NOAA Teacher at Sea Blog

June 26, 2026June 29, 2026

Jennifer Widdig: Charting New Waters, June 26, 2026

View of one of the launch vessels in its berth aboard NOAA Ship Thomas Jefferson. it is very foggy.

NOAA Teacher at Sea

Jennifer Widdig

Aboard NOAA Ship Thomas Jefferson

June 17 – June 30, 2026

Mission: Hydrographic Survey
Geographic Area of Cruise: Lake Erie and Lake Ontario
Date: Friday, June 26, 2026

Weather Data from the Bridge

Latitude: 043^o20′ N
Longitude: 077^o18′ W
Sky Conditions: Cloudy
Visibility: 9 miles
Wind Speed: 9 knots
Wind Direction: W
Dry Bulb: 18^oC
Web Bulb: 18^oC

Science and Technology Log

Jen smiles for the camera as she stands at the railing of NOAA Ship Thomas Jefferson, wearing a life vest, her right hand on the metal frame containing the conductivity, temperature, and depth meter (CTD). The apparatus is attached to a line (a rope) that extends out of the photo. the sky and water are bright blue. — Getting ready to deploy the Sea-bird CTD

Surveying has finally begun! Before any data can be collected with the multibeam sonar system, the survey technicians first deploy a Sea-Bird CTD (Conductivity, Temperature, and Depth) instrument. This important piece of equipment measures the water’s conductivity, temperature, and depth throughout the water column.

Why is this necessary? The multibeam sonar determines water depth by sending sound waves to the lake bottom and measuring how long it takes for the echoes to return. However, sound does not travel at the same speed through all water. Changes in temperature, especially at the thermocline where warmer surface water meets colder deeper water, can significantly affect sound velocity. If these variations are not accounted for, the depth measurements could be inaccurate.

two women sit, and a third leans, at a desk with an array of 10 stacked computer monitors. — Survey technicians working at the acquisition station on NOAA *Thomas Jefferson*

Once the Sea-Bird CTD has been recovered, the survey technicians move to the acquisition station to begin collecting hydrographic data. This is where the real mapping of the lake floor begins.

At the acquisition station, technicians have access to navigation information through HYSWEEP, a software program that displays the planned survey lines and the vessel’s position in real time. Because the survey team and bridge officers are looking at the same information, technicians can communicate precise directions to help keep the vessel on the correct track lines.

The team collects crosslines across each survey sheet. These lines provide an initial overview of the seafloor terrain and later serve as an important quality-control check. By comparing the crossline data to the primary survey lines, technicians can verify the accuracy of their measurements.

Another key display is the Seafloor Information System (SIS), which shows the depth data being collected by the multibeam sonar. As the vessel travels back and forth along carefully planned survey lines, the sonar data appears on the screen like strokes from a paintbrush. Each pass adds another strip of seafloor information until the entire survey sheet has been “painted” with depth measurements.

The survey vessel must travel in straight, parallel lines because the data collected during turns is often unreliable. When the ship turns, turbulence and bubbles form beneath the hull. These bubbles interfere with the sonar signals, preventing them from reaching the bottom and returning accurate depth measurements. On the data display, these disruptions appear as black streaks or gaps, similar to those shown below.

photo of a computer screen displaying color-coded depth measurements in overlapping zig zagging lines — Crosslines on SIS of two sheets complete

photo of a computer screen displaying color-coded depth measurements through a swath approximately the shape of a quarter circle. there are black vertical streaks and a curved line of black dots revealing areas where data was not collected as the ship turned. — Depth data during the ships turn. (Not logged)

During this leg of the mission, the NOAA Ship Thomas Jefferson was finally able to deploy both of its survey launches. This marked the first time this season that both small boats could be used, following repairs to a broken DAVIT cable that had previously limited operations.

Before any launch leaves the ship, the survey team gathers to complete a Float Plan, brief and conduct an Operational Risk Management assessment using a GAR (Green, Amber, Red) score. This process evaluates factors such as weather, crew readiness, equipment status, and mission complexity to determine whether it is safe to proceed.

a group of people, most in navy sweatshirts, stand around a table or sit in chairs in a room inside NOAA Ship Thomas Jefferson — Small boat safety brief

photo of a printed paper sharing the Float Plan for June 24, 2026, SL 2903 / 2904. one section lists Passengers and Crew, another the itinerary, another an Operational Risk Management score sheet. It is initialed at the bottom. — Small boat float plan with GAR score

Once approved, the launches are deployed using the ship’s davit system. The davit lifts the boat over the ship’s rail, and after it is safely positioned, the launch crew boards. The davit then carefully lowers the boat into the water where it begins survey operations.

The survey launches play a critical role in hydrographic mapping. Each boat is equipped with multibeam sonar and side-scan sonar systems that allow surveyors to collect detailed seafloor data in areas too shallow for the ship to safely navigate. By working close to shore and in confined areas, the launches help ensure complete coverage of the survey sheets and provide valuable information for updating nautical charts and identifying potential hazards to navigation.

Deployment of small boat

Recovery of small boat

Because the 2903 launch had not been deployed yet this season, the crew encountered several issues that needed to be addressed during their launch. To tackle these challenges, the Commanding Officer (CO), Executive Officer (XO), engineers, Operations Officers, survey technicians, and available officers gathered for a debrief to discuss solutions and develop a plan moving forward.

