Catherine Fuller: National Mooring Day, July 11, 2019

NOAA Teacher at Sea

Catherine Fuller

Aboard R/V Sikuliaq

June 29 – July 18, 2019


Mission: Northern Gulf of Alaska (NGA) Long-Term Ecological Research (LTER)

Geographic Area of Cruise: Northern Gulf of Alaska

Date: July 11, 2019

Weather Data from the Bridge

Latitude: 59° 00.823 N
Longitude: 148° 40.079 W
Wave Height: 1 ft, ground swell 3-4 ft
Wind Speed: 5.4 knots
Wind Direction: 241 degrees
Visibility: 5 nm
Air Temperature: 13.3 °C
Barometric Pressure: 1014.6 mb
Sky: Overcast


Science and Technology Log

At home, I regularly check information from the buoys that literally surround our islands.  They give me real time, relevant data on ocean conditions and weather so that I am informed about storm or surf events.  We also have buoys that track tsunami data, and the accuracy and timeliness of their data can save lives.  Deploying and monitoring these buoys is a job that requires knowledge of ocean conditions, electronics, rigging and computer programming. 

preparing buoy system
Pete (foreground) and Seth set up the buoy system in preparation for deployment
buoy anchors
The anchors for the buoys were made of train wheels

Pete Shipton is onboard as the mooring technician from UAF’s Seward Marine Center. This morning, he, Dr. Danielson and the crew deployed three moorings near oceanographic station GAK6i (about 60 miles offshore in the Northern Gulf of Alaska) at a depth of 230 meters. The search for the right depth required that R/V Sikuliaq do an acoustic survey of the area last night to find a kilometer-long area of the right depth and bottom slope.  The three moorings will be situated close enough to each other that for all purposes they are collecting a co-located set of readings representative of this site, yet far enough apart, with small watch circles, that they don’t overlap and foul each other.  The set of three is designed to have one surface buoy on either side with sensors at the surface and through the water column and a third buoy in the middle with sensors also distributed across all depths.

The first buoy, GEO-1, gives information on physics, optics, nutrient
chemistry and has a profiling instrument that will “walk” up and down the mooring wire from about 25 m above the seafloor to 25 m below the surface, collecting profiles four times a day. The mooring has many of the sensors that the ship’s CTD has, including an ADCP (Acoustic Doppler Current Profiler), a weather station with a GPS that measures wind speed, relative humidity, sea level pressure, and air temperature.  The buoy system was designed to withstand and operate in 8 m waves; in larger waves the surface buoy is expected to become submerged.  At one meter of depth, GEO-1 measures the temperature, salinity, chlorophyll fluorescence and photosynthetically available radiation. 

On GEO-2 (the center buoy), similar data is recorded at 22 m below the surface.  There will also be a sediment trap, mammal acoustics recorder, particle camera, and an AZFP (acoustic zooplankton fish profiler), which has four frequencies that can detect sea life from the size of fish down to the size of zooplankton. It records sound reflections from all sizes of creatures and can see fish migrations during day or night within a range of 100m (from 100m depth to the surface).

Buoy GEO-3 is the primary “guard” buoy, or marker for the whole set. It also has a real-time transmitting weather station and near-surface measurements.

Linking the mooring lines and the anchors are acoustic releases,
which are remotely controlled tethers whole sole function to listen for a “release” command that will tell them to let go of the anchor.  Since the limiting factor on the instruments is the life of the batteries, they will be picked up in a year and the acoustic release will allow the instruments to be brought back aboard Sikuliaq. These buoys will be providing real time information for groups such as the Alaska Ocean Observing System (www.aoos.org) about weather and ocean conditions, while also collecting
information about sea life in the area.

Pete and Seth on buoy
Pete (left) and Seth (right) test the stability of the buoy

Deploying the buoys was a lengthy process that required careful
coordination of parts, lines, chains and personnel.  Luckily everything
went off perfectly!  As the anchor weights for the two surface buoys deployed, they briefly pulled the buoys under, causing a bit of joking about whether the line length was calculated correctly. The brief “dunk test” was an excellent first trial for submergence during this coming winter’s storm conditions.

The second buoy briefly scares us by going under!


MarTechs:

There are opportunities for careers at sea in a wide variety of positions on board a research vessel.  One of the most interesting is the MarTech (Marine Technician), because of their dual role during a scientific cruise. 

The Marine Technicians are technically assigned to the science team although they are a part of the ship’s crew.  Bern and Ethan are the MarTechs on this cruise and both work specifically with R/V Sikuliaq. They are considered a part of whatever science team is on board at the time. The MarTechs are on 12-hour shifts, from 8:00 to 8:00.  Ethan is on at night, and Bern is on during the day, although there is some overlap.  The two men help to deploy and recover instruments for the science team and as well as helping the crew with any deck operations.  They also are responsible for the computer lab and overseeing the data displays and production from the various sensors, as well as maintaining the instruments on the ship that provide information.  Although they are always at hand to help when we need it, you will often find them also repairing and upgrading ship’s equipment and helping with engineering tasks.

Bern sets up camera
Bern setting up one of his cameras.

Bern has been a MarTech on R/V Sikuliaq since 2013, and had previous experience on other research vessels, both American and international.  Bern is also the ship’s unofficial documentation guy; he has a number of small cameras that he regularly uses to capture the action on board, whether from the vantage point of one of the cranes or on top of his own helmet. You can find examples of Bern’s camera work on R/V Sikuliaq’s Instagram site (@rvsikuliaq).

Ethan and Ana
Ethan helps Ana with the iron fish.

Like Bern, Ethan has also worked on other research vessels but has been on R/V Sikuliaq since it was built.  This is the only ship he’s been a MarTech on.  His interest in oceanography, especially marine acoustics, led him to this career.  Marine acoustics is more than just listening for large species such as whales.  There are acoustic sensors that “listen” to the ship and help ensure that it is functioning normally.  Other acoustic sensors, such as the ones based in the open keel of the ship use sound technology to map the ocean floor as we progress on our path.  Ethan was kind enough to show me the keel and explain the instrumentation. In addition, there are instruments that constantly record salinity, temperature, current strength, solar radiation and other measurements along the path we travel to provide a more complete picture of the environmental conditions existing at every point. 

open keel
The ship’s acoustic instruments are mounted in the open keel; it’s open to the sea!

The marine technicians manage the computer lab when they are not needed for operations.  This lab is the nerve center of the ship and allows the science team to work closely with the bridge to coordinate the movement of instruments and the speed of the vessel through the water to achieve optimum results.  You can find information on meteorology, navigation, engine performance, depth sounders, closed circuit monitors, ship acoustics and deck winch statistics by looking at specific screens.  In addition, the staterooms have monitors that also allow viewing of certain screens. 

computer lab
The screens in the computer lab provide all the information needed to make decisions about how and when to deploy data-gathering instruments.

By far the two displays that are followed most closely are the CTD cast screens and the AIS screen.  The AIS screen gives our course on a map, and shows our progress as well as future waypoints.  It also shows our speed and bearing to our next point as well as ocean depth and wind speed and direction.  The CTD screen shows real-time results in a number of categories such as salinity, oxygen, chlorophyll, temperature, nitrates and light as the CTD descends and ascends through the water column.  Based on the results of the down cast, the teams determine the depths from which they’d like water samples collected as the CTD rises. 

AIS screen
The OLEX or AIS screen shows our path as well as navigational information.
The CTD screen looks like spaghetti until you understand the color code for each line.


The Bridge:

The equipment on the bridge represents the pinnacle of technology as far as ship operations go.  The captain’s chair has been described by some members of the science team as the “Battlestar Galactica” or “Star Trek” chair, and it really does look like it fits in a science fiction movie.  Displays on the bridge show performance of the engines, radar returns and our bearing and range from them, and any other pertinent information to vessel performance.  Ship movement and waypoints are hand plotted by the second mate, who also oversees ship movement along with the captain, chief mate and third mate.  The ship’s officers work the bridge on a rotating watch schedule.  One of the cool features of this ship is that it operates two Z-drives, similar to what is used on tugboats.  These are propellers that can move independently of each other and turn in any direction.  They allow the ship to be maneuvered precisely, which is a great help when we need to stay on a station through multiple operations.  Various views of the bridge and the navigational instruments used by the ship’s crew are shown in the gallery below.

Captain Eric Piper
Captain Eric Piper shows off his new jacket


Personal Log

Happy Mooring Day!  It’s our self-declared “national holiday”! Because the process of deploying the moorings and buoys took up all of the morning and a part of the afternoon, most of the rest of the science team took the morning off and slept in.  So many of them ran on the treadmill that running might become a part of our “holiday” tradition.  My roommate even took bacon back to her room to eat in bed.  Gwenn brought out her Twizzlers…somewhat appropriate because they look like steel cable (even though the moorings did not use cable).  It was a nice breather for the science team, who have been working very hard to collect samples and run experiments.  Somewhere along the line, the idea of making Mooring Day a “holiday” caught on, and it’s become a bit of a joke amongst the team.  We’re down to a week to go, and everyone is beginning to think about what happens when we get in and when we all go home.  But… we’re not quite there yet, and there’s a lot of work left to do.


Animals Seen Today

stowaway
Our stowaway came to inspect today’s deployment.

We apparently have a stowaway…a small finch-like bird that flits about the ship.  It must have joined us when we were near land, and now we ARE the land. 

Erica Marlaine: Bear Onboard, July 12, 2019

NOAA Teacher at Sea

Erica Marlaine

Aboard NOAA Ship Oscar Dyson

June 22 – July 15, 2019


Mission: Pollock Acoustic-Trawl Survey

Geographic Area of Cruise: Gulf of Alaska

Date: July 12, 2019

Weather Data from the Bridge:

Latitude: 57º 9.61 N
Longitude: 152º 20.99W
Wind Speed: 15 knots
Wind Direction: 210 º
Air Temperature:  12º Celsius
Barometric Pressure: 1013 mb
Depth of water column 84 m
Surface Sea Temperature: 12º Celsius


Welcome to a tour of the NOAA Ship Oscar Dyson.

Your tour guide today is the Room 11 Bear.

Allow me to explain.

