I spent my last hour aboard NOAA Ship Thomas Jefferson very much the same as I did when I started: On the bridge watching the the NOAA Corp Officers maneuver the ship around the pier.
NOAA corp officers working together to dock the ship
As my time aboard the NOAA Ship Thomas Jefferson comes to an end, I find myself looking out over the Great Lakes one last time, reflecting on an incredible two weeks at sea. I’ve enjoyed so much of what I’ve experienced and I’ve learned even more. Over the past two weeks, I have had the privilege of stepping into the daily workflows of many of the departments that keep this floating laboratory operational.
In hydrographic surveying and science, I learned about the how the survey team operates the multibeam and side-scan SONAR, tracks lakebed topography, deploys the Moving Vessel Profiler (MVP) to measure sound speed through water columns, and processes bathymetry data to identify navigational hazards. Up on the bridge and aboard survey launches, I observed the seamless coordination of the NOAA Corps officers as they safely navigated tight survey grids and executed precision small boat operations. Down in the engine room and ship’s workshop, I saw firsthand how engineers and oilers maintain complex mechanical systems, monitor power generation, and custom-fabricate hardware to support the ship’s operations. Meanwhile in the galley, I learned what it takes for the steward department to feed the entire crew.
Above all, I experienced a culture of trust where every voice matters. Everyone continuously strives to do better, whether mastering ship and small boat handling or expanding their scientific knowledge.
Personal Log
With the start of the school year starting tomorrow, my excitement is shifting from the open water back to my physics classroom. I cannot wait to meet my new students and introduce them to everything I’ve learned during this journey.
So much of what happens aboard NOAA Ship Thomas Jefferson is physics in action—from sound propagation in water and wave mechanics to vector navigation, data processing, and engineering design. Being able to bring real-world NOAA data, live video clips, and genuine stories of STEM careers into our lessons will give our coursework a direct line to the real world.
More than the technical concepts, I am eager to model the collaborative, trust-based environment I witnessed onboard. I want my students to see that asking questions, checking each other’s work, and learning from mistakes aren’t just classroom goals—they are the exact habits practiced daily by professional scientists and mariners at sea.
This expedition through the NOAA Teacher at Sea Program has been an unforgettable experience. To the officers, survey technicians, engineers, and crew of the NOAA Ship Thomas Jefferson: thank you for welcoming me into your community, answering my endless questions, and showing me what true teamwork looks like.
The sunset on my last evening aboard NOAA Ship Thomas Jefferson
Did You Know?
Late one night during our mission, I stayed awake to witness a near-total lunar eclipse—when the Earth moves directly between the Sun and the Moon. From my vantage point, as well as back home, the eclipse reached about 96% coverage. For nearly two hours leading up to peak coverage, we found ourselves dodging the only rain cloud in the sky, though I still managed to capture photos at the start and just after maximum coverage.
At the very beginning of the lunar eclipse at about 10:30 p.m.
Executive Officer Chris Duffy looking over the planned survey for the day
Executive Officer (XO) Chris Duffy greeted me as I climbed the stairs to the bridge with, “The best job on the boat!” and then promptly asked if I wanted to drive the ship. I asked for a tour of the bridge first. He pointed out the main engine and auxiliary engine and then spoke about how it was especially beneficial to use the auxiliary engine in tight spaces for a finer control of the ship. He also pointed out the ship’s communication system including two radios and then he showed me the two radars. There are two different radars and each works with a different frequency. One is a higher frequency (X-band with a frequency of about 10 GHz) and one is lower (S-band which is around 3 GHz). The X-band radar is used for collision avoidance and can even help identify some weather patterns like rain that is coming in. The S-band radar is used more to see bigger things like large ships further away or in bad weather. I was surprised by how easily the ship turned under my hand. I was only making adjustments of 5-15 degrees from the center of the ship and yet she turned around easily and quickly.