One aspect that I found particularly interesting was learning how replacement parts are obtained while the ship is underway. When a needed part is not available onboard, it is often shipped to the nearest port. The crew then evaluates the ship’s schedule, available transportation options, and operational priorities to determine the most efficient way to retrieve it. What might seem like a simple repair on land requires careful coordination and planning at sea.

These debriefs serve another important purpose as well. In addition to troubleshooting equipment issues, they allow the team to review the day’s operations, assess progress, and develop a detailed plan for overnight activities and the following day’s survey work. It was another reminder of the amount of teamwork, communication, and problem-solving required to keep a hydrographic survey mission running successfully.

a group of 8 people, mostly in navy blue NOAA Corps uniforms, stand around a room in discussion — Small boat debrief

Personal Log

It has been really rewarding to take part in more activities on board. I’ve had the opportunity to deploy the Sea-bird CTD and assist with both the launching and recovery of the small boats, which has given me a much better appreciation for how coordinated and precise these operations need to be and how many hands are needed. Thank you to Chief Scientist Sarah Thompson and Bosun Alex Bischoff for the opportunities to help out along side them. I’ve also really enjoyed observing the work on the bridge and seeing how navigation, communication, and decision-making all come together in real time to keep operations running safely and efficiently.

One of the biggest adjustments for me has definitely been the 4:30 p.m. dinner time! Eating three full meals between the hours of 7am and 4:30pm is slowly killing me, but it is SO hard to skip a meal when everything is so good. I’ve also been surprised by how cool the temperatures have been while on board which has been really nice. I have spent most of the time in pants and light sweaters.

My photo was also added to the crew board, which made me feel even more like part of the team and included in the daily life of the ship. Overall, being exposed to so many different roles and responsibilities on board has been eye-opening. If I had known earlier about the range of careers involved in hydrography and ship operations, I absolutely would have considered this path when I was younger.

a group of 5 polaroid photos pinned to a cork bulletin board under a small title, separately pinned, that reads "Augmenters." Each photo is hand-labeled. The first is a photo of Jen sitting at a computer, labeled "TAS Widdig." The other augmenting crew are identified as ENS Ruiz, ENS [illegible], 2C Grant, CC Wright. — Newbies photos on the board on NOAA Ship *Thomas Jefferson*

Did You Know?

Ports are not required to maintain current depth information for their slips, which can increase the risk of vessels running aground. Can you see the dock in the background we are backing in to in Osewgo?

View down the starboard side of NOAA Ship Thomas Jefferson from an upper deck; we can see one of the launch vessels in its berth. it is very foggy and we can barely make out the horizon. — NOAA Ship *Thomas Jefferson* backing into Port of Oswego

June 24, 2026June 24, 2026

Jennifer Widdig: Drills before Thrills, June 22, 2026

NOAA Teacher at Sea

Jennifer Widdig

NOAA Ship Thomas Jefferson

June 17 – June 30, 2026

Mission: Hydrographic Survey
Geographic Area of Cruise: Lake Erie and Lake Ontario
Date: June 22, 2026

Weather Data from the Bridge

Latitude: 043^o 27’N
Longitude: 076^o30’W
Sky Conditions: Foggy
Visibility: < 1 miles
Wind Speed: 8 knots
Wind Direction: E
Dry Bulb: 14^oC
Wet Bulb: 16^oC

Science and Technology Log

Since my last blog, Junior Officer James Hutzenbiler has been qualified, meaning that all permanent officers on the ship now have their Officer of the Deck Underway Letter (Underway OOD).

Practice Makes Prepared

Grinning big for a photo, Jen holds up an orange personal flotation device in one hand and grasps the handle of a bagged survival suit in the other hand — Ready for abandon ship

Life aboard the NOAA Ship Thomas Jefferson is filled with exciting scientific work, but safety is always the top priority. Whether the crew is conducting hydrographic surveys, navigating busy waterways, or working far from shore, everyone on board must be prepared to respond quickly and effectively in an emergency. That preparation comes through regular safety drills and a strong culture of readiness.

Every week, the crew participates in both fire drills and abandon ship drills. In addition, man overboard drills are conducted monthly to ensure everyone remains familiar with emergency procedures. Leading these exercises is Megan McDeavitt, the Damage Control Officer (DCO), who is responsible for planning, coordinating, and evaluating each drill. To keep the crew prepared for real emergencies, the DCO often creates surprise scenarios. During the first fire drill I experienced, simulated smoke was released in a particular area of the ship. Crew members had to adjust their movements and follow alternate routes. These realistic situations challenge the crew to think critically and adapt to changing conditions.

One of the first safety items introduced during orientation is the Emergency Escape Breathing Device (EEBD). An EEBD is located in every room throughout the ship and provides a supply of breathable air that allows individuals to escape from smoke-filled or hazardous environments.

the emergency escape breathing device, housed in round plastic casing, in front of a bright orange plastic box that reads EEBD; both rest on a table. — Emergency Escape Breathing Device

When joining the ship, every crew member receives a billet card that outlines their responsibilities during each type of drill. The sheet identifies primary and secondary muster locations, ensuring everyone knows exactly where to report. The secondary muster station is especially important because emergencies can sometimes block access to the primary location.

close-up view of a small piece of paper attached by magnet to the door. at the top it reads: 2026-06-18 to 2026-06-23, TJ-26-02, Welland and ROV, TAS Widdig, Jennifer. Muster instructions are listed below for different scenarios, color coded. Red: Fire & Emergency, Yellow: Abandon Ship, Blue: Marine Overboard. White boxes of different sizes against the colored bars indicate the sound of the emergency signal. Fire & Emergency is one long bar; Abandon Ship is 8 small boxes plus a medium sized box; Marine Overboard is 3 medium boxes. — Billet Card

During a fire drill, the crew reports to their assigned muster stations where attendance is carefully checked. Once a complete muster is attempted, attention turns to any missing personnel. This is where the ship’s medical personnel in charge (MPIC) becomes involved. If a scenario includes an injured or unaccounted-for crew member, responders must locate, assess, and assist that individual while the fire teams continue addressing the simulated emergency.

