Category: Laura Guertin

NOAA Teacher at Sea
Laura Guertin
Departing the NOAA Ship Thomas Jefferson
September 2 – September 19, 2014

Mission: Hydrographic Survey
Geographical area of cruise: North Atlantic Ocean
Date: September 19, 2014 – Day #263
Location of ship (in port at Norfolk): 36^o 51.18′ N, 76^o 17.911′ W

 

My time on the NOAA Ship Thomas Jefferson has come to an end.  It is an amazing amount of sadness I feel, leaving this incredible ship with its incredible crew.  Although my physical time on the ship is complete, I know the experience I’ve had will continue to inform my teaching and allow me to educate others about NOAA and the “what” and “why” of hydrographic surveying.

 

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There are several people I have to thank.  First, I would like to thank NOAA for having the Teacher at Sea program, and for allowing higher education faculty to participate.  University faculty will have different takeaways from this experience than K-12 teachers, as we will view our time on the ship with a different lens and share different materials.  My Penn State Brandywine students, as well as other students from other universities, are important recipients of information from their professor that participates as a Teacher at Sea.  Why?  My students share their knowledge with others, whether it is in their other college courses, with their friends on social media, or socializing with friends and family.  My students are everything from future teachers, to future businessmen, to future politicians, and many are still deciding upon careers!  My students have the opportunity to vote.  My students can be advocates for the ocean.  My students, whether they are science majors or not, can really make a difference for our oceans with a better understanding of the process of science and who the people are that are collecting data for scientists to sailors to the everyday citizen.  For 99.9% of my students, my Oceanography course is their first and last formal introduction to the oceans.  My time as a TAS has provided me a valuable, authentic experience that I can share with students, and I am able to provide students this semester and in future semesters a course like no other they will receive in college.

 

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I can’t thank enough the amazing people of the Thomas Jefferson (and you all know who you are!).  For a short time, the Thomas Jefferson was my classroom – but this time, I was the student and all of you, the NOAA Corps and crew, were my teachers.  Thank you for your patience, enthusiasm, hospitality, support, and laughter.  You allowed this complete stranger into your home, into your family, and you welcomed me without any hesitation.  You are an amazing group of mentors, and I feel so fortunate to have learned from each of you.  I wish I knew how to express my deepest appreciation for all that you have given me, which will now be shared with students, in-service teachers, and the greater community.

 

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Finally, I need to thank my students in GEOSC 040 this semester at Penn State Brandywine.  Thank you for your understanding and support of me participating in this experience.  I know you did not sign up for a course that was going to be taught online for three weeks, but I’m hoping I have effectively shared with you some of my teaching goals for this cruise:

• Provide students additional information about NOAA, the NOAA Corps, and wage mariners
• Help students understand the process of hydrographic surveying
  • The different roles and varied areas of expertise of people involved
  • The different types of equipment utilized
• Demonstrate to students why hydrographic surveying is needed and relevant
• Call attention to the intersections between the Ocean Science Literacy Principles and NOAA’s National Ocean Service

I cannot wait to join you back in the classroom for the remainder of the semester to continue sharing what I have learned.  I know this semester is a teaching experience I will never forget, and I am hoping that at the same time, this is a learning experience for you that you will also remember for years to come.

And so, the sun sets on my time at sea…

NOAA Teacher at Sea
Laura Guertin
Onboard NOAA Ship Thomas Jefferson
September 2 – September 19, 2014

Mission: Hydrographic Survey
Geographical area of cruise: North Atlantic Ocean
Date: September 18, 2014 – Day #261
Location of ship (at 0626 while in transit back to Norfolk): 40^o 18.864’ N, 73^o 48.974’ W

 

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Science and Technology Log

For two consecutive days, I had the opportunity to join the hydrographic surveyors on the ship’s launch, HSL 3101 (see my previous post about the ship’s launches), as they surveyed areas close to the shoreline with multibeam echo sounding.  The shallow water areas are tricky and take much time and talent to navigate.  I have been a part of the Thomas Jefferson surveys of the deeper water with its “mowing the lawn” technique (see previous post), but the launch does not have the luxury of always logging data along straight lines at great distance, especially along the rocky New England coast. Check out these photos of the Launch!

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Here was the Plan of the Day (POD) for my first day on the Launch, Day #259:

0000	Ship U/W
0730	HSL 3101 Safety Briefing
0800	Deploy HSL 3101
1730	Recover HSL 3101
2400	Ship Anchored near H12679

I want to call your attention to the 0730 Safety Briefing.  This meeting took place the same time every morning that the Launch went out (which goes out every day during a leg of a survey, unless the weather is extremely bad).  Many items are discussed during the briefing.  I found it interesting that the coxswain (the person of the launch, including navigation and steering) also completes an Operational Risk Management survey each morning that examines the status of people heading out on the Launch and the physical environment.  The following categories are ranked on a scale of 0 to 10, with 0 = no risk and 10 = highest risk.

• Resources: boat and equipment, supervision, communication, support
• Environment: surf zone, remoteness, ice, rocks, traffic, shallow or uncharted water
• Team Selection: experience, training and familiarity
• Fitness: physical and mental
• Weather: effects on mission and safety
• Mission Complexity: new or experimental, restricts maneuverability

The scores in all of these categories are tallied up.  If the score is between 0 and 23, the rating is a low risk, or “green,” and the mission is given a go-ahead.  If the score is between 24 and 44, the rating is an “amber” with a warning to use extra caution.  If the score is 45 to 60, then the rating indicates that there is a high risk with a “red” warning to not go out.  But the final total is not the final decision.  The XO (Executive Officer) radios the final score to the CO (Commanding Officer), and the CO has the final say whether the Launch goes out or not.  On my first day with the Launch, we had a score of 23, with the highest individual scores of 5 for Environment and 5 for Team Selection (the rocky shoreline made sense for the higher score, and my presence as a first-timer on the Launch also raised the Team Selection score!). Another important part of the Safety Briefing is a review of the “boat sheet.”   The people going out on the Launch review with the Field Operations Officer (FOO) the target areas for the Launch to visit and the data to acquire.  Below is a slide show of the multi-page packet, prepared the evening before, that goes out with the team.  This boat sheet is from my second day on the Launch, where our objective was to fill in holidays on previously-run survey lines (see my post on Holidays on the TJ).