View from the Bridge
Then, he showed me the navigation system. It is possible to control the ship “in hand” and that means a person is controlling the ship’s motion instead of the computer. There is also an “auto” feature, which can set the ship on a heading and the ship will continue on that heading forever or until someone gives the ship’s computer another parameter. And finally, there is a different type of auto navigation, where the ship follows a predetermined path like if you could have your car follow a Google Maps route without having to touch the steering wheel. This setting is referred to as “nav nav” because you press the “nav” button twice. When this setting is used, the map is usually created by those down in survey because they have two programs running. One is seeing where the SONAR swath has been and they have the software that runs nav nav as well, which is also shown on the bridge.
My chance at the helm
Once I got familiar with the bridge, it was my turn. XO called out angles, “Right 15 degrees rudder” and I would follow his instructions, and then he would call out another angle, “Right 5 degrees rudder,” until we got the ship turned around so we could collect the next line of data with the multibeam.
I wasn’t really sure how the angles and the directions were being decided because I couldn’t picture it in my head. So, just like in my own classroom, XO pulled out a whiteboard and gave me a mini-lesson on what he was doing. I thought this would be a good chance to show his teaching in action, so the video of the impromptu lesson is below.
XO’s navigation lesson
Personal Log
Having spent years working with the American Physical Society to recruit physics majors, I am always on the lookout for physics in the real world. National graduation numbers highlight a stark gap: in the 2024–2025 academic year, only about 8,100 students earned a bachelor’s degree in physics, compared to roughly 141,000 in engineering. Yet, physics graduates are essential for advancing fields like quantum computing, fusion energy, and artificial intelligence.
While I have loved seeing hands-on physics applied across the bridge, survey room, and engine room, I was especially thrilled to meet someone using their physics degree outside of academia: Operations Officer Mark Meadows.
Operations Officer Mark Meadows as he collects a sample from the bottom of the lake
Mark discovered NOAA while completing his undergraduate degree. After participating in a research cruise, he fell in love with life at sea and applied to the NOAA Commissioned Officer Corps. The Corps requires officers to hold a college degree with at least 48 semester hours in STEM coursework.
After completing basic officer training, Mark joined NOAA Ship Thomas Jefferson as a junior officer, mastering ship handling, watchstanding, and maritime operations. Now in his sixth year with NOAA, he serves as one of two Operations Officers on board, helping lead ship operations and troubleshoot complex challenges.
What Mark loves most is how seamlessly his role blends seamanship with active science. On any given day, NOAA Corps officers work side-by-side with the hydrographic survey team—deep in data acquisition, processing, and “sheet” management (how we break down survey areas)—while simultaneously steering the ship, running small boats, and leading maritime operations.
Another huge draw of the NOAA Corps is its unique career rotation: officers typically complete a two-year sea assignment followed by a three-year shore assignment. This cycle gives them hands-on experience across the entire agency, allowing them to bring real-world operational insight into land-based research, policy, and management roles before heading back to sea.
Did You Know?
The hydrographic survey crew frequently detects shipwrecks in their multibeam SONAR data. We recently mapped one during our run:
Shipwreck detected by SONARA Shipwreck detected by the SONAR
While raw SONAR images can take a moment to interpret, comparing the structural outlines to a ship’s internal frame brings the target into focus. As processing continues, the survey team will clean up the imagery and all the detailed information (location, depth, dimensions of the wreck, imagery, etc.) is packaged up and sent to the State Historical Preservation Office (SHPO). They will then assess whether the wrecks have historical significance.
Today, I had the incredible experience of going out on one of the survey launches with Hydrographic Survey Tech Haley Kenyon and Ensign James Hutzenbiler to run side-scan sonar. We rely on these smaller boats particularly when the water becomes too shallow for NOAA Ship Thomas Jefferson to maneuver safely or when we are working in areas where the depths are completely unknown.
Aboard the small boat and ready for the day!
Once underway, Ensign Hutzenbiler and Haley navigated our assigned lines with incredible efficiency.
ENS Hutzenbiler drives the launch
When we ran into an issue with our POS (Position and Orientation System) data, Haley had Ensign Hutzenbiler hold position while she stepped out to secure an antenna connection with electrical tape.