The Thomas Jefferson maintains three separate fire teams, each trained to respond rapidly to emergencies. Team members must quickly don their firefighting gear, deploy equipment, and establish water to the simulated fire. Working together, the teams communicate their progress while searching affected spaces and ensuring the safety of all personnel.

emergency equipment on board the ship: a bright red metal locker, red hard hat, red fire extinguisher. also some sort of breathing apparatus and balled up fire protection gear. — Fire team station on NOAA Ship *Thomas Jefferson*

Abandon ship drills require a different type of preparation. When the abandon ship alarm sounds, crew members must report to their assigned muster station with their life jacket and their immersion suit, often referred to as a “Gumby suit.”

Following every exercise, the DCO conducts a detailed debrief with the crew. During this review, performance metrics are discussed, including how long it took to complete the muster, how quickly each fire team arrived on scene, how fast firefighters dressed in full protective gear, when water was established to fight the fire, and how efficiently missing or injured personnel were located. The crew also examines any challenges encountered during the drill and discusses ways to improve future responses.

Charting a Course for Discovery

Before each leg of operations, there is a briefing. Operations Officer Mark Meadows outlined the goals for the NOAA Ship Thomas Jefferson’s work on Lake Ontario. The mission is to update nautical charts, identify dangers to navigation, and replace outdated survey data collected in the 1940s.

screenshot from a NOAA webpage titled LAKE ONTARIO. the page features a a satellite map of the lake with red tracklines inside black polygons overlaid on the water. Text superimposed at the top of the map reads: "Existing Data Quality: 1940's, Fathometer, Set Line Spacing @1.5 nm, USACE 2018 nearshore Lidar Data." — The red lines mark the original survey lines from the 1940s.

Many of the original survey lines on Lake Ontario were spaced approximately 1.5 miles apart. While this was considered sufficient at the time, it left vast areas of the lake bottom completely unsurveyed. Modern hydrographic technology allows NOAA to collect much more detailed information, creating safer and more accurate nautical charts for everyone who uses these waters.

The survey efforts also support the Lake Ontario National Marine Sanctuary and the Lakebed 2030 project, an effort to map the entire lake floors by the year 2030. To maximize coverage, the Thomas Jefferson operates nearly around the clock, collecting shipboard data 24 hours a day. During daylight hours, two smaller survey launches focus on nearshore and shallow-water areas that the ship cannot safely access.

The survey team enjoys a little fun when naming the survey sheets. OPS Meadows felt the need to name the nearshore sheets various flavors and heat levels from Dave’s Hot Chicken. Additionally, they decided to divide the midshore sheet into Bert and Ernie. While the names may not appear on the official charts, it added a little humor to the serious business of mapping Lake Ontario.

simple map of the south shore of Lake Ontario, with 5 polygons drawn against the shore in a line. each polygon is shaded a different color and named: mild, medium, hot, extra hot, reaper. — The Dave’s Hot Chicken Survey Sheets.

Personal Log

A Taste of Life on Board

One of the biggest surprises of my Teacher at Sea experience has been the incredible food. Every meal seems to bring something new, and the variety has been nothing short of amazing. In just a short time on board, I have enjoyed rabbit, lamb, gyros, steak, salmon, and even a delicious crawfish boil. Additionally, the desserts are to die for! The rice pudding being my favorite so far. Each meal is thoughtfully prepared, and there is always something to look forward to when the dinner bell rings.

One evening, Chief Steward (CS) Danni Cuff created a stunning croquembouche, which is a towering French dessert made of cream-filled pastry puffs held together with caramelized sugar. It looked like something that belonged in a bakery window rather than on a hydrographic survey vessel in the middle of the Great Lakes. More importantly, it tasted every bit as good as it looked!

a towering dessert more than a foot tall of ping-pong sized balls of pastry arranged in a christmas tree shape — CS Cuff’s Croquembouche

The crew aboard Thomas Jefferson also takes condiments very seriously. I am convinced there is every type of condiment imaginable somewhere in the galley. Ketchup, mustard, hot sauces, barbecue sauces, dressings, seasonings. You name it, they probably have it. And not just one version, but multiple brands and varieties. Whatever your taste preference may be, there is likely a condiment waiting to make your meal even better.

two tables in the mess hall, each lined with plastic boxes containing a wide variety of condiments — The stash of only the table condiments.

The galley always offers a small salad bar stocked with fresh vegetables and toppings. Fresh fruit is also available throughout the day, making it easy to grab a healthy snack between surveys, drills, and shipboard activities. Then there are also tons of unhealthy snack options available as well.

As a Teacher at Sea, sharing meals with crew members from every department makes it easy to get to know people and learn about their unique roles on the ship.

