construction efforts had been completed. Ongoing shoreline construction in Rondout Creek, Kingston, NY.SupportFiles\RondoutCreekConstruction.jpgThe current 1:40,000 scale chart does not provide sufficient detail to support the area's commercial and voluminous recreational use. NOAA's Marine Chart Division intends to create 1:12000 scale charts for the Hudson River from Troy, NY to the Tappan Zee Bridge in the next couple years. The hydrographer recommends creating an inset of this area in the event the pending larger scale chart creating is delayed. As Chief of Party, field operations for this hydrographic survey were conducted under my direct supervision, with frequent personal checks of progress and adequacy. I have reviewed the attached survey data and reports.All field sheets, this Descriptive Report, and all accompanying records and data are approved. All records are forwarded for final review and processing to the Processing Branch.The survey data meets or exceeds requirements as set forth in the NOS Hydrographic Surveys and Specifications Deliverables Manual, Field Procedures Manual, Letter Instructions, and all HSD Technical Directives. These data are adequate to supersede charted data in their common areas. This survey is complete and no additional work is required with the exception of deficiencies noted in the Descriptive Report.Andrew R. ClosChief of Party2017-01-13