When I am not a Teacher at Sea on the NOAA Ship Oscar Dyson, I am the special education preschool teacher in Room 11 at Nevada Avenue Elementary School in Canoga Park, California. My classroom has a classroom bear (made of construction paper) that “hides” every night when the students go home. In the beginning of the year, he is sort of easy to find, but as the year progresses, he is harder and harder to find. By the end of the year, only a paw or an ear might be showing!

The first thing my students want to do every morning is look for the bear.  When they find it, they excitedly explain where it is. Speech and language are things we work on in class all the time, and the bear gives us something fun to talk about! For some students, a single word might be the goal. Other students may be working on putting a few words together, or even enough to make a sentence.  It’s also a great time for them to learn prepositional words or phrases to describe where the bear is hiding, such as next to, under, beneath, or on top of.

Now it’s YOUR turn.  I hope you have fun touring the NOAA Ship Oscar Dyson with the Room 11 Bear and finding him in the photos where he decided to hide in a tricky spot.   He is in EVERY picture.

bear in captain's chair
Commanding Officer Bear up on the Bridge (the part of the ship above the weather deck which houses the command center). I also spy a snack that is a favorite of some students in Room 11.
bear charting the course
Bear charting our course on the Bridge
bear steering
Steering the NOAA Ship Oscar Dyson (up on the Bridge)
bear lookout
Binoculars are used to check for whales or other boats before the trawl nets are put out.
bear in the galley
Food is cooked in the galley (the nautical term for kitchen)
bear in the mess hall
This is the mess (the nautical term for eating place) where all of the delicious meals are served.
bear in laundry
The laundry room
bear in gym
One of the two gyms onboard the NOAA Ship Oscar Dyson
bear in engine room
The engine room
bear at fire station
There are “fire stations” onboard in case of an emergency
bear in jackets
This is where we put on our waterproof rain gear and high boots before entering the fish lab
bear on rubber gloves
High rubber gloves are worn so that we stay somewhat clean and to protect our hands as we use sharp tools and touch jellyfish or pointy quills
bear in acoustics lab
Lastly, a visit to the acoustics lab, where the scientists read and analyze the data from the echo sounders and determine when and where to drop the trawl nets.

Brandy Hill: How to Mow the Lawn and Needle Gunnin’, July 3, 2018

NOAA Teacher at Sea

Brandy Hill

Aboard NOAA Ship Thomas Jefferson

June 25, 2018 – July 6, 2018

 

Mission: Hydrographic Survey- Approaches to Houston

Geographic Area of Cruise: Gulf of Mexico

Date: July 3, 2018

 

Weather Data from the Bridge

Latitude: 29° 17.5’ N

Longitude: 094° 27.7’ W

Visibility: 10+ NM

Sky Condition: 3/8

Wind: 10 kts

Temperature:

Sea Water: 29.5° C

Air: 31.1° C

 

Science and Technology Log

Radar
The ship is equipped with AIS or automatic identification system. AIS is the primary method of collision avoidance for water transport. It provides unique identification, position, course, and speed of ships equipped with AIS. All vessels with 300 or more gross tonnage and all passenger ships must be equipped with AIS.

In the beginning, it took me a little while to realize that we were passing by some of the same oil platforms and seeing the same ships on the radar screen (above). For example, today the Thomas Jefferson covered many nautical miles within the same 2.5 NM area. This is characteristic of a hydrographic survey. A sheet (area to be surveyed) is split into sections and a plan is devised for the ship to cover (using sonar) the area in a “mow the lawn” approach. In the photo below, you can see the blue lines clustered together. These are the main scheme lines and provide the majority of data. The lines going perpendicular in a loose “zig-zag” to the main scheme lines are called crosslines. While main scheme provides the majority of sonar data, crosslines provide validation. For every 100 nautical miles of main scheme, 4 NM of cross lines (4%) must be completed.

CoastalExplorer
You can see the main scheme and cross lines in this image using the Coastal Explorer program.

You can also see the main scheme and crossline(s) in the Hypack viewer below. Hypack is a software program controlled from the Plot (Survey) Room and is duplicated on a screen on the Bridge (steering deck). This allows Bridge watch standers to see track lines and the desired line azimuth (direction). In this case the line azimuth is around 314°. Additionally, the bottom portion showing -0.0 means that the ship is precisely on track (no cross-track errors). Typically, during a survey from the main ship, there is room for up to 10 meters of error in either direction and the sonar data coverage will still be complete. Once the course is set, the ship can be driven in autopilot and manually steered when making a turn. The high-tech equipment allows the rudder to correct and maintain the desired course and minimize cross-track error. Still, at least two people are always on the bridge: an officer who makes the steering orders and maintains watch and a helmsman who steers the ship. I was fortunate to be able to make two cross line turns after a ship steering lesson from AB (able seaman) Tom Bascom who has been on ships his whole life.

HyPack
Hypack software is one point of communication between Survey and the Bridge Watch.

Communication between Survey and the Bridge Watch is critical. Every time the ship makes a turn, the side scan towfish and MVP must be taken in. The Bridge also notifies Survey if there are any hazards or reasons to pull in survey equipment.

At night, the ship is put into “night mode” and all lights are switched to red. The windows are covered with a protective tinted sheet and all computer screens switch over. The CO leaves a journal with posted Night Orders. These include important summary points from the day and things to look out for at night It also includes a reminder to complete hourly security rounds since most shipmates are asleep. A “Rules of the Road” section is included which serves as a daily quiz for officers. My favorite part of CO’s Night Orders are the riddles, but they are quite difficult and easy to over think. So far, I have guessed one out of five correctly.

Bridge Watch Night Vision
ENS Sydney Catoire explains how important it is to preserve your night vision while maintaining watch, thus the dimming and/or use of red lighting. Her favorite watch time is from 0800-1200.

CO Night Orders from June 28, 2018
CO Night Orders from June 28, 2018

With a lot of my time spent looking at computer screens in survey, I was happy to spend an afternoon outside with the Deck Crew. Their job is highly diverse. Rob Bayliss, boatswain group leader, explained that the crew is responsible for maintaining the deck and ship. This includes an ongoing battle with rust, priming, painting, and refinishing surfaces. Rob wiped his hand along the rail and showed the massive amount of salt crystals collected throughout the day. The crew has a PR event and will give public tours the day we arrive in port, so the ship is in full preparation!

Needle Gun
I was introduced to the needle gun- a high powered tool used for pounding paint and rust off surfaces to prepare them for the wire wheel and paint primer. CO thanked me for my contribution at maintaining the preservation of the TJ.

Revarnishing Deck Work
One of the Thomas Jefferson wooden plaques sanded and receiving a fresh coat of varnish.

I also spoke with Chief Boatswain, Bernard Pooser. He (along with many crew members) have extensive experience in the navy. Pooser enjoys life on the ship but says, “It’s not for everyone; you have to make it work for you.” He claims that the trick is to find a work and recreation balance while on the ship. He gave me some examples like being sure to take breaks and have fun. Pooser even pulled out a corn hole set that we may use one of these evenings.

Chief Boatswain Bernard Pooser
Chief Boatswain Bernard Pooser

 

Peaks

+ It’s been fun being on the bridge at night because all of the ships and platforms light up.

+ I was given my own stateroom which was nicely furnished by its usual occupant. She has even installed a hammock chair!

+I hadn’t realized how responsive the ship would be when steering. At 208 feet, I thought it would be a bit more delayed. The maximum turn angle is 35 degrees and we have usually been making turns around between 5-15 degrees.

+We saw two sea turtles and dolphins while taking bottom samples! (See future post.)

 

Jennifer Dean: Extra Operations and Daily Duties, May 19, 2018

NOAA Teacher at Sea

Jennifer Dean

Aboard NOAA Ship Pisces

May 12 – May 24, 2018

Mission: Conduct ROV and multibeam sonar surveys inside and outside six marine protected areas (MPAs) and the Oculina Experimental Closed Area (OECA) to assess the efficacy of this management tool to protect species of the snapper grouper complex and Oculina coral

Geographic Area of Cruise: Continental shelf edge of the South Atlantic Bight between Port Canaveral, FL and Cape Hatteras, NC

Date: May 19, 2018

Weather from the Bridge
Latitude: 29°55.8590’ N
Longitude: 80°16.9468’ W
Sea Wave Height: 2-4 feet
Wind Speed:  18.1 knots
Wind Direction: 210.6°
Visibility:  1 nautical mile
Air Temperature: 25.3°C
Sky: Overcast

Science and Technology Log

Extra Operations- Zodiac Hurricane Fast Rescue Boat:
Occasionally these Fast Rescue Boats are used for more than real emergencies and drills, practicing the pick-up of a man-overboard and rescue diver missions, in the case of day 2 of my trip on NOAA Ship Pisces, a camera replacement part became necessary.  When a small crew change is needed or to pick up a repair part for an essential item, instead of bringing the ship to dock, the FRB (Fast Rescue Boat)  is sent in.

coxswain
Lead Fishermen, Farron “Junior” Cornell was the FRB coxswain (driver/operator of a ship’s boat

The LF or Lead Fishermen,  Farron “Junior” Cornell was the FRB coxswain (driver/operator of a ship’s boat).  His navigation skills were developed by working in the hydrographic division that performs regular bathymetry readings using these vessels on NOAA Ship Thomas Jefferson, making him a very capable pilot of this small watercraft in the NOAA fleet.  The FRB has seating for 6, with 2 aft of console, 1 forward of engine cover, 2 sitting on foredeck on engine cover and 1 prone on deck by stretcher.

Some other specs on the boat includes the following:
Length overall=6.81 meters including jet
Beam overall=2.59 meters
Fuel capacity=182 litres (48 US Gal)
Bollard Pull ~600 kg/5884 N
Endurance (hours @ 20 knots)~6.75 hours
Max  Horse Power=235kW, 315 hp
At Light Load Operation Displacement = 2150 kg/4750 lbs
Full Speed ~32 knots
Fuel System =48 US gallon tank

 

Engine Room Tour Pictures and Learnings:

Daily Duties: Freshwater NeedsReverse Osmosis and Evaporators
Freshwater is necessary for a variety of reasons beyond drinking water for the crew.  It is used for laundry, cooking, showers and on NOAA Ship Pisces, to fill the ballast water tanks.  Approximately 31 gallons of freshwater is used on average per person per day, with 29 people on board for 12 days, totaling nearly 11,000 gallons by the end of the trip.   One method to supply this freshwater supply is through reverse osmosis.  Osmosis is the diffusion of water across a membrane.