Did You Know?

There are an estimated 4,000-6,000 shipwrecks on the Great Lakes.

two divers check out an underwater shipwreck in green waters — The wreck of the *St. Peter* in Lake Ontario (Credit: NOAA)

June 22, 2026June 22, 2026

Jennifer Widdig: Locked in with a Great Crew, June 19, 2026

Jen, wearing a Teacher at Sea hat and t-shirt, takes a selfie at the railing of NOAA Ship Thomas Jefferson in port. We can see the greenish water of Lake Erie and the hint of a distant shoreline beneath a light blue, cloudy sky.

NOAA Teacher at Sea

Jennifer Widdig

Aboard NOAA Ship Thomas Jefferson

June 17 – June 30, 2026

Mission: Hydrographic Survey
Geographic Area of Cruise: Lake Erie and Lake Ontario
Date: Friday, June 19, 2026

Weather Data from the Bridge
Latitude: 42º54.5’N
Longitude: 079º14.6’W
Sky Conditions: Sunny
Visibility: 10+ miles
Wind Speed: 10 Knots
Wind Direction: W
Dry Bulb: 15.5º C
Wet Bulb: 17º C

Science and Technology Log

All Lines Away In High Winds

Before the NOAA Ship Thomas Jefferson ever left the Port of Cleveland, the energy on the bridge already reflected that this would not be a routine departure. The navigation team met to review weather forecasts, vessel traffic in the harbor, and the tight physical space of the slip. They walked through the voyage plan for the upcoming transit of the Welland Canal.

The forecast added a layer of challenge: waves building up to 11 feet offshore and wind gusts reaching 40 knots. Even while still tied to the dock, the ship would feel the effects of those winds pushing against the hull. The crew specifically discussed which lines would need to remain in place to best counteract strong winds pushing on the port side. It was a reminder that even leaving the dock is a maneuver that demands planning, not just movement.

After a short rain shower and a two-hour delay, line handlers moved into position along the pier, and the deck team coordinated each step of letting go. The goal was simple in theory but complex in execution. The bridge crew had to free the ship without allowing the stern to swing toward a barge positioned on the starboard side of the ship.

NOAA Corps officers carefully navigate NOAA Ship Thomas Jefferson away from the dock at the Port of Cleveland

Every action had timing behind it. Lines were released in a deliberate order, engines were brought in carefully, and the rudder responded in small corrections. At the same time, the bridge team monitored traffic on the Cuyahoga River and ensured communication was successful even though it was made difficult in the wind. Amid all of this, Junior Officer James Hutzenbiler had control of the commands, gaining valuable experience managing a complex departure in high winds and restricted maneuvering space. The situation provided a practical test of shiphandling skills under pressure, reinforcing both decision-making and situational awareness in real-world conditions.

What stood out most was not just the difficulty of the conditions, but how smoothly the crew worked through them. Each person understood their role, anticipated the next step, and supported the overall movement of the ship. It was less about individual actions and more about a shared rhythm.

A Stairway between the Great Lakes

The Welland Canal is one of North America’s most impressive feats of marine engineering, linking Lake Ontario and Lake Erie and allowing ships to bypass the powerful and steep Niagara Falls.

The idea of a canal connecting the lakes dates back to the early 19th century, when growing trade made the Niagara Escarpment a major obstacle. The first version of the canal was completed in 1829, but it was narrow, shallow, and quickly outdated as ships grew larger. Over time, the canal was rebuilt and expanded through multiple iterations, with the modern fourth version completed in 1932. Each upgrade reflected advances in engineering and the increasing demands of industrial shipping. Below is an image of the different canal routes over time. The first canal had 40 locks and the current one is down to 8, taking about 9 hours for the Thomas Jefferson to complete.

a map of Niagara's Welland Canal Corridor. The map area focuses on the land portion in between Lake Erie to the left of the image and Lake Ontario to the right. (The compass rose shows us that on this map, north is to the right, not "up.") solid lines in different colors trace the paths of four canal routes through rivers and streams and cities. above the geographic map is a cross section depiction of the locks showing the changes in elevation from west to east. in the center is a timeline with details about the four version of the canal. — The evolution of the Welland Canal and the current locks. (Photo: niagarawellandcanal.com)

screenshot from a website that maps the locations of different vessels onto waterways. this one is zoomed into the Welland Canal between Lake Erie (south) and Lake Ontario (north), and concentric circles highlight the green dot that represents NOAA Ship Thomas Jefferson's location, shortly after it has entered the canal form the south. — Image capture from marinetraffic.com of the Thomas Jefferson transiting the Welland Canal.

Transiting the canal is a unique experience for any vessel. Rather than open-water navigation, ships move carefully through a series of eight locks that raise or lower them approximately 326 feet between the two lakes. Each lock demands precision, coordination, and patience. Crews adjust positions and engines in short, controlled bursts to keep the vessel centered as water levels change.

bright yellow equipment installed on the door of a lock, with movable panels dotted with holes, which the system can attach to certain ships through suction — MoorMaster Automated Vacuum Mooring System

Large cargo ships can use MoorMaster automated vacuum mooring systems to hold the ships in place while in the locks.