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Each day I spent on the Launch had a slightly different mission.  On the first day, with two survey technicians, the coxswain, and myself, our goal was to obtain as much data about specific navigation hazards, as well as collect water depth data in shallower water than where the Thomas Jefferson can navigate.  Our ship and Launch are required to survey to the 12-foot contour line, but we certainly had to be careful in this rocky area, as our multibeam echo sounder was sitting in the water approximately one foot lower than the hull of the Launch!  (We had removed the side scan sonar from the Launch earlier in the week to give us more clearance to survey in this area.)  We also ran the Launch at a speed no greater than 10 knots to maintain the quality of our data and to protect the instrument.  On the second day, with one survey technician, the coxswain, and myself, you could probably tell from the boat sheets above that we spent the entire time filling in holidays in the data.  On both days, we were slowed down a bit by a variety of “things in the way.”  The photos below capture some of these obstructions.

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Just like on the Thomas Jefferson, we needed to collect data to apply corrections for sound velocity in the water.  NOAA doesn’t have MVPs on their launches (see more on the MVP), but instead use a similar instrument called a CTD.  The “C” stands for conductivity, the “T” for temperature, and “D” for depth.  When manually lowered over the side of the Launch, the CTD allows water to flow through the instrument, and data are collected as the instrument moves through the water column.  See NOAA’s CTD page for more about a CTD and how it is used.  View the slide show below for some images of the CTD going over the side of the Launch – and getting pulled back in by myself!

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Personal Log

Getting to spend two days on the launch was the final, missing piece of my hydrographic survey experience on the Thomas Jefferson.  I’m so glad I had the opportunity to head out and observe the work conducted by the launch.  I found it fascinating that the reason the Launch spent an entire day going back to fill in holidays is because NOAA charts 100% of the coastal ocean floor.  For example, a holiday may represent a 10-centimeter square gap in data – just 10 cm²!  Literally, no stone is left unturned – or in this case, no piece of the coastal zone unmapped!  My appreciation for the complexity of data gathering and processing for nautical charts just keeps growing and growing with every minute I spend on the TJ and now the Launch.  I apparently missed a little excitement while out on the Launch, as the TJ traveled close to the RMS Queen Mary II, which was cruising through the area (from the Launch, we could only see it off in the distance).

But I’m fine with missing the Queen Mary II, because the coolest part of both days?  I got to drive the launch!

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OK GEOSC 040 students at Penn State Brandywine, here is your next round of questions.  Please answer these questions online in ANGEL in the folder “Dr. G at Sea” in the link for Post #10.

1. Is the Safety Briefing before the Launch goes out really necessary?  Why/why not?
2. What value is there in using a CTD while at sea?  (*hint – be sure to check out the links I provided for additional information)
3. NOAA makes sure that there are no gaps in their data in the coastal zone.  This is in disagreement with Ocean Science Literacy Principle #7, don’t you agree?  For your response to this question, write an exception to Principle #7 (let’s call it “Part G”) that says what we do know about the ocean, based upon what I’ve shared with you in these blog posts.

 

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Random Ship Fact!

There are times when the launch is off surveying and the Thomas Jefferson does not have any lines to run.  This does not mean the ship is staying put!  One day, CDR Crocker decided to test the junior NOAA Corp officers with a man overboard drill.  This was not a drill for the entire ship, but a challenge for those on the bridge to see if they could rescue “Oscar.”  Oscar is thrown in the water by the CO, and the junior officers were tested to see how they navigate the ship and how long it takes to rescue Oscar (meaning, pull the floater out of the water).  I happened to be on the bridge for the first two drills, which was fascinating to watch and to see the complexity involved in trying to orient the ship, keeping in mind the wind and currents.  Oscar is now safely back on the ship, despite finding a way of “falling” back in the water several times, continuing his journey with us.

By the way, the name “Oscar” comes from the Morse code SOS distress signal, where the “O” stands for Oscar in the military phonetic alphabet.  The Morse code communication system is a set of dots and dashes for numbers and each letter of the alphabet, and the letter “O” in Morse code is three long dashes.  It is no coincidence that three long blasts of the ship’s horn is also the emergency signal for man overboard!

NOAA Teacher at Sea
Laura Guertin
Onboard NOAA Ship Thomas Jefferson
September 2 – September 19, 2014

Mission: Hydrographic Survey
Geographical area of cruise: North Atlantic Ocean
Date: September 17, 2014
Location of ship (at the Troydon Wreck): 41^o 08′ 14.459″ N, 71^o 21′ 42.987″ W

When I say we have “holidays” on the Thomas Jefferson, I’m not talking about Saint Patrick’s Day or 4^th of July.  I’m referring to gaps in previously-collected data we need to fill.  Let me explain by taking you through life on the TJ on Monday, September 15.

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Science and Technology Log

The day started just like any other day (we actually use the day of the year to designate days – today was Day #258):

0000	Ship anchored West Passage
0600	Start M/E
0700	Haul Anchor
0730	HSL 3101 Safety Briefing
0800	Deploy HSL 3101
1730	Recover HSL 3101
2400	Ship U/W on Survey H12651

Every day we have been out at sea, our launch has been out collecting data in the shallow-water areas of the coast.  Today, the launch was working on filling in polygons (geographic regions designated for charting) close to the shore.  The Thomas Jefferson was off on its own survey, revisiting areas the ship charted earlier this year that had gaps that needed to be filled in.

First, I should explain the technique the ship uses with side-scan sonar or multibeam echo sounding.  You are all familiar with “mowing the lawn,” where a lawn mower will go across the lawn in one line, then turn 180 degrees and travel back down next to the grass just mowed, and then this linear pattern continues across the lawn.  This is the same pattern hydrographic surveys use when collecting their data – except the lawn is the ocean, and the mower is the ship!  At times, there may be gaps along these lines.  The ship may have to navigate around a buoy or a lobster pot, or another boater may be on an intersect course with our ship.  So there were several small gaps along and between lines that we needed to go back and “mow” over.  Why go back and fill in the data?  On this particular project, we were charting every square foot along the coast.  That’s a lot of lawn to mow!