 

Normally water moves, without an energy input from high to low concentrations.  In reverse osmosis, water is moved in the opposite direction of its natural tendency to find equilibrium.  The force at which water wants to move through the membrane is called its osmotic pressure.  To get water to move against the osmotic pressure another force must be applied to counteract and overcome this tendency.  Sea water is found in abundance and can be forced across a semi-permeable membrane leaving the ions on one-side and the freshwater to be collected into containment chambers on the other side.  Technology has impacted this process by discoveries of better semi-permeable membranes that allow for faster and larger amounts of sea-water to be moved through the system.  Pisces uses reverse osmosis and a back-up freshwater system of 2 evaporators.  When the temperatures are high (as they were in the first few days of the cruise) the evaporators are the go-to system and make for tasty drinking water.

Evaporators take in sea water and distill the liquid water using waste heat collected from the engines that raises the temperature of water in the pipes.  This temperature provides the energy that forces the liquid freshwater to vaporize and enter its gaseous phase, then under pressure this vapor is condensed and can be collected and separated from the brine that is removed and discharged.

 

Wastewater:  There are different types of water that can be used for different tasks aboard a ship.  Typically gray water (which is relatively clean wastewater from showers and sinks but may contain soaps, oils, and human hair/skin)  is placed in the MSD (Marine Sanitation Device), which is similar to a septic system.  Black water is wastewater from toilets, or any water that has come into contact with fecal matter and may carry potential disease carrying pathogens. Black water is also treated in the MSD.  This black water sewage is first subjected to a macerator pump that breaks the fecal matter into smaller pieces, enzymes are added to further decompose and before disposal a bit of chlorine is added to ensure no bacteria remain alive.  This water can be disposed of into the ocean if the ship is over 12 miles offshore.  If the ship is within 12 miles the sewage must be either stored in containment system on board the vessel or taken to dock and disposed of by an in-shore treatment facility. For more information on the regulations for wastewater disposal while at sea see the  Ocean Dumping Act.

Valves for ballast water tanks
Valves for ballast water tanks on NOAA Ship Pisces that are filled with freshwater to prevent the spread of nonnative species

Ballast Water and New Regulations:  Ballast water tanks are compartments used to hold water to provide stability for the ship.  This balance is necessary for better maneuverability and improved propulsion through the water.  It can allow the crew to compensate and adjusts for changes in the ships cargo load or fuel/water weight changes over the course of a trip.  Historically this water has been drawn up from the surrounding sea water to fill the tanks.  Unfortunately, in the not so distant past, the ballast water from one location on the globe has been deposited into another area along with it, all of it foreign plants, animals and microbiota.  This act led to the introduction of a host of exotic and non-native species to this new area, some of which became invasive and wreaked havoc on the existing ecosystems.  Today there are a host of case studies in my students’ textbook like the Zebra Mussels (Dreissena polymorpha) and the European Green Crabs (Carcinus maenas) that were introduced in this way that resulted in devastating impacts both environmentally and economically to the invaded area.

The International Maritime Organization (IMO) passed new regulations in September of 2017 calling for better management of this ballast water exchange.  Ballast Water Management Convention 2017.

Another high tech approach to this problem has been the development of a sea-water filtration systems, but these carry a heavy price tag that can range anywhere from  $750,000 to $5 million.

The engine room area is staffed by 7 crew members.  Back-up systems and  the amount of en route repair necessary to keep the ship running and safe was apparent in the engine room.  There were redundancies in the engines, HVAC, hydraulics, and fuel systems.  Spare parts are stored for unexpected breaks or other trouble-shooting needs.  The control panels throughout the tour had screens that not only allowed a check of every level of function on every system on the ship, there was another screen that demonstrated the electrical connections on how all these monitoring sensors were wired, in case a reading needed to be checked back to its source.

Engine 4
One of the 4 NOAA Ship Pisces CAT engines

Pictured here is a diesel engine on NOAA Ship Pisces. Pisces has 4 of these on board: 2 bigger engines that are CAT model 3512 vs. 2 smaller engines that are CAT 3508. When the ship is going at full steam they use 3 of 4 to provide power to turn the shaft, and when they need less power, they can modify their engine choices and power, therefore using less fuel.  CAT engines are models 3512 and 3508 diesel driven at provide 1360 KW and 910 KW, respectively.  There is also an emergency engine (CAT model 3306) on board as well providing 170 kw of power.

Control panels in engine room
Control panel of screens for monitoring and controlling all mechanical and tank/fluid functions

 

hydraulics
Steven Clement, first assistant engineer, is showing me some of the hydraulics in the engine room.

The pressurized fluid in these pipes are used to move devices.  Pisces is in the process of converting certain hydraulic systems to an organic and biodegradable “green” oil called Environmentally Acceptable Lubricants (EALs).

The Bridge

panopic bridge
NOAA Ship Pisces’ Bridge

This area is command central.  I decided to focus on only a few features for this blog from a handful of screens found in this room that monitor a variety of sensors and systems about both the ships conditions and the environmental factors surrounding the ship.   Commanding Officer CDR Nicholas Chrobak, NOAA demonstrated how to determine the difference on the radar screen of rain scatter vs. another vessel.  In the image the rain gives a similar color pattern and directionality, yet the ship appeared more angular and to have a different heading then those directed by wind patterns.  When clicking on the object or vessel another set of calculations began and within minutes a pop-up reading would indicate characteristics such as CPA (closest point of approach) and TCPA (Time of Closest Point Approach) as seen in the image.

 

These safety features let vessels avoid collisions and are constantly being calculated as the ship navigates.  GPS transponders on the ships send signals that allow for these readings to be monitored.    ECDIS (Electronic Chart Display and Information System) charts provide a layered vector chart with  information about the surrounding waters and hazards to navigation.  One screen image displayed information about the dynamic positioning system.

ECDIS
ECDIS (Electronic Chart Display and Information System)

Paths and positions can be typed in that the software then can essentially take the wheel, controlling main propulsion, the bow thruster and rudder to keep the ship on a set heading, and either moving on a desired course or hold in a stationary position.  These computer-based navigation systems integrate GPS (Global Positioning System) information along with electronic navigational charts, radar and other sailing sensors to ensure the ship can navigate safely while effectively carrying out the mission at hand.

The Mess Deck and Galley:

This location serves up delicious and nutritious meals.  Not only do the stewards provide the essential food groups, they provide vegetarian options and make individual plates for those that may miss a meal during shift work.

mess deck
The mess

Dana Reid, who I interviewed below, made me some amazing omelets on the trip and had a positive friendly greeting each time I saw him. I decided a few days into the cruise to start taking pictures of my meals as proof for the nature of how well fed the crew is on these adventures.

 

 

dana and ray
Steward CS Ray Mabanta and 2C Dana Reid in the galley of NOAA Ship Pisces

Each day a new screen of menus appeared on the ship’s monitors, along with other rotating information from quotes, to weather to safety information.

Personal Log

Today a possible shipwreck is evident on the sonar maps from the previous night’s multibeam readings.  If weather permits, the science team plans to check out the unknown structure en route to the next MPA. This scientific study reminds me of one of the reasons I fell in love with science.  There is that sense of discovery.  Unlike pirates and a search for sunken gold, the treasure to be found here is hopefully a diversity of fish species and thriving deep coral communities.  I found myself a bit lost during the discussions of fishing regulations for these areas designated as MPAs (Marine Protected Areas).  I had always thought ‘protected’ would mean prohibitive to fishing.   So I did a little research and will share a little of the basics learned.  And I hope someday these regulations will become more restrictive in these fragile habitats.

The MPA , “marine protected area”  definition according to the implementation of an Executive Order 13158 is “…any area of the marine environment that has been reserved by federal, state, territorial, tribal, or local laws or regulations to provide lasting protection for part or all of the natural and cultural resources therein.” But what that actually means in terms of the size of the area and approach to conservation, or the level protection and the fishing regulations seems to vary from location to location.  The regulations are governed by a variety of factors from the stakeholders, agencies and scientists to the population numbers and resilience of the habitat to distances offshore.
For more information on MPAs visit
https://oceanservice.noaa.gov/facts/mpa.html

Did You Know?
Some species of coral, like Ivory Tree Coral, Oculina varicosa, can live without their zooxanthellae.

Oculina varicosa
Oculina varicosa

Very little is known about how they do this or how their zooxanthellae symbiotic partners return to their coral home after expulsion.

Fact or Fiction?
Oculina varicosa can grow to up to 10 feet high and have a growth rate of ½ inch per year. Check out the scientific validity of this statement at one of the following links:

http://www.sms.si.edu/irlspec/oculin_varico.htm

What’s My Story? Dana Reid
The following section of the blog is dedicated to explaining the story of one crew member on Pisces.

Dana in scullery
Dana Reid pictured here in the scullery, the ship’s kitchen area for cleaning dishes

What is your specific title and job description on this mission?  Second Cook. His job description includes assisting the Chief Steward in preparing meals and maintaining cleanliness of the galley (kitchen), mess deck (tables picture where crew eats), scullery (part of the kitchen where dishes get washed) fridge/freezer and storage areas.

How long have you worked for NOAA?  5th year

What is your favorite and least favorite part of your job? His favorite part of this job is getting a chance to take care of people, putting a smile on people’s faces and making them happy.  His least favorites are tasks that involve standing in the freezer for extended periods of time to stock and rotate foods.  In addition he mentioned that he isn’t too fond of waking up very early in the morning.

When did you first become interested in this career and why?  His initial food as a career-interest started when he was in high school working for Pizza Hut.  He later found himself working for 2 years cooking fried chicken for Popeyes.  His interest in the maritime portion of his career also began right after high school when he joined the Navy.  In the Navy he worked in everything from the galley to a plane captain and jet mechanic.  During his time in the Navy he worked on 5 different carriers and went on 9 different detachments including Desert Storm. After hurricane Katrina in 2006 he found himself interested in finding another job through government service and began working on a variety of NOAA’s vessels.

What is one of the most interesting places you have visited?  He found the culture and terrain of Oahu one of his most interesting.  He enjoys hiking and Hawaii, Alaska and Seattle have been amazing places to visit.