However, the Thomas Jefferson has too many port holes for the vacuum to attach. This means the crew is constantly on the bridge adjusting controls to keep the ship off the concrete side walls. It takes an extreme amount of teamwork and concentration. The CO (Commanding Officer) and XO (Executive Officer) found that “crabbing” the ship in at an angle instead of straight in allows for better control.

view from NOAA Ship Thomas Jefferson as it enters Welland Canal lock 7; we can see darker blue water in the foreground and lighter blue water beyond the lock doors. there are cranes and towers on each side, a barge in the distance. the sky is bright blue. — Entering vs. leaving Welland Canal lock 7

view from NOAA Ship Thomas Jefferson as it exits Welland Canal lock 7. now the water level is much lower and the concrete lock walls seem very high. — Entering vs. leaving Welland Canal lock 7

What stands out most during a transit is the teamwork involved. Every movement onboard is deliberate and communicated clearly. Deckhands, officers, and pilots work in close coordination. Even in tight quarters and changing water levels, there is a steady rhythm to the operation. It is a reminder that successful navigation is not only about technology or infrastructure, but also about people working together with trust and professionalism.

view from above and behind as NOAA Ship Thomas Jefferson sails away from the camera into a lock, with high concrete walls and raised arms. the water in the lock is blue green and very still. another ship on the left side of the lock faces toward the camera. on either side, we see trees and grass. — NOAA Ship *Thomas Jefferson* entering a lock on the Welland Canal. (Credit: NOAA)

One of the most impressive aspects of the transit was watching the Junior Officers and Operations Officers navigate the entire 12-hour journey through the Welland Canal with only the supervision of the CO and XO.

Personal Log

The Quiet Influence of Great Leaders

One of the most impressive aspects of my time aboard the ship has not been the technology, the navigation, or even the massive engineering feats we encounter. It has been the culture of learning.

Four NOAA Corps officers in blue uniforms stand on an upper deck of NOAA Ship Thomas Jefferson, facing out at the green water. — NOAA Corps officers watch from the flying bridge of NOAA Ship *Thomas Jefferson*

From the moment I stepped aboard, I noticed that the ship operates much like a highly effective classroom. Every day presents opportunities to learn, practice, make mistakes, and improve. What makes this environment so successful is the leadership demonstrated by Commanding Officer Kidd and Executive Officer Duffy. They have fostered a culture where learning is woven into every aspect of daily operations.

After every drill, change of conn, and operational briefing, etc. the leadership team takes time to reflect. Rather than immediately telling crew members what they did right or wrong, they observe, listen, and encourage discussion. Team members are asked to evaluate their own performance, identify challenges, and suggest improvements. This process transforms every event into a learning opportunity.

three NOAA Corps officers in blue uniforms stand on the bridge of NOAA Ship Thomas Jefferson. in the foreground, one officer stands at a control panel, his left hand resting on the panel, and his head turned to look at something out of frame beyond the camera. at the far end of the bridge, another officer looks through binoculars. — NOAA Corps officers on the bridge of NOAA Ship Thomas Jefferson

One example came after Junior Officer James Hutzenbiler successfully guided the ship out of the Port of Cleveland in challenging wind conditions. Once the maneuver was complete, Operations Officer Jessie Spruill gathered the bridge team and asked a simple question: “How do you think that went?” Rather than providing answers, she encouraged the team to analyze their own decisions. The officers discussed what worked well, what could have gone smoother, and what they might do differently next time.

OPS Jessie Spruill then added her own observations and expertise, helping connect their experiences to larger operational concepts. Finally, the XO built upon the discussion, adding further insights and training points that everyone could apply in future situations.

As a teacher, the entire exchange felt remarkably familiar. These are the same instructional strategies educators strive to use in the classroom: reflection, self-assessment, guided discussion, and constructive feedback. The difference is that instead of discussing a math problem or science experiment, the crew was analyzing real-time decisions that affected the safe movement of a ship.

Boarded and Underway

NOAA Ship Thomas Jefferson in port, with the gangway to the dock set up. we can see one of the small survey launch vessels mounted on the port side. it is a very cloudy day. — NOAA Ship *Thomas Jefferson* in Port of Cleveland

I would be lying if I said I wasn’t nervous about living on a ship for two weeks. Fortunately, those worries began to fade almost as soon as I stepped aboard.

a NOAA Corps officer in a blue uniform and blue hat stands a the railing of NOAA Ship Thomas Jefferson and reaches her left arm out to touch the wall of the Welland Canal, smiling for the photo. the sky is a bright blue, with white clouds. — Junior Officer Bridget Ruiz

One of the biggest reasons was the people. Everyone has been incredibly welcoming and willing to answer questions, offer advice, and help me navigate life at sea. From the very beginning, the crew made me feel less like a visitor and more like part of the team.

I was especially fortunate to be paired with Junior Officer Bridget Ruiz as my roommate. She had just started her leg aboard the ship as well, which meant we were both experiencing many of the same first-day questions and uncertainties. Having someone to attend orientation with, explore the ship alongside, and compare notes made the transition much easier.

The living quarters were also a pleasant surprise. Before arriving, I imagined a small, cramped room with barely enough space to move around. Instead, our stateroom is surprisingly comfortable, complete with dressers, desks, a sink, a mini refrigerator, and closets for storage.

view into a stateroom on NOAA Ship Thomas Jefferson. we can see a bunk, a dresser, the edge of a sink, emergency personal flotation devices. — Stateroom

Of course, shipboard life comes with a few unique experiences. Once the waves started rolling, so did the contents of various tanks throughout the vessel, creating an aroma that can only be described as “memorable.”