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The ship is driven by the helmsman on the bridge (Deck 03), but the hydrographic survey laboratory, or plot room, is on Deck 1. This means that communications must be frequent and clear between the two decks, so that the helmsman can accurately navigate while a survey technician starts and stops the data collection along the existing gaps in the lines.

In the photo above, you can see me at the station in the plot room where the action takes place.  Each computer screen displays a specific part of the data collection (today, we were collecting multibeam and not side scan).  The crew in the lab was able to train me enough to actually run part of the survey and work with the bridge to identify our next holidays to fill in.

The other instrument used during our survey is called a MVP – no, not a “most valuable player” but a Moving Vessel Profiler.  The MVP weighs 72 pounds and looks like a torpedo.  The weight is important, as the ship will, at set intervals, let the MVP freefall (while tethered to a line).  The MVP measures sound velocity vertically in the water column.  These data are important, as they help the survey technicians apply necessary corrections to the water depth measurements collected by the multibeam echosounder.  I must admit, it was a true test of my multitasking abilities to navigate and collect multibeam data over the holidays, while releasing the MVP and saving that data!  But I had so much fun being involved, I stayed on this work station for two four-hour shifts!

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Personal Log

One of the many incredible opportunities I’ve had while at sea is to be able to get hands-on with the varied activities of the ship – from handling the lines of the launch, to hauling the anchor, to actually sitting at the computers and running the software collecting the multibeam echosounding data. It is not just the “cool factor” of being able to communicate with the bridge and start the data collection. It is definitely “cool” being able to see the different people, their content knowledge and skill sets, and the technology involved in conducting a hydrographic survey.  And it is important to know when to ask for help, when to step back, and when to say, “I’m not ready for that yet.”  I am so eager to learn, but I have to balance jumping in to help, with making sure that my involvement doesn’t interfere with the ship’s activities and mission.  Students, I’m sure you also find it tricky to balance your enthusiasm and desire to participate in activities, versus knowing when you are trying to take on too much.  Here’s my take-home message – always ask!  If you can’t get hands-on, you will most likely be able to observe your surroundings and still learn so much.  There is one activity I’m nervous to try – today, the Commanding Officer (CDR Crocker) asked me if I was going to drive the ship (yes, the 208-foot long Thomas Jefferson!).  I wasn’t ready today, but before this cruise ends, I will drive this ship!  You just may want to stay out of the ocean until I get back to campus…

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OK GEOSC 040 students at Penn State Brandywine, here is your next question (just one for this post). Please answer this question online in ANGEL in the folder “Dr. G at Sea” in the link for Post #9.

1. Why do you think it is important that the Thomas Jefferson go back and fill in the holidays? (*this answer is not directly in the text above – think about why it is a good idea to fill in the gaps, not “just because” NOAA is surveying every square foot)

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Random Ship Fact!

As mentioned in previous posts, the Thomas Jefferson does not focus its activities just on collecting data on the depth of the ocean.  In fact, we continued surveying today through the evening over the Troydon Wreck.  The wreck was first picked up by a survey from another NOAA Ship, and we then moved in to measure water data above the wreck.  We had to narrow our multibeam echosounder to try to pick up as much detail in the water column – for example, would we be able to find a mast sticking up from this wreck?  Check out these images and check out what we found!

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NOAA Teacher at Sea
Laura Guertin
Onboard NOAA Ship Thomas Jefferson
September 2 – September 19, 2014

Mission: Hydrographic Survey
Geographical area of cruise: North Atlantic Ocean
Date: September 12, 2014
Location of ship: 41^o 21.217′ N, 72^o 05.508′ W (docked at City Pier in New Haven, CT)

This post will summarize some of what happens before hydrographic research vessels such as the Thomas Jefferson head out to collect data; a little more information and some history on the tools utilized to collect the data; and then where the data are used once the ship has accomplished its mission.

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Science and Technology Log

You may recall in my third post that there are three questions the NOAA’s Office of Coast Survey asks and answers several years in advance to prioritize survey plans:

• Is it considered a critical area? If so, how old are the most current survey data?
• Have local pilots or port authorities submitted reports of shoaling, obstructions or other concerns?
• Does the U.S. Coast Guard or other stakeholders from the maritime community (e.g., fisheries, energy, pipelines) need surveys for economic development or ecological protection?

Once the NOAA Coast Survey tells the ships in their hydrographic fleet where to survey, an initial chart is created to break down the region into pieces (termed polygons) for mapping.

Once the region is set and defined, it is now time to get the equipment ready to generate an image and/or record the depth of the ocean floor. The technology for collecting this data has certainly come a long way over time!  The image below shows the “technologies” over time. You may also want to review the History of Hydrographic Surveying and Using Lead Lines to Collect Hydrographic Data.  Remember that you can go back and visit NOAA’s site to review What is sonar? and the different hydrographic survey equipment NOAA uses, specifically side scan sonar and the multibeam echo sounder.  Remember that side scan sonar is good for getting an overview of features on the seafloor, while multibeam data are needed to obtain an absolute depth measurement at a location.

Here is a photo of the side scan sonar device from the Thomas Jefferson launch HSL 3101.

Here is a photo from underside of the Thomas Jefferson of the dual-frequency projector to capture multibeam data.

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If we go back to the map above that shows the regions to be charted, NOAA’s hydrographic crew will first run some multibeam lines to get a general overview of what to expect in terms of depth variations across the survey area.

Finally, the multibeam data are collected to produce a detailed map (red is for shallow depths, purple is for the deepest depths).

But collecting the side scan and multibeam data is just one half of the story – the other half includes knowing where you are when you collect the data.  Please listen to this important audio file from NOAA’s Diving Deeper podcast series, titled Accurate Positions: Know Your Location (from August 2012, 14:01 minutes, transcript).  If the audio player does not appear for you below, click here.