Survey Tech Haley Kenyon secures the antenna
When the glitch popped up again later, a full system reboot got us back online for the rest of the day. The ingenuity, calm troubleshooting, and seamless teamwork on that small launch were inspiring—and together, they logged over 70 nautical miles of high-quality bathymetric data.
software displaying survey lines
View of NOAA Ship Thomas Jefferson from the launch vessel as we return to the ship
Personal Log
Before we even stepped foot on the launch, we went through a comprehensive risk assessment using a GAR (Green-Amber-Red) model.
The colors represent our overall risk score:
Green (0–23): Low risk; proceed with standard precautions.
Amber (24–44): Moderate risk; requires consultation with the Executive Officer (XO) and crew to implement specific risk mitigations.
Red (45-60): High risk; the launch does not deploy unless risks can be successfully mitigated to lower the score.
Float Plan, including the GAR risk assessment, for launch vessel 2904
The GAR sheet is led by the coxswain—the officer in charge of the vessel—but it is a collaborative discussion. Once our mission for the day is outlined, the entire crew reviews every safety factor together.
The pre-launch small boat meeting
For my trip, the lake was calm and the mission was straightforward. I bumped our “Mission Complexity” score up slightly because it was my first time on the launch, meaning the team had to account for extra safety oversight for a newcomer. When weather conditions worsen—like on a day another crew faced choppy waters—the risk may elevate to Amber. If the risk does rise to Amber, they thoroughly map out contingency plans—including designated safe-harbor ports along their route if conditions deteriorate. Thanks to that preparation, everyone is able to execute their missions and return safely. What impressed me most about the GAR process is its culture of open safety. If anyone—regardless of rank, role, or whether they are actually going on the boat—feels a risk factor is underestimated, they have the authority to raise the score. Crucially, a score can never be voted down by someone else; it can only be raised. Knowing that safety is actively evaluated from every angle made me feel completely confident heading out on the water.
That culture of psychological safety, open communication, and continuous learning is something I am eager to bring back to my physics classroom. My students spend a lot of time collaborating in lab teams, and I want to find a way to create an environment where every student feels just as empowered to speak up—whether it’s pointing out a safety oversight or double-checking a peer’s lab setup or providing feedback on solving a problem. I already model this by encouraging students to call out my own errors, but seeing how seamlessly the crew on Thomas Jefferson prioritizes collective growth has me reflecting on how I can cultivate that same deep trust in my classroom right from the start of the school year.
Did You Know?
Port is the left side of a ship or boat while starboard is the right side when facing the front (bow) of the ship as shown in the image below:
The port side of the boat is named so because that is the side of the boat that was traditionally tied up to the dock or port, opposite to the steering or steer board, “starboard.” https://oceanservice.noaa.gov/facts/port-starboard.html.
One of the crewmembers told me that to remember port and starboard to always remember that port has four letters in it and so does left, so they are on the same side of the boat.
The science, travel, and community that make life aboard NOAA Ship Thomas Jefferson possible rely on the team hard at work in the galley. The cooks in the steward department serve a hot breakfast every morning at 7:00 a.m., offering eggs to order, pancakes or waffles, bacon, turkey bacon, sausage, and grits or oatmeal, along with fruit and a variety of sauces.
Some of the Steward Department serving breakfast.
At 11:00 a.m., they serve a wide array of lunch options. Tuesdays are usually Taco Tuesday—a crew favorite—though the menu varies based on what Chief Steward Danni Cuff creates. She posts the weekly menu in advance so everyone knows what to expect. This also allows crew members to request a plate to be saved if they are working on the small boats or on shift outside galley hours.
The menu for this week.
Dinner is served at 4:30 p.m. Last week featured a surf-and-turf dinner with crab legs and steak. It was my first time trying crab legs, and I have to say, I prefer them over lobster.