Despite the occasional smell and the constant motion beneath my feet, I am quickly settling into the rhythm of shipboard life. Between the incredible views, delicious meals, comfortable accommodations, and supportive crew, I can easily see how people come to love this lifestyle. After only a short time aboard, the ship is already beginning to feel like home.

Did You Know?

The tallest wave recorded on Lake Erie was a 22-foot seiche in 1844, and it killed 78 people.

June 18, 2026June 18, 2026

Guy Sturdevant: Heading North, June 17, 2026

NOAA Teacher at Sea

Guy Sturdevant

Preparing to board NOAA Ship Oscar Dyson

June 20 – July 15, 2026

Mission: Summer Pollock Acoustic Survey, Leg 2

Geographic Area of Cruise: Bering Sea, Alaska

Date: June 17, 2026

Weather Data from the Flint Hills of Kansas

Latitude: 37°34’00” N

Longitude: 96°30’40” W

Winds S at 20-30 mph

Air Temperature: 79° F (26° C)

Introduction

Hello and welcome! My name is Guy (Clark) Sturdevant from Northwest High School in Wichita, KS. You join me as I make final preparations for my two-day journey to Dutch Harbor, Alaska. Once there, I will board the Oscar Dyson and join an amazing science team and crew for a month-long leg of the biennial Eastern Bering Sea Pollock Survey.

As I prepare for this incredible opportunity, I find myself reflecting on the amazing science educators and communicators that helped define my relationship with science. From Mr. Patton’s sixth grade life science class through graduate studies in the department of Geology at the University of Kansas, the passion, character, and enthusiasm of my mentors and teachers was infectious. In my seven years in the classroom, I have worked to immerse my students in the hands-on practice of science. NOAA’s Teacher at Sea Program will be another amazing opportunity for me to learn from world-class scientists and technicians in hopes of bringing the exciting world of marine science into my high school classroom.

Check in here for regular updates from the Bering Sea!

Science and Technology Log

Next Monday, I will board NOAA Ship Oscar Dyson in Dutch Harbor, Alaska. The Oscar Dyson is a 208 ft. purpose-built research vessel which hosts the Midwater Assessment & Conservation Engineering (MACE) team for the Summer Pollock Survey. The full survey spans nearly three months and hundreds of nautical miles of the Bering Sea and the Gulf of Alaska.

NOAA Ship Oscar Dyson as seen from the port side, in port. The sky is bright blue and the blue water in front of the ship has a faint ripple from a wake. we can see a bridge in the background. — NOAA Ship *Oscar Dyson*. *Photo credit: Ensign Haley Glos*
(Photo from @NOAAShipOscarDyson Facebook account)

Did You Know?

The Oscar Dyson is named in honor of a fisherman and sustainable fisheries advocate, Oscar Dyson.

a black and white portrait photo of a man — A photo of Oscar can be found hanging in the galley aboard his namesake.

Oscar’s fame, however, is eclipsed by his wife, Peggy. Peggy Dyson acted as the “Voice of the North Pacific”, broadcasting out marine weather forecasts as WBH-29 twice daily for over 30 years. Her voice served fishing communities in the North Pacific, providing valuable information and a familiar voice across the vast span of the open ocean.

a woman smiles as she swings what we presume is a bottle - covered in red, white, and blue cloth and ribbons - up toward the hull of a ship — Peggy Dyson christening NOAA Ship *Oscar Dyson.* Photo credit: Ray Broussard.

June 17, 2026June 18, 2026

Amber LaMonte: Ctrl + Alt + Ecosystems to Equipment: A Side-Quest for the Techies, June 8, 2026

Amber posing inside a ship's bridge, with four NOAA Corps officers wearing dark blue uniforms. Amber is wearing her blue Teacher at Sea t-shirt. They are smiling, with windows showing a view of the sea in the background. — An honor to take a photo with (from left to right) XO Pestone, Lt Urquhart, Lt Zoller and CO Sinquefield

NOAA Teacher at Sea

Amber LaMonte

Aboard NOAA Ship Pisces

May 31 – June 10, 2026

Mission: Northeast Ecosystem Monitoring Survey (EcoMon)
Geographic Area of Cruise: Gulf of Maine
Date: June 8, 2026

Data from the Bridge
Greenwich Mean Time (GMT): 11:44 PM
Latitude: 043° 33.456’ N
Longitude: 070° 38.739’ W
Doppler Wind Speed: 17.4 knots (kt)
True Wind Speed: 14.06 knots (kt)
Wave Height: 5’
Air Temperature: 9.44°C/49°F
Wet Bulb Temperature: 7.9°C/46.2°F
Bottom Depth: 168 m
Sky: Clear

For this post, I tried to step aside from my biologist bias (it was an insightful challenge) and highlight the technical aspects of running an ecosystem science operation. I have provided numerous links to illustrate the path to various careers and future research being conducted with NOAA.

A close-up view of the white side of a blue and white buoy with the text 'Class of 2028' written in black marker. — *Here comes 2028*

Last Buoy

Deploying the last buoy with my Shipmate Ave Cieplinski

Global drifter buoy #3, a.k.a. LaMonster, for those of the class of 2028 taking my course and ready to learn all about our planet and ocean! We are now in the Gulf of Maine after making our way through Georges Bank, where this drifter was deployed at 40°14.560’N 067°39.008’W on the southernmost station of this region.