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Personal Log

So we have the data collected on the water so we can add the water depths to the nautical charts.  And we have the locations where we collected that data.  But we still have a missing piece…  I have added the next part of this story to my Personal Log, as this information I can provide from my prior experiences during two summer internships while I was an undergraduate student.  The coast itself must be mapped with land surveys, aerial photographs, and remote sensing (see What is remote sensing?).  In addition to the shoreline, NOAA’s cartographers must plot any manmade structures such as docks and jetties that would be an obstruction to navigation, and any objects along the shoreline that would be visible to boaters such as radio and water towers.

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Back to the Science and Technology Log

Finally, we have all the pieces to our puzzle, now it is time to put together the nautical chart!  I know I have been throwing around the term “nautical chart,” but let’s make sure you have this in your vocabulary. Please listen to this audio file from NOAA’s podcast series Diving Deeper, titled What is a Nautical Chart? (from March 2009, 15:04 minutes, transcript).  If the audio player does not appear for you below, click here.

Wondering how long it takes to create a nautical chart?  View NOAA’s page on The time needed to make a new nautical chart depends on how many pieces of the puzzle are in the box.

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OK GEOSC 040 students at Penn State Brandywine, here is your next round of questions.  Please answer these questions online in ANGEL in the folder “Dr. G at Sea” in the link for Post #7.

1. Why might hydrographers use side scan sonar rather than multibeam echo sounding?  Give two examples.
2. For oceanographers, especially for a hydrographic survey, why is it important to get accurate positions while collecting survey data?
3. How and why are nautical charts updated?

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Random Ship Fact!

The NOAA Ship Thomas Jefferson started its life as the US Naval Ship Littlehales.  From January 1992 to January 2003, the Littlehales recorded 85,018 hydrographic survey miles along the coast of Africa and in the Red Sea and Mediterranean Sea.  The Littlehales even assisted local authorities in halting a piracy incident against another ship at a West African port in 2001 (see article).  At the end of her Navy career, the number of survey operations personnel reached 660.  The Littlehales ended its time with the Navy but then became the Thomas Jefferson and officially entered the NOAA fleet on July 8, 2003 (see article).  It is pretty amazing to be on a ship that has traveled and contributed so much to ocean navigation and safety.

NOAA Teacher at Sea
Laura Guertin
Onboard NOAA Ship Thomas Jefferson
September 2 – September 19, 2014

Mission: Hydrographic Survey
Geographical area of cruise: North Atlantic Ocean
Date: September 11, 2014
Location of ship: 41^o 20.698′ N, 72^o 05.432′ W (docked at US Coast Guard Station at Fort Trumbull State Park, CT)

During the first week of classes, one of my students said, “I’d like to learn about life on a ship.” Now that I have been on the ship for 11 days, let’s see if I can attempt to capture “life on a ship” in this post.

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Science and Technology Log

I don’t know if there is a “science” to living and working on a ship. During this leg of the cruise, we have 35 people on board – a captive (or captured?) audience that has to function professionally and socially. You learned in my second post that the NOAA ships have NOAA Corps Officers and wage mariners on board, supplemented with occasional scientists and guests such as myself. Everyone on board the Thomas Jefferson falls in to one of the following categories: wardroom (NOAA Corps Officers), engineering officers, engineering and deck crew, steward department, electronic technician, survey technician, and scientists/guests. Several people are also trained as medical technicians, and everyone is certified in First Aid and CPR. The shifts that people work vary, from 4 hours on to 8 hours off for watch, to working all day or spending all evening processing hydrographic data collected earlier that day. When we are “at sea,” we are working every day of the week – no weekends off. Needless to say, there is always work to be done on the ship!

Each day, we follow a Plan of the Day (POD) that is distributed the prior afternoon. Below is the POD from Sunday, September 7.

0000	Ship anchored at Gardiners Bay
0600	Start M/E
0700	Haul anchor
0730	Safety briefing HSL 3101
0800	Deploy HSL 3101
~0900	Docking stations
~0915	Moored in New London, CT
1230	All hands meeting – Mess Deck
~1400	Depart New London, CT
~1600	Ship anchored Gardiners Bay
1730	Recover HSL 3101
2400	Ship anchored Gardiners Bay

We never have this detailed of a schedule more than 24 hours in advance – and even during the day, the schedule may change. This is very different for me. I come from a world where in August, I have to make out a syllabus that has every lecture topic and every assignment through December. Not knowing what the ship is doing more than a day in advance is certainly a different way of keeping a schedule, but appropriate for how a ship operates.

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Personal Log

Time to address the topics I know my students are most interested in – eating and sleeping!

There are three people on board dedicated to providing our meals (we don’t cook for ourselves on the ship). Breakfast is served from 0700 to 0800, lunch is from 1130 to 1230, and dinner starts at 1630 (notice all times are reported on 24 hour clock, otherwise referred to as military time). If you cannot get to a meal because you are on watch or will be sleeping, you can request that a plate be put together and stored in the refrigerator for you to grab and heat up later. Those going out on the launch for the day can also get a lunch packed to bring out with them during their surveying. Breakfast always includes eggs any way you want them, pancakes, sausage/bacon, cereal, fresh fruit, and the occasional special foods like biscuits and gravy. Lunch ranges from grilled cheese and tomato to corn dogs (burger and taco days seem to be a group favorite), with soup and a salad bar every day. Dinner has had a wide range of options, from roasted duck to lamb chops, to roast beef to curry chicken. There are always vegetarian options, such as eggplant parmesan and vegetable lo mein. Desserts are provided every day, as well as snacks ranging from the healthy to the unhealthy. And did I mention the never-ending supply of ice cream bars and half-gallons available 24/7? There’s even a vending machine on board for soda and snack foods.