Do you have a typical day? Or tasks and skills that you perform routinely in this job? He spends the majority of his time prepping  (washing and chopping)  vegetables and a majority of his time washing dishes.  In addition he is responsible for keeping beverages and dry goods stocked. 

Questions from students in Environmental Science at Camas High School

  • How is cooking at sea different from cooking on land?
    He said that he needs to spend more effort to keep his balance and if in rough weather the ship rocks. This impacts his meal making if he is trying to cook an omelet and if mixing something in keeping the bowl from sliding across the prep table.  He mentioned that occasionally when baking a cake that it might come out lopsided depending upon the angle of the ship and timing of placement in the oven.
  • What do you have to consider when planning and cooking a meal?
    He plans according to what meal of the day it is, breakfast, lunch or dinner.  The number of people to cook for, number of vegetarians and the part of the world the cruise is happening in are all factored in when planning and making meals. For example, when he has been in Hawaii he’d consider cooking something more tropical – cooking with fish, coconut and pineapple; if in the Southeast they tend to make more southern style cooking, sausage/steak lots of greens; if in the Northeast more food items like lobster and clam chowder make their way onto the menu.
  • What is the best meal you can make on the ship, and what is the worst? He said he makes a pretty good Gumbo. He said one of his weakness is cooking with curry and said that the Chief Steward is more skilled with dishes of that flavor.
  • How many meals do you make in a day? 3; In addition he hosts occasional special events like ice cream socials, banana splits or grilling party with smoker cooking steaks to hamburgers on the back deck.

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Victoria Cavanaugh: Navigating the Inside Passage, April 24, 2018

NOAA Teacher at Sea
Victoria Cavanaugh
Aboard NOAA Ship Fairweather
April 16-27, 2018

MissionSoutheast Alaska Hydrographic Survey

Geographic Area of Cruise: Southeast Alaska

Date: April 24, 2018

Weather Data from the Bridge

Latitude: 50° 10.002′ N
Longitude: 125° 21.685′ W
Sea Wave Height: 7 feet
Wind Speed: 5 knots or less
Wind Direction: Variable
Visibility: 14 km
Air Temperature: 9oC  
Sky:  Mostly Sunny

Science and Technology Log

NOAA Ship Fairweather has begun its transit to Alaska for the heart of the field season which means transiting the famous Inside Passagea roughly two day voyage through a stretch of nearly a thousand islands between Washington State and Alaska.  The more protected waterways of the Inside Passage provided a smooth, calm ride.  I took advantage of the transit to spend more time on Fairweatherbridge in order to learn a bit about navigation.

Magnetic North v. True North
Magnetic North v. True North

One thing that quickly became clear on the bridge of Fairweather is that for many navigational tasks, the crew has at least three ways of being able to obtain needed information.  For example, navigational charts (maps) show two compasses: magnetic and true north.  The inner circle represents the magnetic compass, which in reality points 17 degrees right of true North and is dependent upon the pull of the Earth’s magnetic core.  Because the magnetic compass can be offset by the pull of the ship’s magnetic fields (the ship is made of steel, after all), Fairweather’s compass is actually readjusted each year.  During our Inside Passage transit, a specialist came aboard near Lopez Island to reset the ship’s magnetic compass.

Magnetic Compass
The Ship’s Magnetic Compass Located on the Flying Bridge (Top Deck)

Mirrors
A Series of Mirrors Allows the Crew to Read the Magnetic Compass from the Bridge

The ship’s magnetic compass is located on the flying deck, just above the bridge.  So, to be able to read the compass from the bridge, the crew looks through a series of mirrors above the helm. Notice that next to the mirrors, is a digital display that reads “78.”  This is an electrical reading from the gyrocompass.  The gyrocompass reflects “true North” also referred to as geographical North.

Gyrocompass
The Gyrocompass is Secured in a Closet on D Deck Near the Galley

Auxiliary Compass
An Auxiliary Compass, Connected to the Gyrocompass, is Located Right Off the Bridge on Both Port and Starboard

When at sea, a crew member on the bridge takes “fixes” every fifteen minutes, both day and night.  To take a fix, the crew member uses an auxiliary compass and chooses three landmarks on shore as points.  The crew member then lines up the viewfinder and records the degree of the line formed between the ship and the given point.

Focusing the auxilliary compass
The Crew Focuses the Auxiliary Compass on a Landmark on Shore. This Allows for a Reading on the Gyrocompass.

Next, the crew member plots the three points on the chart using triangles (similar to giant protractors).  The point where the three lines intersect is the ship’s current location.  Though technically, the crew could just plot two points ashore and look for where the lines intersect, but as a way of triple checking, the crew chooses three points.  Then, if a line doesn’t intersect as expected, the crew member can either retake the fix or rely on the other two points for accuracy.

Plotting the Course
The Crew Use Triangles to Plot Their Course

Verifying location
A Crew Member Uses a Compass to Verify Our Current Location, Measuring and Checking Latitude and Longitude

In addition to using the two aforementioned compasses to determine the ship’s location, the open seas often mean majestic night skies.  Some of the crew members told me they  also look to the stars and find the Big Dipper and North Star.  A central theme on the bridge is being prepared: if both compasses malfunction, the crew can still safely guide Fairweather along its course.

Original Navigation System
The Original Navigation System: The Night Sky

Location display
The Ship’s Location Also Displayed Electronically above the Helm

In addition to being able to take fixes and locate constellations in the night sky, modern day technology can make the crew’s job a bit easier.  The ship’s latitude and longitude is continually displayed by an electronic monitor above the helm via GPS (Global Positioning System).  Below, the ship’s Electronic Navigation System (ENS) essentially acts as Google Maps for the sea.  Additionally, the ENS provides a wealth of data, tracking the ship’s speed, wind, and other contacts.

Electronic Navigation System
The Electronic Navigation System – Sort of Like Google Maps for the Ship!

Next to the ENS on the bridge is the ship’s radar, which shows other vessels transiting the area.  Similar to ENS, the radar system also provides information about the ship’s speed and location.

Radar screen
The Ship’s Radar Is Yet Another Navigational Tool

Electronic Wind Tracker
The Electronic Wind Tracker above the Helm

Wind matters in navigation.  The force and direction of the wind can affect both currents and the ship’s route.  Winds may push the ship off course which is why taking fixes and constantly monitoring the ship’s actual location is critical in maintaining a given route.  The wind can be monitored by the weather vane on the bow, the electronic wind tracker above, or on the ENS below.  Additionally, a crew member demonstrates a wheel, used for calculating and recalculating a ship’s course based on the wind’s influence.

Calculating Wind and Direction
A Crew Member Holds a Wheel for Calculating Wind and Direction

Speaker System
An Old-Fashioned Speaker System on the Bridge

On the bridge, multiple ways of being able to perform tasks is not limited to navigation alone.  Communicating quickly on a ship is important in case of an emergency. Fairweather is equipped with various communication systems: a paging system, an internal telephone line, cell phones, satellite phones, etc.

Phone Systems
A Collection of Bells and Phone Systems for Contacting Various Parts of the Ship

Personal Log

Just before leaving Puget Sound, I had the chance to go kayaking for a few hours with two of the crew members.  We had great luck; not only was the water placid, but harbor seals played for nearly an hour as we paddled around one of many coves.  It was neat to see Fairweather from yet another perspective.

Kayaks
Kayaks are Secured for Seas on the Flying Bridge – The Hardest Part Is Carrying the Kayaks Up and Down Several Docks to Be Able to Launch Them

Launching Kayaks
A Bit Tricky: Launching Kayaks from a Launch

Approaching Fairweather in Kayaks
Approaching Fairweather in Kayaks

Wide Open Waters of Puget Sound
Wide Open Waters of Puget Sound

Ready to Explore
Ready to Explore

Harbor Seals
Harbor Seals Played in the Water Around Our Kayaks

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Incredibly Calm Waters in Puget Sound Made for Picturesque Reflections

 

 

Did You Know?

The Inside Passage is a series of waterways and islands that stretches from Puget Sound, just north of Seattle, Washington on past Vancouver and British Columbia and up to the southeastern Alaskan panhandle.  In British Columbia, the Inside Passage stretches over more than 25,000 miles of coast due to the thousand or so islands along the way.  In Alaska, the Inside Passage comprises another 500 miles of coastline.  Many vessels choose the Inside Passage as their preferred coast as it is much more protected than the open waters of the Pacific Ocean to the immediate west.  Nonetheless, rapidly changing tidal lines, numerous narrow straits, and strong currents make navigating the Inside Passage a challenging feat.  In addition to frequent transit by commercial vessels, tugboats, and barges, the Inside Passage is also increasingly popular among cruise ships and sailboats.  On average it takes 48-60 hours to navigate.

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Approaching Open Waters as the Fairweather Leaves British Columbia and Enters the Alaskan Portion of the Inside Passage

Glassy Reflection
A More Protected Stretch of the Inside Passage Creates a Glassy Reflection

Crew on Anchor Watch
Crew on Anchor Watch on the Inside Passage as We Approach Seymour Narrows. Note the Weathervane on the Bow.

Snowy Peaks Along the Inside Passage
Snowy Peaks Along the Inside Passage

Late Afternoon View
Enjoying a Late Afternoon View from Fairweather’s Fantail

Islands
Some of the Many, Many Islands along the Inside Passage

Blackney Passage
Blackney Passage

tugboat and barge
A Tugboat Pulls a Barge Near Lopez Island

 

Late Afternoon
Late Afternoon on the Inside Passage as Seen from Starboard, F Deck

Mountain view
Impossible to Get Tired of These Views!

Challenge Question #4: Devotion 7th Graders – NOAA and NASA collaborated to produce the National Weather Service Cloud Chart which features explanations of 27 unique cloud types.  Clouds can tell sailors a great deal about weather.  Can you identify the type of clouds in the ten above pictures of the Inside Passage?  Then, record your observations of clouds for five days in Brookline.  What do you notice about the relationship between the clouds you see and the weather outside?  What do you think the clouds in the pictures above would tell sailors about the upcoming weather as they navigated the Inside Passage?  Present your observations as journal entries or a log.

A Bonus Challenge. . .