The Gulf of Maine is a semi-enclosed sea bordered by Massachusetts, New Hampshire, Maine, New Brunswick and Nova Scotia. Beneath the surface, Georges Bank helps shape currents and separates the Gulf from the Atlantic south of Cape Cod. Just beyond this boundary, the cold Labrador Current and warm Gulf Stream meet. Inside the Gulf, coastal geography redirects these waters, forming a gyre that pushes cold water southward.

Map illustrating the general circulation patterns in the Gulf of Maine during the stratified season, with bathymetric contours marking areas of different depth. Blue arrows depict shallower currents occurring at less than 75 meters deep while red lines depict deeper currents occurring more than 150 meters deep. — Currents Map of the Gulf of Maine (Source: WHOI)

What I find most intriguing is how this balance is shifting; the Labrador Current now carries more freshwater from melting ice, while the Gulf Stream is moving north. These changes matter; many marine species depend on specific temperature ranges, so even small shifts in currents can reshape entire ecosystems. I chose to deploy at this location so that my students will hopefully see the data pattern showing how quickly the drifter moves into the Gulf Stream.

Science and Technology Log

Illustration of a data-collecting ocean drifter equipped with an antenna, surface float, sensors for measuring sea surface temperature, and a subsurface drogue, transmitting information via satellite. — Components of a Drifter
(Source: NOAA Global Drifter Program)

A global drifting buoy, or drifter, is an instrument designed to measure sea surface temperature along with variables such as atmospheric pressure, wind, wave height, and salinity. As these buoys move naturally with ocean currents, onboard sensors collect data and transmit it to satellites, allowing scientists to track their positions over time and map ocean circulation patterns. These drifters provide essential data to validate satellite data and improve forecasts. A critical feature of each drifter is its drogue, or sea anchor, which extends about 20 meters (65 feet) below the surface. Connected by a long tether, the drogue ensures the drifter follows ocean currents rather than being pushed by wind: without it, the instrument would drift like a lightweight object at the surface.

Through our participation in the Adopt a Drifter program, this technology becomes tangible for students. They can follow real drifters and analyze authentic data in near real time; in this way, they’re actively engaging with live information and thinking like scientists as they interpret it. I cannot wait for students to discover the origin story next year! At the time of writing this post, the LaMonster had made its way across a degree of longitude in only a few days.

*Screenshot from the interactive map of the Global Drifter Program (GDP) Array*

The data generated by these drifters are compiled into a comprehensive dataset providing hourly estimates of sea surface temperature and ocean currents. The buoys last around 400 days but scientists are already trying to improve the power capability, read here. Managed and quality-controlled by NOAA’s Drifter Data Assembly Center (DAC) at the Atlantic Oceanographic and Meteorological Laboratory (AOML), the dataset ensures accuracy and consistency. Rich metadata, such as deployment details, drogue status, drifter type, and identification information, further supports meaningful analysis and real-world scientific investigation such as used here.

Methodology & Careers

(1) Nick Vang, Survey Tech, in front of the continuous flow water system. (2) Computer view of the multi-beam sonar data. (3) Styrofoam cup before and after placement, along with the CTD at depths to illustrate the pressure. (4) Single beam sonar output viewed as the CTD and bongos are deployed. (5) Nick demonstrates the software needed to run and interpret the numerous radars on board.

Meet Nick Vang, a survey tech with NOAA currently serving as an augmenter, a role in which he not only runs operations in the acoustics lab but also coordinates with the science team, deck crew and bridge to ensure the execution of the mission runs smoothly. I just love that title “augmenter” and have decided to use it next in lieu of “teacher” ( I’m kind of joking, but not really; I probably will work it in at some point). This is because we know that, as teachers, we are not just running operations in one particular room on one particular day, but rather focusing on the bigger picture of the whole school year as our mission.

In the acoustics lab, the EM2040 is a high-resolution scientific multibeam sonar system used to collect detailed data from both the water column and the ocean floor. In simple terms, the system works by sending out a cone-shaped sound wave, often called a “ping”, toward the seafloor down to 300 meters. This sound reflects off the ocean bottom and returns to the ship, allowing onboard computers to calculate the distance traveled. From this information, a map of the seafloor begins to take shape.

The survey tech team refines the raw data by correcting factors such as tides, sound speed and vessel offset, ensuring the measurements align accurately. The techs go through a training program when hired that is specific to using the software used by NOAA ships. One area in which software has advanced is its ability to read any “noise” that is not the actual bottom and compute the depth accurately. The processed data is then transformed into a bathymetric model, a detailed representation of the seafloor, which is used to precisely determine optimal station locations.

conical white and red equipment in the engine room

a cylindrical piece of equipment with pipes and control panels attached

a folded up fire hose mounted on a hook beneath the words "Fire Sta No. 4"

A man wearing industrial ear protection gear on his head - above his ears - stands at a long control panel of screens, buttons, and lights, and uses his hands to illustrate a point about something

(1) The rotary vane hydraulic steering gear that controls the bow thruster. (2) Pumps for the RO (Reverse Osmosis) system. (3) An emergency fire station. (4) Chief Engineer Adam Butters leading the tour. (5) One of 4 diesel engines aboard NOAA Ship Pisces.