Surf and turf dinner
For dessert tonight, I joined the Chief Steward in the galley to help make and decorate a white cake. Before we frosted it, she gave me some pointers on piping practice. Since she couldn’t find the exact piping tip she wanted, she also showed me how to cut a pastry bag to create one from scratch.
Danni frosting the cake served for the evening dessert
A white cake with strawberries that was served for dessert about NOAA ship Thomas Jefferson.
The Chief Steward’s role extends far beyond baking. She manages her department and ensures her team receives professional development while in port; one of her crew members will soon attend training at The Culinary Institute of America.
In addition to staff management, Danni oversees inventory and supply ordering for each leg of the voyage. She is currently developing an automated inventory system designed to generate supply orders and vendor lists based on planned menus and upcoming crew counts.
Personal Log
Before embarking on this leg aboard NOAA Ship Thomas Jefferson, one of my biggest worries was the menu. I don’t typically care for seafood and have actively avoided it in the past, so I even reached out to a past Teacher at Sea participant to ask about the food. It turned out to be a total non-issue for three reasons: 1. Danni consistently provides multiple lunch and dinner choices (as seen on the weekly menu), alongside a fully stocked salad bar and sandwich station; 2. She takes great care with dietary restrictions and allergies. With so many options available, personal preferences are naturally accommodated as well; and 3. I’ve actually found myself reaching for seafood intentionally. Danni has prepared my favorite—catfish—both grilled and fried, and served dishes I had never tried before, like pollock and crab legs. Looking at menus from previous months, I noticed even more local, sustainably sourced species I would love to try.
Danni puts incredible thought, care, and effort into her work, and everyone aboard NOAA Ship Thomas Jefferson deeply appreciates her dedication—and her delicious meals.
Did You Know?
A waterspout is a spinning, funnel-shaped column of air and water mist that forms over a large body of water. At the end of the day that I spent with Danni, we saw a waterspout off of the side of the ship.
Taking care of the ship requires communication from all of the departments aboard the ship. The actual fixing and maintenance of the ship requires the Engineering department. As I followed Oiler Sam Fuller around for the day, I was introduced to just how much is involved in caring for the ship. The engineering department ran through the list of what needs to be tackled for the day and what projects are upcoming or ongoing. They make sure everyone knows what to look out for and discusses the tasks to accomplish.
Just like the rest of the ship, the day starts off with a meeting.
Some of the engineering department: From left to right – Junior Unlicensed Engineer Mike Pienta, Chief Marine Engineer John Toye, Oiler Sam Fuller, 1st Assistant Engineer Brian Maddrey
Once the morning meeting was over, Sam took me through a few of the tasks he completes each day. First, he tested the chlorine in the water from the Reverse Osmosis system. They had been having trouble getting the chlorine high enough over the last few months, but today’s reading was finally right on track. Sam made sure to show me the chlorine that gets added to the water and pointed out that I should never be near it without gloves, mask, or goggles because of how dangerous it is. He also let me know that the chlorine added is further from the part of the ship where water is actually used by people because it means more chances to correct for a possible problem.
Sam testing the water for chlorine levels
Then, the engineers showed me how to move the ship’s power from one generator to another. It’s a complicated dance of syncing up the generators so that there is no sudden loss of power to the ship while the next generator comes online. It also prevents catastrophic failure of either generator while one generator slows down and the other takes over.
Generator panels
Then, I got a tour of the engine room. The engine for the ship is massive and it is loud in the engine room. We both wore ear protection while touring the engine room and Sam showed me around.
Thomas Jefferson’s main propulsion engine viewed from above
Thomas Jefferson’s main propulsion engine viewed from the side
Then, it was on to Sam’s projects for the day. One of these projects was to better secure the weights in the gym. He and one of the chief engineers want to create something where several weights can be secured by going through a pipe so they do not move as much. He envisions 4 pipes on a base plate for the weights they have. We went down to measure the weights, and the spacing on the wall so that he could cut and weld everything appropriately.