Just outside the bridge on both the Fairweather‘s port and starboard sides are little boxes with two thermometers each.  What is the difference between dry and wet temperatures?  Why would sailors be interested in both measurements?

Two thermometers
Two thermometers, labeled “Dry” and “Wet”, with different readings

 

 

Melissa Barker: Waiting out the Storm, June 22, 2017

NOAA Teacher at Sea

Melissa Barker

Aboard NOAA ship Oregon II

June 22-July 6

 

Mission: SEAMAP Groundfish Survey

Geographic Area of Cruise: Gulf of Mexico

Date: June 22, 2017

Weather Data from the Bridge: In port at Pier 21, Galveston, TX waiting out Tropical Storm Cindy.

Latitude: 29 18.61 N

Longitude: 94 47.56 W

Air temp: 28.8 C

Wind: gusty

Sky: overcast

Science and Technology Log

There is not a lot of science happening yet on the Oregon II. We are waiting out Tropical Storm Cindy that has made landfall on the gulf coast, so the science team has not yet arrived. The ship is pretty quiet with a few folks taking care of odds and ends. LT Reni Rydlewicz and ENS Chelsea Parrish welcomed me and showed me around the ship. Both officers took me to the bridge, the command center for the ship, to look at charts of where we will be sailing once underway.

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The bridge on the Oregon II

I learned that we will be sampling at a set of randomly predetermined sampling stations in depths of 5-60 fathoms (fm). One fathom is equal to six feet, so we will be sampling at depths of 30-360 feet. We will use a 40-foot trawl and sample within 2.5 mile radius of the station locations. We will use paper and electronic charts to navigate our way from station to station. I’m looking forward to getting underway, hopefully on Friday evening.

Our sampling stations are highlighted in yellow on the electronic chart. All the dots are oil and gas locations. On the paper chart, the lines that look like roads are called fairways and are safe areas of navigation. The numbers are depths in feet. The Oregon II has a 15 foot draw, so we typically try to stay in water at least 35 feet deep. NOAA creates these charts and give frequent updates to the officers.

Personal Log

I’m making the most out of my time in Galveston and at port on the Oregon II. I spent some time learning my way around the ship. Take a tour of the Oregon II by watching my short video below. The video can also be accesses here.

While exploring around the downtown area, I realized that I am definitely not use to the 100% humidity that we are experiencing. It really makes me appreciate the dry heat at home, but I am glad that it stopped raining making my exploring slightly drier.

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Ocean Star Offshore Drilling Museum

I visited the Ocean Star Offshore Drilling Rig Museum.  The Ocean Star is an old jack-up rig that was decommissioned in 1984 and now serves as a museum to educate the public about exploring, drilling and producing offshore energy resources.

I had no idea how many rigs there are in the gulf and that much of the oil is transported back to the mainland via pipelines. As of 2008, there was over 27,000 miles of active oil and gas pipe in the gulf transporting nearly 200 million barrels of oil and 1 trillion cubic feet of gas. According to the U.S. Energy Information Administration, “the Gulf of Mexico federal offshore oil production accounts for 17% of total U.S. crude oil production.” And as of 2013, the oil production in the gulf exceeds 686 million barrels per year.

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Offshore wells in the Gulf of Mexico

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Map of pipelines in the Gulf of Mexico

 

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Replica of an underwater oil field

When rigs are decommissioned they can sometimes be converted into artificial reefs. According to the Bureau of Safety and Environmental Enforcement, as of July 2015, 470 platforms have been converted into permeant artificial reefs in the Gulf of Mexico. You can learn more about this program here and see a short video of how rigs are turned into reefs here.

 

Did You Know?

As we collect data, we will be transmitting realtime shrimp biological data to the Gulf States Marine Fisheries Commission (GSMFC) in Ocean Springs, MS. Often times it can take weeks, months and even years to process data from large scale scientific projects. The realtime data transmission allows the GSMFC to use the most current data to manage the fisheries effectively.

Dawson Sixth Grade Queries

What does your room look like? Where do you sleep? (Emma, Mia)

IMG_3111 2
My room or berth

You can check out my video above to see my berth or stateroom as well as the rest of the Oregon II. My room is compact and uses space efficiently like everything on the ship. If I stand in the middle of the room and stretch my arms out I can touch the wall and cabinets at the same time. The other dimension (bed to far wall) is longer, roughly 8 feet with a little entry for the door. There is about enough room to do downward dog or warrior one, but not much else. With our 12 hour shifts, there is little time for hanging out, so sleeping is the main concern when in our staterooms and the bed is very comfortable.

 

 

How many people are on the boat? (Sylvia, Maylei)

IMG_3104Right now there are not many people on the ship, but when we hopefully set off on Friday evening we should have about 28 people total, including 10 in the science party and 18 officers, crew, engineers, fishermen, and stewards. Look for more information about the folks who live and work on the Oregon II in future posts.

Sam Northern: Welcome Aboard NOAA Ship Gordon Gunter! May 29, 2017

NOAA Teacher at Sea

Sam Northern

Aboard NOAA ship Gordon Gunter

May 28 – June 7, 2017

Mission: Spring Ecosystem Monitoring (EcoMon) Survey (Plankton and Hydrographic Data)

Geographic Area of Cruise: Atlantic Ocean

Date: May 29, 2017

Weather Data from the Bridge:

Latitude: 41°31.8’N

Longitude: -71°18.9’W

Sky: 8/8 (Fully Cloudy, Overcast)

Wind Direction: NE

Wind Speed: 13 Knots

Barometric Pressure: 1005 Millibars

Humidity: 88%

Air Temperature: 11.5°C

Personal Log

In Port in Newport, Rhode Island (Sunday, May 28)

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The 224-foot Gordon Gunter at Pier 2 at the Naval Station Newport on the morning of sailing Leg 2 of the Survey.

Greetings from NOAA Ship Gordon Gunter! On my flight into Providence, Rhode Island (the Ocean State) I was met with lengthy coastlines and beautiful blue skies. Jerry Prezioso, (one of NOAA’s oceanographers), picked me up from the airport. We made our way to the ship, Gordon Gunter, at Pier 2 at the Naval Station Newport. To get there, we drove 37 miles southeast of Providence and crossed the Jamestown Verrazzano Bridge and the Newport Bridge. Both bridges offered stunning scenes of shorelines that separated the picturesque sailboats from the majestic beach side houses. Newport, also known as City by the Sea, was a major 18th-century port city which is evident from the high number of surviving buildings from the colonial era.

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NOAA Ship Gordon Gunter

Upon arrival at the pier, I passed two immense U.S. Coast Guard ships before laying eyes on what would be by new home for the next ten days—NOAA Ship Gordon Gunter. Several members of the crew were already there to welcome me aboard. The crew’s hospitality and Jerry’s tour of the ship eased my anxiety while at the same time, intensifying my excitement for the adventure that awaits.

After the tour, Jerry showed me to my stateroom. I was surprised to find out that I have my own cabin! There is a refrigerator, closet, desk, recliner, my very own sink, and a shared bathroom with the room next door. It also has a TV to watch any of the movies available on the ship.

After unpacking my luggage, I decided I would spend some time exploring the ship. I took photographs and captured 360-degree images of the ship’s many spaces. I intend to use my footage as a way to give my students a virtual tour of Gordon Gunter. When Jerry showed us the ship, he effortlessly moved from one place to the next. I, on the other hand, could not…at first. I felt as if I was stuck in a labyrinth. Yet, with the amount of time I will be spending on board Gordon Gunter, I am sure it will not take long to get the “lay of the land”.

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The Galley (Kitchen)

Getting lost is not always a bad thing. I can admit that I was not too upset when I took a wrong turn and ended up in the galley (the kitchen). I could tell right away from the appetizing aroma and the fresh fruits and vegetables that the meals were going to be amazing.

After Leg 1 of the Spring Ecosystem Monitoring (EcoMon) Survey which concluded on Friday, May 26. Prior to the ship’s departure at 1400 hours on Memorial Day, the crew was busy with important maintenance and upkeep. With the adventure of a lifetime so close at hand, I could only hope that my excitement would give me at least a few hours of sleep.

Preparing for Departure (Monday, May 29)

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My first dinner on board ship Gordon Gunter.

To keep everyone happy when they are living in such close quarters, working strange shifts, and so far from home, good food is vital. Isn’t it always? Gordon Gunter is well known in the NOAA community for its fantastic food. The person responsible for our delicious and abundant food is Margaret Coyle, Chief Steward and her trusted comrade, Paul Acob, Second Cook. I first experienced their culinary skills at my first 6:30 a.m. breakfast. Remarkable! I could not wait for the meals to come.

Margaret has worked on NOAA Ship Gordon Gunter for 13 years! Before NOAA, Margaret was in the Coast Guard for four years and her husband retired from the Coast Guard with 21 years of service. Margaret makes almost every dish from scratch—from juices to hummus. She is dedicated to providing a variety of meals that not only fill bellies but satisfy taste buds. You never quite know what to expect one meal to the next, and that my friends is the spice of life! Paul has spent 14 years with NOAA and 20 years in the Navy—that’s 34 years at sea! I greatly admire both Paul and Margaret for their service and continued commitment.

IMG_8493.JPGAs a Teacher at Sea, I am an active member of the science team. I have been assigned the day shift, which means I work from 12 noon to 12 midnight. I am happy with this shift because it is a little more of a regular schedule compared to beginning work at midnight and then sleeping during the daylight hours. However, it will definitely take time for me to adjust my eating and sleeping schedules with that of my work shift.

In preparation for our work at sea, we spent the afternoon reviewing guidelines and proper procedures. Safety is crucial on any ship, and I feel much better having gone through the welcome orientation. Now, I am prepared when it is time to perform any of the three emergency drills: fire, abandon ship, and man overboard. One can never be too cautious.

Gulf of Maine Pic
The Gulf of Maine. Photo courtesy of NOAA.

The second leg of the 2017 Spring EcoMon Survey consists of research at oceanography stations in the Georges Bank and the Gulf of Maine. These stations are randomly distributed and progress of the survey will depend on transit time, sea state, and water depth of the stations. Our research will calculate the spatial distribution of the following factors: water currents, water properties, phytoplankton, microzooplankton, mesozooplankton, sea turtles, and marine mammals.