The Pisces operates as a diesel-electric vessel, similar in concept to a hybrid car, thereby reducing emissions and supporting NOAA’s goal of achieving net-zero emissions by 2050. The vessel is also equipped with a bow thruster, which is especially useful when holding position. This system works with the dynamic positioning system to keep Pisces precisely in place, counteracting currents and eliminating drift.

We took a tour of the engine room and Chief Engineer Adam Butters guided us through some of the key systems that keep the ship running. The engines and equipment were impressive, and it was clear that the engineering team put in a lot of work to make our mission possible. The engine room was very loud and hot; we wore earplugs for protection, but I could not hear myself think. We started at the water maker unit, which uses reverse osmosis (RO), which turns ocean water into fresh water for drinking, cooking and bathing. Fun fact: this removes all the minerals from the water, so I added an electrolyte mix to my water bottle each day.

Next, he showed us the systems that support the lab. He pointed out the refrigeration system that keeps chlorophyll samples frozen at -80°C. It was interesting to see the equipment that powers everything behind the scenes. The ship’s electrical system is also complex, producing 600 volts of electricity, which is stepped down to power large machines and even further for everyday outlets like the ones in our rooms. In addition, we saw a centrifuge that cleans diesel fuel by separating impurities and water using specific gravity.

a NOAA Corps officer stands on the bridge, facing to the left of the photo. he holds a sextant up to his eyes with his right hand and uses his left hand to adjust the settings.

a NOAA Corps officer looks on as Amber drives the ship, each hand on a different lever

A NOAA Corps officer in a blue uniform looks down at a control panel on the bridge. we can see calm blue ocean through the windows in the background.

two NOAA Corps Officers stand on the far side of the bridge

two NOAA Corps officers stand on the bridge looking down at a display screen

(1 ) CO demonstrates use of a sextant. (2) ENS Keene-Connole supervising. (3) CO supervising. (4) Mrs. LaMonte, XO Pestone, Lt Urquhart, CO Sinquefield and Lt Zoller. (5) Lt Zoller. (6) Original Rolls-Royce equipment. (7) CO Sinquefield and Lt Zoller explaining sample station positioning

For me, it was an honor to chat with the commissioned NOAA officers aboard for this survey. My visit to the Bridge included a demonstration of the sextant lesson CO plans to teach as the ship makes its next sail to the Canary Islands, instructions for some of the basics in driving the ship and an explanation of how to read the ship’s navigational screen during sample station deployments.

I’ve learned that the NOAA Commissioned Officer Corps (NOAA Corps) is one of the nation’s eight uniformed services and its officers play a key role in carrying out NOAA’s mission. With a relatively small group, about 360 officers, they support a wide range of scientific and operational programs both at sea and in the air.

While some officers earn a 4-year STEM-based degree, others attend maritime colleges that offer personalized education with career-ready placements. After being selected, officer candidates train at the NOAA Corps Training Center at the U.S. Coast Guard Academy before being commissioned as ensigns. From there, many begin their careers at sea, with about 80 percent of officers serving aboard NOAA ships at some point.

What stood out to me most is the variety in their careers. Officers rotate between sea, aviation, and land assignments every few years, building experience in different roles while supporting NOAA’s work from multiple angles.

Personal Log

First Light Timelapse

I continue to be absolutely amazed at the first light of each day. Each morning, I determine the travel orientation of this ship and which deck, bow or stern, port or starboard, I should visit for the best view.

A breakfast plate featuring pancakes topped with maple syrup, crispy bacon, quinoa, and scrambled eggs, with a glass of orange juice and a bottle of organic maple syrup in the background. — A very nutritious breakfast

And the food in the galley continues to be excellent, I had a chance to chat with both cooks (Mike x2) and they both absolutely are very appreciated by the crew. Mealtimes on the ship are special, as nearly everyone stops their tasks for a welcome break and nourishment. Several times, the bridge would announce over the radio that they were holding the start of the station until after mealtime.

Diagram of a boat showing directional terms: port (left side), starboard (right side), stern (back), and bow (front). — https://www.boaterexam.com/boating-resources/boat-terminology/

Did You Know?

My students are familiar with Marine Protected Areas (MPAs) as I open the year by teaching about them, that while the world has ONE ocean, I highlight the importance of designating our oceans as distinct sections. The MPA distinction allows students to jump right in, looking at some of the charismatic marine fauna and learning what it means to be a stakeholder. Below is a map of the MPAs located within our national waters and an overview of Stellwagen Bank, a sanctuary where we conducted some of our samplings.

Map of the Pacific Ocean highlighting various National Marine Sanctuaries, including locations like Olympic Coast, Greater Farallones, and Hawaiian Islands Humpback Whale. — Map of U.S. National Marine Sanctuaries (Source: https://sanctuaries.noaa.gov/ )

Topographic map showing the Gulf of Maine and Stellwagen Bank area with geographical features and locations labeled. — Stellwagen Bank National Marine Sanctuary https://stellwagen.noaa.gov/pgallery/

The nutrient-rich waters of Stellwagen Bank have long made it a cornerstone of New England’s maritime story, supporting productive fisheries and returning whales, making it a whale-watching destination. This is where I was able to witness mother-calf pairs forage and learn with security and protection. This ecological vibrancy highlights the power of marine protected areas to sustain both wildlife and human use. Within federal waters, the 842-square-mile sanctuary stretches from south of Cape Ann to north of Cape Cod and is New England’s only national marine sanctuary.