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For sleeping arrangements, most people on board share a stateroom. Think of a stateroom as a dorm room – it has bunk beds, a closet and dresser for each person. The room also has a sink, a small refrigerator for food, and a TV connected to DirecTV. Each room shares a bathroom with the room next to it, which has only a toilet and shower. Fortunately, with everyone working at different times, showering has not been a problem (except for standing up in it when the ship is moving!). For privacy while you are sleeping, there is a thick curtain that you can pull across your bed. The curtain does an excellent job keeping the light out of your sleeping area, but if you are one that likes to read in bed at night, each bunk also has a reading light and outlet. Besides sleeping and going in to grab warmer clothing when the wind kicks up and/or the temperature drops when we are on the water, I have spent very little time in my room. I’m sharing the stateroom with ENS Diane Perry, who has been an excellent mentor and friend during my time here.

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When crew members get some down time, there are a range of activities to do – reading, watching TV, exercise, laundry, or just going outside on deck to enjoy the view and watch the beautiful sunsets in the evenings. Time on the internet is limited, and I have not seen anyone “surf the web” or spend time on social media on the two public computers in the lounge. The internet connectivity we have is primarily used by the hydrography lab so they can access current tide tables and other data needed for data gathering and processing (which is why the postings on this blog are rather choppy – when we get close enough to land for me to use my cell phone as an internet hub, I take advantage of the connection time!).

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I admire how hard everyone on this ship works, and I also enjoy how much they laugh! The ship’s lounge has been a popular place to gather for watching movies and football games, and everyone on the ship swaps stories with one another, from the NOAA Corps officers to the deck crew to the technicians. You might think that everyone would want to “get away” from each other and have some space and time to themselves at the end of the day, but instead, I see a close group of colleagues not only working but living together as a tight-knit group. I don’t know if this crew is quite ready to match the JOIDES Resolution Exp. 351 flash mob, but I bet they would be tough competitors!

In the end, what I thought would be most informative would be to ask the crew themselves about life at sea. I asked as many crew members as I could to provide me three words to describe life at sea. Below is the collection of words I received, listed in alphabetical order. The numbers next to the words indicate how many people said that particular word.

Adventure (3), astounding, beautiful, boring, busy (2), challenging (3), close, close-knit, coffee, communal, community, computers, dedication, desolation, draining, ever-changing (2), exciting (2), exigent, exhausting, experience, family, fatigue, food, fun (2), funhouse, goals, isolated, lonely, new, non-routine, relaxing (2), rewarding, sacrifice, self-gratifying, shipmates, skill, sleeping, standing, stressful, sunsets, travel, unique, watch, unpredictable

Other multi-word phrases people volunteered worth sharing include “strange sleeping habits,” “limited privacy,” “look out the window,” and “no bill collectors.”

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OK GEOSC 040 students at Penn State Brandywine, here are just TWO QUESTIONS for this post! Please answer these questions online in ANGEL in the folder “Dr. G at Sea” in the link for Post #6. Note that you will see three empty response forms in ANGEL for Post #6. You only need to respond to these two questions.

1. “Life at sea” is not part of the Ocean Literacy Principles. Please go back and read the full Ocean Literacy document, linked in ANGEL and on our course website. This front material that I did not print out and provide on paper gives more of a background about the principles and their purpose. Your question to answer… should “life at sea” be a part of the Ocean Literacy Principles? Why/why not?
2. Whether you think “Life at Sea” should or should not be a principle, I would like you to write Ocean Literacy Principle #8 and call it “Life at Sea.”  Define what you would put in there for your subcategories and why.

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Random Ship Fact!

I know I told my students in my Introduction to Oceanography course at the beginning of this semester that there was a new vocabulary they would be learning. Little did I know that there was an entire vocabulary I would be learning on the ship! I finally had to write down the terms so I could remember them and start using them correctly. For example, it is not a floor, it is a deck. It is not a hallway, it is a passage or passageway. The dining area is the mess deck, and a stairway is a ladderwell, or stairtower. A wall is a bulkhead, and a window is a porthole. And then there are the direction/location terms for the ship – port (left) and starboard (right), and the bow (forward) and stern (rear). And don’t confuse Deck 2 with Deck 02 – those are two different decks! The “main deck” is Deck 1, and the next deck up is Deck 01, then Deck 02, and then the bridge. Going down from Deck 1 is Deck 2 (with staterooms, where I am staying), and Deck 3 with the exercise room and laundry facilities. But this is just the first number you see on the door signs! There is an entire address system for the ship. My room is 2-25-1, which means it’s located on the second deck (one deck down from Deck 1), at frame 25 of the ship, on the starboard side.  The first number is the deck, the second number indicates which frame the space is at, and the third shows which side of the ship (1 = starboard, 2 = port, 0 = midship). Everything on the ship has an address, including rooms, offices, stairtowers, fire stations, first aid kits, smoke alarms, power panels, and lights.

Someone needs to write a dictionary for life on a ship!

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NOAA Teacher at Sea
Laura Guertin
Onboard NOAA Ship Thomas Jefferson
September 2 – September 19, 2014

Mission: Hydrographic Survey
Geographical area of cruise: North Atlantic Ocean
Date: September 8, 2014
Location of ship: 41^o 07.936′ N  72^o 11.011′ W

 

During the first week of the semester, one of my students asked what types of ships do oceanographic research. Here is a little more information on the types of ships we are using during this hydrographic survey. Remember that you can always revisit the websites for An Overview – Hydrographic surveying and Hydrographic survey equipment for more detailed information.

 

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Science and Technology Log

The Thomas Jefferson is an impressive hydrographic research vessel that is out on the water capturing data for its surveys from March to November each year, but it cannot do the job alone. The ship has two smaller types of boats that it carries on board to help with the survey work.  Not only was I able to see these boats in action, but Chief Boatswain (or bosun) Bernard Pooser provided me with copies of the NOAA Small Boat Program Annual Evaluation Checklist to learn facts down to the smallest details of these important ships.  These boats are inspected annually.