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NOAA Flag

At 2:07 p.m. (our scheduled departure time), Gordon Gunter cast off from Coddington Cove at the Naval Station Newport. As we approached the Newport Bridge I took photos of the NAVY War College, Herring gulls nesting on a small island, passing ski boats, and the ocean view cottages. On the flying bridge an expert in magnetic compasses calibrated the ship’s mechanism and cleared the compass of excess debris.

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Compass Adjustment/Calibration

During a personnel transfer using the Fast Rescue Boat (FRB), a mechanical issue was identified and the ship needed to head back to the pier. The Commanding Officer, Lieutenant Commander Lindsay Kurelja, informed us that we would begin our journey at 9:00 a.m. the next day, May 30.

Science and Technology Log

My head has been spinning with the different types of equipment and technology on board Gordon Gunter. I have a lot to learn! I would like to share a small bit of information about two important pieces of equipment that will be essential to our research in the coming days.

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Bongo Nets

1.) Since the majority of plankton is too small to see with the naked eye, these organisms must be viewed through a microscope. To do this, plankton must be collected from the ocean. You might be thinking, “But how? They are too small to catch.” That’s why we use bongo nets! Bongo nets allow scientists to strain plankton from the water using the bongo’s mesh net. Plankton and other matter from the sea will be deposited into a bucket at the end of the net which is called a cod-end. Different sized nets are used to capture different types of plankton. The bongo nets will be towed slowly through the water at each oceanography station we come to. I am looking forward to using the ship’s bongo nets to investigate marine life in Georges Bank and the Gulf of Maine.

IMG_6285
CTD (Conductivity, Temperature, and Depth)

2.) At each station of this leg of the EcoMon survey, we will use a CTD device to determine the Conductivity, Temperature, and Depth of the ocean. On Gordon Gunter, the CTD is incorporated into a rosette, or carousel. This allows us to collect water samples from various depths at the same location. The CTD will give scientists a broad picture of the marine environment in the Northeast Atlantic.

New Terms/Phrases

Parts of a Ship (Source — Macmillan Dictionary):

  • Aft Deck: the part of the deck towards the back of the ship.
  • Bow: the front of the ship.
  • Bridge: the part of the ship from which it is controlled. (This is where the captain controls the ship.)
  • Deck: the outside top part of the ship that you can walk on.
  • Forward Deck: the part of the deck towards the front of the ship.
  • Port: the side of the ship that is on your left when you are looking forwards.
  • Starboard: the side of the ship that is on your right when you are looking forwards.
  • Stern: the back part of the ship.

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Source — NOAA Official Website

Did You Know?

IMG_8444.JPGAt Pier 2 at Naval Station Newport were gigantic buoys the Coast Guard had recently cleaned and re-painted. Do you know why some are green and some are red? The colors help aid the navigation of ships. The red buoys are on the right/starboard side of the ship, and the green buoys should be on the left/port side of the vessel when heading upstream. I guess ships have their own rules of navigation just like vehicles on the road.

Mary Cook: Day 11 at Sea, March 29, 2016

NOAA Teacher at Sea
Mary Cook
Onboard R/V Norseman II
March 18-30, 2016

Mission: Deepwater Ecosystems of Glacier Bay National Park
Geographical Area of Cruise: Glacier Bay, Alaska
Date: Tuesday, March 29, 2016

Data from the Bridge
Temperature:
43.5°F
Pressure: 1028 millibars
Speed: 5.3 knots
Location: N 58°52.089’, W 136°05.272’

Science and Sea Stories Log

This afternoon, as science work continues all around, I took a short walk up to the ship’s bridge and chatted with Captain Mike and First Mate Scotty. They gave me a bit of history of the ship.

Pic of Ship Showing Bridge
R/V Norseman II

 

 

The R/V Norseman II is privately owned and based out of Seattle.

In 2007 it was converted from an Alaskan king crab boat into a scientific research vessel, especially equipped for Arctic conditions. Oceanography and marine mammal research have been the focus of the voyages, which usually occur between April and November. This is the first time they’ve had work in Glacier Bay. Scotty ranks Glacier Bay as one of his top five most beautiful places to see along the Alaskan coast!

The ship’s bridge is where they pilot the ship. It has windows all around for the best view possible.

 

Ships Bridge
The ship’s bridge is white with LOTS of windows!

The Captain has a big comfy chair that sits up tall and allows him to have a good command of the ship. He can see the radar and bathymetry monitors, the navigational chart and has good access to the ship’s phone.

On this cruise, Captain Mike works the 7-7 night shift because the ROV deployment off the back of the ship is a delicate and precise operation. The ship’s wheel and a giant compass are also on the Bridge. The wheel is wooden and old-fashioned looking but it really works and can be used to steer the ship in an emergency.

Mary at the Helm
Mary at the helm!

During our conversation, I asked Captain and Scotty to share an interesting sea story. At first they didn’t think they had anything to say. I think everyone has a story. So eventually they began to reminisce.

So the following are some sea stories that various ones on the ship were willing to share with me.

Captain Mike’s Sea Story

 

Captain at the Helm
Captain Mike

Captain Mike’s story occurred many years ago when he captained his 2nd fishing vessel.

The Captain began his story by saying, “Never make the mistake of letting the ship’s owner tell you where you are going to go and how to operate the vessel.”

We departed Kodiak, Alaska headed for Unimak Pass. The forecast was not good. I wanted to pull in to Sand Point and wait it out. Because he wanted to start fishing, the owner said, “It’ll be fine to keep on going.”

When we got to Sanak Island it was blowing a steady 80 knots with heavy freezing spray. The boat was getting heavier and heavier with ice building up on it. I couldn’t see out of the windows. There was ice on the inside of the windows about ½ inch thick. We went from Sanak Island to West Anchor Cove. It took me 12 hours to go only 8 miles.

The scanner on the radar broke so it was just going in circles. We spent the whole night trying to get to safety. I wanted to go up in a little cluster of crab boats. The owner, on the other hand, wanted to go up in the bay. But that’s where the williwaws were blowing. (A williwaw is a downdraft from the mountains— a sudden blast of wind descending from snow and ice fields to the sea.) Ten inches of ice built up all over the boat. I could barely steer the boat. We were all very glad to make it to the anchorage. It took the crew five days to beat off all the ice from the boat. I have a very healthy respect for ice. It puts the fear of God in you. When we finally made it to our fishing spot, the fishing was great!

Mate Scotty’s Sea Story

Mate Scotty
Mate Scotty

We were in the Arctic doing a walrus study with the US Fish and Wildlife. There was a thick fog and we were slowly navigating through the ice. The walrus were very skittish and we were wondering why. As we rounded a corner, suddenly there appeared a big polar bear! I heard the Inupiat interpreter yell, “Nanuk!” A polar bear!

(Inupiat interpreters work with us because of their vast knowledge of the ice and the animals.) Nanuk means polar bear in the Inupiat language.

Now we knew why the walrus were acting so nervous.

The bear crawled up on the ice and shook himself off. He jumped from one piece of sea ice to another, then back into the water.

To be able to see an animal in its natural habitat was really something!

Scientist/Diver Amanda’s Sea Story

Amanda and Mary in ships bow
Mary and Amanda on the ship’s bow

Amanda’s story is set in the Southern Ocean near McMurdo Station, Antarctica. Amanda and two other researchers were returning to station from their fieldwork under the sea ice. They were riding in a Piston Bully, which is a specially designed vehicle on tracks for gripping the terrain on snowy, icy conditions. The visibility was terrible with the wind blowing the snow all around. Even though the station was less than four football fields away, they couldn’t see it. Amanda was sitting in the back of the vehicle watching for the guiding flags placed every 100 feet leading to the station. But she saw none. In that situation, protocol is to stop and wait out the storm. The driver kept driving even though he couldn’t see where he was going. Suddenly, the backend of the Piston Bully dropped into a huge crack in the ice! The doors in the back were wedged shut! Amanda automatically went for the emergency roof hatch. She couldn’t get it open! Something heavy had been stowed on top of it. The others had escaped but she was trapped! Everyone was fearful that the ice crack would open up and swallow the Piston Bully with Amanda inside.

In a frantic adrenalin surge, Amanda kicked the hatch with all her might! The heavy equipment flew off as the hatch opened. Thankfully, Amanda crawled out to safety. The group waited out the blizzard for the next six hours in a nearby fishing hut.

Pison Bully fallen into ice crack in Antarctica
The Piston Bully fallen into a crack in Antarctica. Photo courtesy Amanda Kelley.

Personal Log

I really am enjoying the great sea stories of the people assembled on board this ship! They are such adventuresome characters doing things I’ve only read about or watched in movies or documentaries. From living at the bottom of the ocean in Hydrolab, diving in the Southern Ocean around Antarctica, riding out the storm, fending off aggressive sea lions, working in the Alvin submersible, to exploring and making discoveries of the unknown—all are so interesting and awe-inspiring! I hope you enjoy their sea stories too!

Stay tuned for more tomorrow…

Sarah Raskin: Teacher at Sea Day 4, March 16, 2015

NOAA Teacher at Sea

Sarah Raskin

Aboard NOAA Ship Bell M. Shimada

March 13-18, 2015


Mission: Channel Islands Deep-Sea Coral Study

Geographic Area: Channel Islands, California

Date: March 16, 2015

Day 4: Monday 3/16/15

The visiting sonar technician left this afternoon on NOAA’s Shark Cat boat after working diligently to fix the ship’s sonar system throughout the past few days.  As of now, the ME 70 sonar is up and running.  This equals exciting news for the sonar team that has been waiting patiently to begin their projects.  The Shimada actually has two sonar machines; one works with a single beam, while the other, the ME 70 has multiple beams that can cover a much greater amount of territory in the same amount of time.

Shark Cat boat
The Shark Cat alongside the Shimada

How does sonar work?

Sonar technology is a way for us to create images of what is below the surface of the ocean.  The sonar system, which is attached to the bottom of the ship, sends out an acoustic signal towards the ocean floor and then measures how long it takes for the sound to bounce back to the boat. By measuring this, the sonar creates a picture of the depth of the ocean floor in that area.  