NOAA Ship Thomas Jefferson’s gym, which is available to anyone at any time. Sam is taking measurements for the weight holder project
Once he had the measurements, he put the project aside so that he could wait for one of the chief engineers to come on shift. In the meantime, he went to the survey room to fix an air conditioning condensate pump that broke and caused it to leak water over the computer of one of the Senior Survey Technicians. Previously, a condensate drainage tube had been placed to take care of the problem and the condensate water drained into the bucket over time and then was emptied outside. Sam was able to replace it because they got the necessary part in when they were last docked.
Sam installing the pump
The circuit diagram and electrical system for the unit Sam is installing the pump in.
Once the pump was installed, Sam went downstairs to start cutting the pieces necessary for the gym weight project.
Sam cutting down the base of the weight holder
Sam had a few things cut but then the survey room called and condensate water was leaking again in the survey room. It turned out that the pump was not enough to adjust for the motion of the ship. The pump that broke was meant to make it so that the water went back through the pipe the other way, but it couldn’t because of the elevation of the pipe compared to the other units in the room. The Engineering department decided to install a check valve that allows the water to only flow in one direction. This would make it so that the majority of the water did not make it to the lowest unit in the room and would prevent it from flooding that system. Sam grabbed supplies and started on the repair right away. The Engineering department has enough tools and replacement parts that it can make many repairs while underway and they make sure to keep the ship livable and comfortable without having to wait to take the ship in for repairs.
Sigh, the organization to which I aspire to. I’m going to print out these pictures and paste them on the door to our garage as I reorganize it.
Once the necessary tools and supplies were collected, they got to work.
Installation of the new check valve
Sam returned to his project for the gym until the small boats came in. At that point, anyone who can is asked to come out on deck so they can help if needed while the small boat is put back on the davit. Engineering is especially important in this process and they keep a watchful eye over the process.
Small Boat Retrieval
After the small boat has been returned to the davit, the engineering department goes over the boat and refills it with fuel, checks the oil, and checks how long it should be until the next maintenance period for the engine. They pass on any problems they find to the crew and it is discussed at the morning meeting the next time the boats are sent out.
Engineering checking the fuel on the small boats.
Engineering checking the oil and going over the small boats in detail.
Eventually, Sam was able to begin the process of welding the pipes to the stand that would hold the gym weights. It’s important to place a call to the deck officers and let them know that that type of work is being done so that they don’t worry about a burning smell but also to be aware of any potential for fire so it can be stopped should something go wrong. Again, safety, especially around fire, on a boat is treated very carefully.
Sam welding the pipe to the base plate for the gym project.
The welded metal after welding.
The welded pipe to the base plate.
Personal Log
One of the biggest things that has struck me throughout my time on ship is the huge number of opportunities aboard. The engineering department has one of the best options for vertical movement on the ship because you can start as a wiper or an oiler. Sam started at NOAA by going through the job corp and then joining NOAA as an Oiler. However, that is not the only way to enter into a NOAA engineering department position. Several other engineers came in after serving time in the Navy or Coast Guard and then moving to NOAA and others came in without military experience and joined with experience in other fields instead. The important thing is that they obtained their merchant mariner credential (MMC), which provides proof of their qualifications, which includes their physical readiness as well. More information on obtaining an MMC is found here: https://www.dco.uscg.mil/nmc/merchant_mariner_credential/
Did You Know?
Those working aboard NOAA ships get paid overtime for anything over 8 hours of work completed Monday through Friday and they get overtime for working Saturdays, Sundays, and holidays, too. The jobs listed at https://marinerhiring.noaa.gov/Jobs/Openings list base pay, and while overtime is not guaranteed, it often accounts for up to twice the base pay for a given position. The other benefits for working for NOAA are also numerous as well. For example, while on ship, most incidentals are paid for. There is no need for a car or paying for fuel, all food is paid for while at sea, the ships have Starlink, so internet is fast and hasn’t been any less reliable than my home internet, and of course lodging aboard ship is included as well. The professional mariners are on 2 month rotations and then have a month of shore leave, where as one crew member put it, “I cook, clean, and have no other responsibilities.”