 

FRB – Fast Rescue Boat

The fast rescue boat is used for rescue if we ever have to address a man overboard situation. It is also used if someone needs to be brought from ship to shore, or vice-versa. The boat can accommodate three crew, five passengers, and one stretcher. The boat is not used for surveying but plays an important role in the overall operations during our time at sea. The boat itself is 22 feet in length, has a 9 foot beam, and a draft of 14 inches. Its NOAA Hull ID number is 2204 (yes, the first two numbers in the Hull ID are the same as the length of the boat). The hull material is glass reinforced plastic/polyurethane.

Check out this video of the fast rescue boat being raised out of the water from the starboard side of the Thomas Jefferson.

Video of the fast rescue boat in use on the NOAA Ship Thomas Jefferson on September 4, 2014 (recorded by L. Guertin)

 

HSL 3101 – “The Launch”

A ship needs a certain amount of water in order to float and not touch the ocean floor. This water depth is called the ship’s “draft” (learn more at NOAA’s An Inch of Water: What’s It Worth?).  The Thomas Jefferson has a draft of 14 feet, but is obligated to survey to 12 feet of water depth. And with the survey instrumentation (side scan and multibeam sonars) mounted on the bottom of the Thomas Jefferson, this ship cannot navigate in very shallow waters to collect the hydrographic data required for surveys. In comes… the launch! The launch is a smaller vessel than the TJ, only 31 feet in length, with a 10 foot beam and draft of 4 feet 8 inches.  The NOAA Hull ID number is HSL 3101, and the hull is made of aluminum.  The launch is equipped with side scan and mutibeam sonar capabilities. The TJ normally carries two launches on its deck. Unfortunately, one of the launches is currently under repair, so we have been working with just one launch during this cruise.

The launch weighs approximately 18,000 pounds and takes a very coordinated effort to raise and lower this boat from the Thomas Jefferson. Check out this video to see how the launch is lowered in to the water with a hydraulic-powered davit.

Video of the launch boat in use on the NOAA Ship Thomas Jefferson on September 6, 2014 (recorded by L. Guertin)

When you viewed this video, did you hear those seven dings that occurred periodically?  We were at anchor with limited visibility (a very foggy morning, as you saw when the launch pulled away), and according to the International Regulations for Preventing Collisions at Sea and the Inland Navigation Rules (available online!), “A vessel at anchor shall at intervals of not more than one minute ring the bell rapidly for about 5 seconds. In a vessel of 100 meters or more in length the bell shall be sounded in the forepart of the vessel and immediately after the ringing of the bell the gong shall be sounded rapidly for about 5 seconds in the after part of the vessel.” As the TJ is 63 meters, we were sounding the bell for 5 seconds, once every minute.

The ships are required to sound a signal. The signal you hear would vary ship-to-ship, as the length of the signal upon the length of the ship. Once the fog lifted, we were able to silence the bell.

 

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Personal Log

Although it appears like fun, being out and zipping around the ocean on these vessels, I am hoping you notice in these videos the safety precautions taken. I also want to point out one of the impacts of going out on the small vessels you don’t see in the videos – the exhaustion at the end of the day felt by the people on the vessels! Getting bounced around on top of the water in the smaller boats, and staying focused the entire time on acquiring the survey data is physically and mentally exhausting. For my first few days on the Thomas Jefferson, I experienced that same exhaustion! Although the ship’s crew doesn’t feel the motion on the TJ as much as the crew on the launches moving across the water, I certainly feel the ship moving, whether it is in transit or at anchor. Eating and showering were the biggest adjustments for me. But I got my sea legs pretty quickly – let’s hope my land legs come back when I return to the classroom!

 

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OK GEOSC 040 students at Penn State Brandywine, here is your next round of questions. Please answer these questions online in ANGEL in the folder “Dr. G at Sea” in the link for Post #5.

1. From the video clips above, what safety precautions did you notice by the people on deck and the people on the HSL and FRB? What other precautions before/during/after the launch of these two vessels do you think were taken that you did not see in the video?
2. Why is it important for NOAA to collect water depth data, even in shallow water? (*hint – use information from the article linked above titled An Inch of Water: What’s it Worth?)
3. Which Ocean Literacy Principle(s) would learning/knowing about these launches apply to, and how? (please identify with the number(s) and letter(s) of the principles you are discussing)

 

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Random Ship Fact!

Certainly, there is movement felt on each deck on of the ship when we are underway. In addition, the Thomas Jefferson “bobs” up and down on the water and can swing with the ocean current when it is at anchor, like how a seagull moves up and down with the waves that pass beneath (not as a significant of a motion, but you can visualize this). So how do we stop objects from moving around on a moving ship? Chairs with wheels are not safe, so the wheels and all chair legs are covered with… tennis balls! The tennis balls prevent the chairs from sliding and rolling across the decks of the ship. Note that in the mess deck (dining area), the tables are also attached to the floor with cement posts underneath.  The tennis balls also help prevent the floors from being scuffed.

NOAA Teacher at Sea
Laura Guertin
Onboard NOAA Ship Thomas Jefferson
September 2 – September 19, 2014

Mission: Hydrographic Survey
Geographical area of cruise: North Atlantic Ocean
Date: September 6, 2014
Location of ship: 41^o 04.009′ N, 72^o 01.642′ W

 

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Science and Technology Log

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Our transit from Norfolk, VA, to offshore of Port Judith, RI, took us through some calm waters (and NYC!). I spent most of the morning of our transit day (Sept. 3) on the bridge learning about the equipment and navigation tools. The CO (Commanding Officer) of the ship, CDR Crocker, kindly welcomed me on the bridge during the morning of transit. I was able to learn about the equipment and navigation tools, as well as observe what it takes to pilot a hydrographic survey vessel the size of the Thomas Jefferson (see the TJ fact sheet for ship stats).

One navigation tool that caught my eye is called the AIS – Automated Identification System (read an overview of AIS here and here).  LT Megan Guberski, the ship’s Operations Officer, provided me some great information to explain the value of this particular equipment: “AIS information is collected by a dedicated antenna, and generally includes the ship’s course, speed, and name. The AIS information is then broadcast to the radars and displayed visually. In crowded waters deck officers use the overlapping radar and AIS display monitor their neighbors. If a collision course is detected, the officers can use the VHF radio to hail the other ship by name.”