Mike and Will
Mike and Will look at data generated from the sonar system

A secondary measurement that is also occurring when the sonar machine is running is called backscatter.  Backscatter measures the intensity, or loudness, of the sound as it echoes back to the ship.  The softer the sound when it reflected back means the softer the type of surface it is bouncing off of, such as sand.  The louder and more severe the sound is equates to a harder surface floor, such as rocky ledges.  As Andy explained to me, think about bouncing a ping-pong ball on a carpet vs. hardwood floor.  The ping-pong ball will have a much stronger bounce off of a hard surface v. a softer one.  Will also explained that based on the backscatter sound we can determine fine details such as whether the sand is fine or coarse.

Simrad ME70
Simrad ME70, Scientific multibeam echo sounder

Both of these sonar features create an image of what the ocean floor looks like, its physical features, habitat types and any potential hazards that may exist below the surface.  This is critical for creating nautical charts and it is also important for the navigation of the ROV, so it doesn’t stumble upon any unexpected obstacles while traveling underwater. 

Shimada seamount
An example of an image created by the sonar system

Another feature that sonar is used for on this ship is to measure fish abundance.  The sound waves travel down and bounce off of the fishes’ swim bladders.  Swim bladders are gas filled bladders found in many fish that helps them stay buoyant.  Using this method, scientists could use sonar to gauge fish populations, instead of catching fish to see what is out there.

An example of an image created by the sonar system
Scientists looking at sonar screens

So far in the trip, Laura Kracker and her team (Mike Annis, Will Sautter and Erin Weller) have been using the working sonar to map fish populations in the area.  Tonight, however, they will use the ME 70 for a test run to map out areas of the Channel Islands National Marine Sanctuary that have never been mapped before!  This data could be used to create brand new nautical maps, to help scientists have a better idea of what the hidden part of our sanctuary looks like and to determine which regions might be best habitats for fish or coral.   Tomorrow, the ROV team will send the ROV to the sites that were mapped the previous night to check out features that were discovered on the seafloor and to explore the newly mapped regions. 

sonar team
The sonar team hard at work (from left Mike, Will, Laura, Erin)

Life at Sea

When setting out on this journey, students asked me what life would be like living on a ship.  I spoke with several of the crew members on the ship about what it is like to be out at sea for days at a time.   So here is an image of what it has been like so far, from the perspective of some of the crew and from my own experiences:

NOAA Ship Bell M. Shimada
The Bell M. Shimada by the Channel Islands

The Bell M. Shimada is an enormous ship, over 200 feet in length.  I have been here for four days now and still have not explored the entire place!  The ship is approx. six stories tall, though on the ship they refer to the different levels as decks, not stories.  The Shimada is run from a platform on the third deck, known as the bridge.  The steering of the ship takes place from the bridge and there is always an assigned lookout person, whose job is to look out the windows to see what is going on around the ship.  The bridge is also equipped with radars that can detect boat traffic or other obstacles.  

A lot of communication goes back and forth between the scientists in the ROV command room and the bridge.  The bridge must ensure that the ship stays steady and follows the ROV during its dive.  If the ship moves too much it can yank the ROV around or the cables from the ROV could get caught or damaged under the ship.  

The Bridge
The Bridge
Andy and CO
Andy shows our Commanding Officer how to operate the ROV

The areas where we sleep on the ship are called staterooms.  Almost all of them consist of bunk beds and have a toilet and shower area.  I am rooming with Erin, one of the scientists working on the sonar mapping project.  Erin and her team work during the night after the ROV runs, so typically she is going to bed shortly before I wake up for the day.  We have both been working hard to stay quiet enough to let each other catch up on our sleep!

stateroom
One of the staterooms

The Shimada has many features that I was not expecting on a ship, such as an exercise room equipped with treadmills and weights.  We even have Internet access here!  Another unexpected feature is the lounge/ theater room that is across the hall from my stateroom.  It has plush reclining chairs, a huge flat screen TV, and all the DVDs you could ever hope to watch, including the newest movies. 

When talking with the crew about what they love most about their jobs, many of them referred to how being part of a NOAA boat allows them incredible travel opportunities.  One person I spoke with has been to 52 different countries throughout his career with NOAA!  Another benefit of a maritime career such as this is that NOAA pays for part of your education.  It requires special schooling and credentials to be able to be an engineer or commanding officer on a ship, and NOAA helps offset those costs.  One of the biggest challenges of the job, however, is being away from family and friends for such long periods of time.  Some of the crew explained to me that they may be out at sea for 30 days at a time, sometimes even longer.

            One great perk to life aboard is the food.  Two chefs prepare all of the meals on the Shimada for us.  Similar to our lunch time at school, the meals are served at the same time each day in what is called the mess hall.  If you oversleep and miss breakfast, not too worry; there is cereal and other snacks available around the clock.  They serve breakfast, lunch and dinner on the ship, and we have even had the treat of fresh salads and homemade desserts! 

stewards
2C Boyd and CS Phillips preparing delicious meals

The ship stays running smoothly thanks to the help of the engineers and crew members.  They work behind the scenes around the clock to keep the ship afloat.

Chief Engineer
Our Chief Engineer
ET and SF
Our Electronics Tech and SF Alves

My absolute favorite location on the ship is called the flying bridge.  It has 3 tall chairs that look out over the ocean and an almost 360 degree view of the sea.  The chairs have been used on previous excursions for scientists to sit and count marine mammals as part of their survey.  It is a great place to watch the sunset from.

view from flying bridge
The view from the flying bridge
sunset
An epic sunset over the Islands

Kacey Shaffer: That Is One BIG net! August 4, 2014

NOAA Teacher at Sea

Kacey Shaffer

Aboard NOAA Ship Oscar Dyson

July 26 – August 13, 2014

Mission: Walleye Pollock Survey

Geographical Location: Bering Sea

Date: August 4, 2014

Weather information from the Bridge:

Air Temperature: 11° C

Wind Speed: 8.95 knots

Wind Direction: 327°

Weather Conditions: Foggy

Latitude: 58° 59’92 N

Longitude: 176° 55’09 W

Science and Technology Log:

Now that we have chosen a location to fish, the real fun begins! With a flurry of action, the Bridge (control center of the ship) announces we are going to trawl (fish). This alerts the Deck Crew who has the responsibility of deploying a net. There are three different types of trawls, AWT (Aleutian Wing Trawl), 83-112 Bottom Trawl, and the Marinovich. The type of trawl chosen depends on the depth in the water column and proximity to the bottom of what we want to catch. The 83-112 Bottom Trawl pretty much does what it is called. It is drug along the bottom of the ocean floor and picks up all sorts of awesome sea creatures. The Marinovich is a smaller net that is trawled near the surface. For this Pollock survey, we have primarily used the AWT. It is a mid-water net and that is the area where Pollock primarily live.

Diagram of the Aleutian Wing Trawl (AWT).
Diagram of the Aleutian Wing Trawl (AWT).

As you can see in the diagram, the AWT is cone-shaped. When fully deployed it is 491 feet long! The opening of the net, similar to a mouth, is about 115 feet wide. The Chief Boatswain (pronounced bo-sun) controls the winches that let wire out which extends the opening of the net at least another 500 feet from the aft (rear) deck of the ship.

The ITI screen located on the Bridge that allows us to see how far behind the boat and at what depth the net is located.
The ITI screen located on the Bridge that allows us to see how far behind the boat and at what depth the net is located.

The Deck Crew begins to roll out the net and prepares it for deployment. There are several pieces of equipment attached along the way. A Camtrawl is attached first. Can you guess what it does? It is essentially a camera attached to the net that records what is being caught in the net. Near the Camtrawl, a pocket net is attached to the bottom side of the AWT. This pocket net can show scientists what, if any, fish are escaping the AWT. On a piece of net called the kite that is attached to the headrope (top of the mouth/opening), the FS70 and SBE are attached. The FS70 is a transducer that reports data to the Bridge showing the scientist what is coming into the net, similar to a fish finder. The SBE is bathythermograph that records water temperature and depth. Tomweights are added next. These heavy pieces of chain help weigh the footrope (bottom of the mouth/opening) down, pulling it deeper into the water. The net continues to be reeled out and is finally connected to lines on each side of the deck. The horizontal distance between the lines helps the net to fully open its mouth.

The Camtrawl lets us see fish as they enter the net.
The Camtrawl lets us see fish as they enter the net.

Attaching the tomweights as the net is deployed.
Attaching the tomweights as the net is deployed.

While the net is out the Bridge crew, the Chief Boatswain, the Survey Tech and at least one scientist are on the Bridge communicating. Each person has a role to ensure a successful catch. The Bridge crew controls the speed and direction of the boat. The Chief Boatswain controls the net; changing the distance it is deployed. The Survey Tech has information to report on one of the computers. Lastly, the scientist watches multiple screens, making the decision on how far out the net goes and when to haulback (brings the net in). Ultimately, the Bridge crew is the liaison between all of the other departments and has the final decision on each step of the process, keeping everyone’s safety in mind. This piece of the fishing puzzle quickly became my favorite part of the survey. It is so neat to listen to the chatter of all these groups coming together for one purpose.

On the Bridge during a trawl - left to right: Lt. Frydrych, Officer on Duty; Taina, Chief Scientist; Allen, Survey Tech; Chief Boatswain Kirk.
On the Bridge during a trawl – left to right: Lt. Frydrych, Officer of the Deck; Taina Honkalehto, Chief Scientist; Allen Smith, Survey Tech; Chief Boatswain Kirk Perry.

Once we have reached haulback the Chief Boatswain alerts his deck crew and they begin reeling the net back in. They watch to make sure the lines are going back on the reel evenly. When the tomweights come back on deck they are removed. The next items to arrive are the FS70 and SBE. They are removed and the reeling in continues. The Camtrawl comes in and is removed and the pocket net is checked for fish. By that point we are almost to the end of the net where we’ll find our catch. Because the net is very heavy, the deck crew uses a crane to lift it and move it over the table. A member of the Deck Crew pulls a rope and all the fish are released onto the table. The table is a piece of equipment that holds the fish on the deck but feeds them into the Wet Lab by conveyor belt. Once the fish have been removed from the net it is finally rolled up onto the reel and awaits its next deployment. In my next blog we’ll get fishy as we explore the Wet Lab!

Deck Crew members Bill (left) and Mike (right) prepare a full net to be hoisted to the table by the crane.
Deck Crew members Bill (left) and Mike (right) prepare a full net to be hoisted to the table by the crane.