Nautical charts are on the bridge in paper and digital format. I asked the CO why paper charts are still used and kept around, as all NOAA charts are now digital and only print on demand. He said the ship always needs to know where it is at all times – for example, if there was a power failure on the ship, how would the ship know where it was? (such a simple and logical answer!) There are cabinet drawers filled with paper nautical charts that are utilized hand-in-hand with the technological tools for navigation. In fact, we are utilizing 23 different paper nautical charts for our transit and survey areas during the time I’m on board.

Although I could not see the satellite receiver, there are screens on the bridge that provide the GPS (Global Positioning System) coordinates of the ship. Not familiar with GPS? Check out NOAA’s Global Positioning page and view this NASA YouTube video about GPS. These latitude and longitude values aid in plotting and tracking the ship’s transit.

The ship also is in constant radio contact with other ships, receives emergency weather alerts from the National Weather Service (a division of NOAA), uses compasses to tell direction, thermometers to manually track air temperature, and even utilizes basic tools such as binoculars to spot obstructions on the water, from buoys to lobster pots (also called crab pots, lobster traps, etc.).

But clearly, the most important part of the bridge is the people – the people on watch, the people at the helm steering the ship, etc.  On the Thomas Jefferson, I have observed three people on the bridge at all times – the deck officer, whose primary duty is collision avoidance; the conning officer, who oversees the navigation; and, the helmsman, who steers the ship. A simple way to remember this trio is that one person plans the ship’s turns, one person orders the ship’s turns, and one person drives the ship. Although the technology is a wonderful tool to supplement time and work on the ocean, it cannot ever replace the importance of human observation and intuition. I’m glad that this crew has its eyes on and out for everything, 24/7!

Check out this image slideshow to see the tech tools that I have described, as well as other features around the bridge.

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And to get a complete rundown of the bridge and its equipment, view this video tour of the Thomas Jefferson given by ENS Ryan Wartick (now LT Wartick), filmed in February 2010.

 

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Personal Log

I feel so lucky to have the opportunity to spend time and observe the activities on the bridge. My own observations help me not only understand more of how the ship works, but it is priceless to be able to see the teamwork involved in communications among the bridge crew and between the bridge and the crew throughout the ship. Today was the first day of gathering data for the hydrographic survey (more on the specific survey projects in a future post!), and that communication between the hydrography lab on the ship, with the launch (a smaller ship) collecting data in shallower water, and with the bridge is so critical in the success of scientific missions such as this.

Personally, I’m so glad there are people who have the skill set to navigate a ship such as the Thomas Jefferson. In fact, one of the Ensigns jokingly told me that learning to steer the Thomas Jefferson felt like learning how to drive a forklift on ice(!). I’m also pleased that the crew is so open to answering any of my questions and volunteering information to help me learn, such as the difference between a statute (land-measured) mile, nautical mile and a knot – I forgot what it was like to be a student again!

 

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OK GEOSC 040 students at Penn State Brandywine, here is your next round of questions. Please answer these questions online in ANGEL in the folder “Dr. G at Sea” in the link for Post #4.

1. I want to make sure everyone is familiar with GPS technology, as GPS plays such an important role in navigation and surveying (and will be mentioned in many more future posts). From my description, links above, and any additional websites you wish to explore, tell me in your own words what is GPS. How does it work?
2. In your own words, what is the importance of having GPS and AIS on a ship doing oceanographic research in shallow water? In deep water? (*think of the TED videos you are watching and if/how GPS and AIS would be helpful)
3. Let’s say that hypothetically, an emergency came up and I needed to head home. I tell CDR Crocker I need the ship to get to Philadelphia ASAP. Who would he work with, and what tools would he use to get the ship to dock in Philly? Any ideas what he would have to navigate around as he gets closer to Philly (besides lobster pots)? (*note – be sure to look at the photo slideshow and the video for images and descriptions of equipment I didn’t mention above)

 

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Random Ship Fact!

This random ship fact is inspired by 2014 NFL season – yes, even football makes its way out on to the ocean! The ship has access to DirectTV, with TV screens in the ship’s lounge (pictured here, with quite a reading collection), in the dining area, and in the individual staterooms. On Thursday, the first football game of the season, people on the ship gathered to watch the Green Bay Packers play the Seattle Seahawks. I haven’t found too many Philly sports fans on the ship, but an even more random ship fact (for those Eagles fans)… Troy Vincent’s cousin is on the ship with me!

 

NOAA Teacher at Sea
Laura Guertin
Onboard NOAA Ship Thomas Jefferson
September 2 – September 19, 2014

Mission: Hydrographic Survey
Geographical area of cruise: North Atlantic Ocean
Date: September 4, 2014
Location from the Bridge: 41^o 20.042′ N, 71^o 27.252′ W

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Ahoy, everyone! The NOAA Ship Thomas Jefferson is off on another exciting hydrographic survey in the Atlantic Ocean. You will notice that my blog posts will now be divided into two sections – one titled Science and Technology Log, and the other titled Personal Log. The Science and Technology log will be… well, you guessed it, a report on the science, technology, and/or career aspects of this current expedition. The Personal Log is… yes, you guessed it again, where I will be sharing some of my personal experiences about participating as a visiting scientist and educator on this NOAA ship. I’ll also try to include random trivia or an informational paragraph at the end. And students, don’t think I’ve forgotten about you – a special shout-out and special section will be written for my students in my oceanography course back on campus this fall.

So, let’s start!

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Science and Technology Log

Why hydrography?

Since we are currently in transit to our new location and haven’t yet started our survey, I want to make sure I drive this point home (or sail this point home?)… Why do hydrography in the first place? Why do we need hydrographers/ocean surveyors?  In this audio file from NOAA’s Diving Deeper podcast series, they answer this exact question – why hydrography is important not just for commercial and recreational boaters, but for everyone.  Take a listen!  (The podcast is 3:39 min.  If the audio is not appearing or playing for you, please click here to access, date 07/05/2012.)

 

If the podcast wasn’t enough to convince you as to why we need surveys of the oceans, check out this video from Mary Glackin, NOAA’s Deputy Under Secretary, as she recognizes the nation’s hydrographers on World Hydrography Day (June 21). She explains how hydrography supports the U.S. economy, keeps mariners safe, and protects our coastal communities and ecosystems.  (The video is 3:15 min.  If the video is not appearing or playing for you, please click here to access.)

By the way, do you have World Hydrography Day marked on your calendar??? It is celebrated every year on June 21.  Learn more about World Hydrography Day at the WHD website and the website for the International Hydrographic Organization.

 

How does NOAA know where to survey?

For NOAA’s Office of Coast Survey, several considerations go into prioritizing survey plans, which are laid out several years in advance. Coast Survey asks specific questions about each potential survey area.

• Is it considered a critical area? If so, how old are the most current survey data?
• Have local pilots or port authorities submitted reports of shoaling, obstructions or other concerns?
• Does the U.S. Coast Guard or other stakeholders from the maritime community (e.g., fisheries, energy, pipelines) need surveys for economic development or ecological protection?

Want to know where the NOAA hydrographic survey fleet is heading in the 2014 field season? The NOAA Coast Survey blog has a post from April 22 that details the survey projects in Alaska, on the west coast, Gulf of Mexico, and on the east coast.

 

 

More to come about our specific hydrographic survey on the Thomas Jefferson coming soon in the next blog post (once we arrive on location)!

 

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Personal Log

I was excited to arrive at NOAA’s Atlantic Marine Operations Center on Sept. 1st.  I knew the overall statistics on the size of the ship, but when I came around the corner on the base and saw the Thomas Jefferson for the first time – WOW!  I was so impressed with how she looked and the size – 208 feet in length never looked so long!  I called to the ship and the officer on duty, ENS Diane Perry, welcomed me on board.  She gave me an incredibly thorough tour of the ship, and I immediately felt comfortable and ready to start!

On the first day of class, one of my students asked the question: “How safe is oceanography as a career?”  Safety is a top priority for everyone on board this ship and all NOAA ships, and the safety checks and equipment are visible everywhere.  In fact, within 24 hours of leaving the dock, all newcomers to the ship (such as myself) were required to go through safety training.  I learned about three different types of emergency situations, each with their own type of alarm signals and reporting station.  The “Fire and Emergency” alarm is a continuous alarm for 10 seconds, and I report to my team on the “vent boundary” section of the outside deck.  The “Abandon Ship” alarm is six short blasts followed by one prolonged blast, and I report to my team with a hat, long-sleeve shirt, life vest, and survival suit on the port side of Deck 2 (photo of me in a survival suit to come in the future!).  Finally, the “Man Overboard” alarm is three prolonged blasts, and I report to my team on the starboard side of Deck 2.  Then, when training finished, we had our first “Fire and Emergency” drill, followed immediately by a “Abandon Ship” drill – and I was ready!  It turns out that NOAA runs these two drills every week, and the “Man Overboard” drill once a month.  We haven’t even started our research yet, but students, I have to tell you that I feel really safe being on a ship on the sea.  Everyone on the ship is trained in First Aid and CPR, and everyone takes on the role of fire fighter and emergency responder if a situation arises – and by “everyone,” I mean “everyone” from the engineers to the cooks.

 

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Everyone I’m meeting on the ship, from the NOAA Corps officers to civilian workers, is so helpful and friendly.  Their enthusiasm for their job clearly came through when we were getting ready to leave port, and I look forward to being a part of this team for the next three weeks.

 

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OK GEOSC 040 students at Penn State Brandywine, here is your next round of questions.  Please answer these questions online in ANGEL in the folder “Dr. G at Sea” in the link for Post #3.  Your response to #1 will be relatively short, #2 & #3 should be longer.

1. Find in this blog post where it says the Thomas Jefferson will be this field season (also mentioned on the NOAA Coast Survey site). Then, go to the NOAA Ship Tracker website http://shiptracker.noaa.gov/Home/Map to see where the Thomas Jefferson is currently located (you may need to zoom in – look for the letters “TJ” on the map.  If you click on the letters, it will give you some more information about the title of our project and our latitude and longitude coordinates.). Are we heading where we planned to be (based on the image above)? Where are we currently? (Please list the date of when you answered this question.)
2. The 2014 theme of World Hydrography Day was “Hydrography ‒ More Than Nautical Charts.” NOAA’s Office of Coast Survey invited the public to contribute articles that illustrate the theme, and they compiled these articles into a PDF. The articles in this collection, contributed by government and private experts, reflect the diversity of users of hydrography, with interests from marine ecology, archeology, energy and water resource management, and emergency response.  See this page for a listing of article authors and topics.
   • Select one article to read from the PDF (link presented here again).
   • In your response box, type the title of the article you selected to read.  Then, include a description of which Ocean Literacy Principles this articles addresses, and how (*think back to our second day of class, we reviewed the Ocean Science Literacy Principles tying in to the Introduction to Octopus!)  If the article you selected does not fit any of the Literacy Principles, make suggestions for how the author could have written the article differently to apply to the Principles.
3. Now keep that Ocean Science Literacy document handy, and let’s think outside the box… let’s pretend that the International Hydrographic Organization has asked you to come up with a theme for World Hydrography Day 2015.  What theme would you propose, and why?  And how would that theme tie in to not only hydrography, but the Ocean Literacy Principles?

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Random ship fact!

This random ship fact is inspired by a question one of my oceanography students asked on the first day of class – how does an anchor keep a ship in one place in the ocean?  JO Diane Perry shared with me more than I ever knew there was to know about anchors!  On a ship such as the Thomas Jefferson, anchors are lowered on chains.  The ship lets out enough chain so that it is 5-to-7 times the depth of the water.  The anchor chains are marked off (with paint) in a unit called a “shot”, which is the equivalent of 90 feet.  Although the design of the anchor makes it look like it can hook in to the ocean floor to secure the ship, it is actually the weight of the chain that holds the ship in place.