 

Personal Log:

I have delayed writing about this next location on the ship because it is my favorite place and I want to make sure I do it justice. Plus, the Officers who stand watch on the Bridge are really awesome and I don’t want to disappoint them with my lack of understanding. Here are a few pictures showing some of the things I actually do understand…

Display of tanks located on board the Dyson.
Display of tanks located on board the Dyson.

This screen provides Officers with valuable information about the ship’s engine, among other things. This diagram shows multiple tanks located on the ship. Some tanks take in seawater as we use diesel fuel, drinking water, etc. to counter balance that usage and keep the Dyson in a state of equilibrium. Also, if they are expecting high seas they may take in some of the seawater to make our ship heavier, reducing the effects of the waves on the ship. I’ve been told this may be important in a couple of days because we’re expecting some “weather.” That makes me a little nervous!

The General Alarm on the Bridge.
The General Alarm on the Bridge.

The General Alarm is really important to the safety of all those on the ship but it is not my favorite thing every day at noon. The General Alarm is used to signal us in an emergency – Abandon Ship, Man Overboard, Fire, etc. It is tested every day at noon…while I’m sleeping!! “Attention on the Dyson, this is a test of the ship’s General Alarm.” BEEEP. “That concludes the test of the ship’s General Alarm. Please heed all further alarms.”

Officer Gilman updates a chart during his watch.
ENS Gilman updates a chart during his watch.

What would happen if all of our fancy technology failed on us? How would we know where to tell the Coast Guard to find us? NOAA Corps Officers maintain paper charts as a back up method. At the time this photo was taken the Officer was predicting our location in 30 minutes and in 60 minutes. This prediction is updated at regular intervals so that we have a general area to report in the case of an emergency. Officer Gilman completes this task during his shift.

Kacey learns how to steer the Dyson from Officer Ostapeko.
Kacey learns how to steer the Dyson from Lt. Ostapenko. (Photo Credit: ENS Gilman)

Have I mentioned that the NOAA Corps Officers onboard the Dyson are awesome? They’re so great they let me steer the boat for a little while! In the photo Lt. Ostapenko teaches me how to maintain the ship in a constant direction. The wheel is very sensitive and it took some time to adjust to amount of effort it takes to turn left or right. We’re talking fingertip pushes! The rudder is so large that even just a little push left or right can make a huge difference in the ships course.

Kacey records data on the Bridge during an AWT.
Kacey records data on the Bridge during an AWT. (Photo Credit: Darin)

Since beginning our survey I’ve only missed being on the Bridge for one trawl. Because I have paid very close attention during those trawls Scientist Darin is now allowing me to record some data. I am entering information about the net in this photo. Survey Tech Allen is making sure I do it correctly!

There are so many other things on the Bridge that deserve to be showcased. The ship can be controlled from any one of four locations. Besides the main control center at the front of the Bridge, there are control stations on either side of the ship, port and starboard, as well as the aft (rear). There is the radar system, too. It is necessary so the Officers can determine the location of other vessels and the direction they are traveling. As I’ve been told, their #1 job responsibility is to look out the windows and make sure we don’t run into anything. They are self-proclaimed nerds about safety and that makes me feel very safe!

Did you know? The NOAA Commissioned Officers Corps is one of the seven uniformed services of the United States. There are currently 321 commissioned officers.

Louise Todd, From the Bridge, September 26, 2013

NOAA Teacher at Sea
Louise Todd
Aboard NOAA Ship Oregon II
September 13 – 29, 2013

Mission: Shark and Red Snapper Bottom Longline Survey
Geographical Area of Cruise: Gulf of Mexico
Date: September 26, 2013

Weather Data from the Bridge:
Barometric Pressure: 1012.23mb
Sea Temperature: 28.4˚C
Air Temperature: 29.6˚C
Wind speed: 6.43knots

Science and Technology Log:

This morning I went up to the bridge to learn about how the NOAA Corps Officers and the Captain navigate and maneuver the Oregon II.  Ensign Rachel Pryor, my roommate, and Captain Dave Nelson gave me a great tour of the bridge!

The Oregon II is 172 feet long and has a maximum speed of 11 knots.  It was built in 1967.  It has two engines although usually only one engine is used.  The second engine is used when transiting in and out of channels or to give the ship more power when in fairways, the areas of high traffic in the Gulf.  The Oregon II has a draft of 15 feet which means the hull extends 15 feet underneath the water line.  My stateroom is below the water line!  Typically the ship will not go into water shallower than 30 feet.

The bridge has a large number of monitors that provide a range of information to assist with navigation.  There are two radar screens, one typically set to a range of 12 miles and one typically set to a range of 8 miles.  These screens enable the officer navigating the ship to see obstructions, other ships and buoys.  When the radar picks up another vessel, it lists a wealth of information on the vessel including its current rate of speed and its destination.  The radar is also useful in displaying squalls, fast moving storms,  as they develop.

Radar Screen
The radar screen is on the far right

Weather is constantly being displayed on another monitor to help the officer determine what to expect throughout the day.

The Nobeltec is a computerized version of navigation charts that illustrates where the ship is and gives information on the distance until our next station, similar to a GPS in your car.  ENS Pryor compares the Nobeltec to hard copies of the chart every 30 minutes.  Using the hard copies of the charts provides insurance in case the Nobeltec is not working.

Charts
Navigation charts

When we arrive at a station, the speed and direction of the wind are carefully considered by the Officer of the Deck (OOD) as they are crucial in successfully setting and hauling back the line.  It is important that the ship is being pushed off of the line so the line doesn’t get tangled up in the propeller of the ship.  While we are setting the line, the OODis able to stop the engines and even back the ship up to maintain slack in the main line as needed.  Cameras on the stern enable the OOD to see the line being set out and make adjustments in the direction of the ship if needed.  The same considerations are taken when we are hauling back.  The ship typically does not go over 2 knots when the line is being brought back in.  The speed can be reduced as needed during the haul back.  The OOD carefully monitors the haul back from a small window on the side of the bridge.  A lot of work goes into navigating the Oregon II safely!

Personal Log:

I was amazed to see all the monitors up on the bridge!  Keeping everything straight requires a lot of focus.  Being up on the bridge gave me a new perspective of all that goes into each station.  We wouldn’t be able to see all of these sharks without the careful driving from the OOD.

The water has been very calm the past few days. It is like being on a lake.  We’ve had nice weather too!  A good breeze has kept us from getting too hot when we are setting the line or hauling back.

Did you Know?

The stations where we sample are placed into categories depending on their depth.  There are A, B and C stations.  A stations are the most shallow, 5-30 fathoms.  B stations are between 30 and 100 fathoms.  C stations are the deepest, 100-200 fathoms.  One fathom is equal to 6 feet.  A fathometer is used to measure the depth.

Fathometer
The fathometer is the screen on the left

Louise Todd, Underway, September 16, 2013

NOAA Teacher at Sea
Louise Todd
Aboard NOAA Ship Oregon II
September 13 – 29, 2013

Mission: Shark and Red Snapper Bottom Longline Survey
Geographical Area of Cruise: Gulf of Mexico
Date: September 16, 2013

Weather Data from the Bridge:
Barometric Pressure: 1014.01mb
Sea Temperature: 28.8˚Celsius
Air Temperature: 29.9˚C
Wind speed: 19.22 knots

Science and Technology Log:

Oregon II
Oregon II (Photo Credit NOAA)

We left Galveston a little before 2pm on Sunday, September 15.  We were in transit to our first sampling location and should arrive there around 8pm tonight.  Depending on the conditions we might actually be able to do some fishing tonight!

Today we went through our abandon ship drill.  The ship’s alarm is used to alert everyone on board in the event of an emergency.  Abandon ship is indicated by 7 short rings followed by one long ring of the alarm.  When the alarm sounds with the abandon ship signal, we must carry our survival suits, personal flotation devices (PFDs), long pants, a hat and a long-sleeved shirt to the well deck, at the bow (front) of the ship.  My survival suit and personal flotation device (PFD) are kept in cabinets in my room.  The survival suit is tricky to get on and it gets very, very warm when you are wearing it!

Survival Suit
In my survival suit (Photo Credit Lisa Jones)

Personal Log:

During this initial transit, there hasn’t been much for me to do.  I spent a lot of time sleeping on Sunday.  The way the waves rock the ship back and forth makes me very sleepy!  I have taken a few short naps today in order to be ready in case we do any fishing on the later part of my shift tonight.  I am on the day shift which means I will work noon to midnight.  I think it will take me some time to get used to staying up that late but I think these naps will help!  As we start fishing the days will be much busier for me so staying awake will be easy I hope.  The views off of the ship are amazing.  I was surprised to see how blue the water gets.

View off the ship
View off the Oregon II

My stateroom is very comfortable and I have plenty of space in drawers and cabinets for everything I brought with me.  I am getting used to latching doors and drawers behind me so they do not slam back and forth as the ship rocks.  On the ship there is always someone sleeping so everyone works hard to be courteous and stay quiet.

My stateroom
My stateroom

My roommate is an officer on the ship so we are usually in the room at different times.  Officers on NOAA ships are part of the NOAA Corps.  Roommates are usually assigned based on the shifts people are working so each person has some time alone in the room.  As we start fishing more I will bring my computer and other items I might want throughout the day into one of the labs on the ship so I won’t have to go in and out of the room when my roommate might be sleeping.  The curtains are helpful in blocking out any light that might prevent you from sleeping.  The showers are right next to my room which is convenient and the common head (bathroom) is just around the corner.

There are plenty of food choices in the galley on the ship and everything has been delicious.  In the mornings you can even get eggs made to order!  I certainly don’t think I will be going hungry!

Did You Know?

Even in the warmer waters of the Gulf of Mexico, hypothermia is risk due to the difference in water temperature and our body temperatures.  The survival suit helps to protect our bodies from the difference in temperature.

 

Katie Sard: The Science Needed to Get the Data, July 31, 2013

NOAA Teacher at Sea
Katie Sard
Aboard NOAA Ship Rainier
July 29 – August 15, 2013

Mission:  Hydrographic Survey
Geographical Area of the Cruise:  Shumagin Islands, Alaska
Date: Wednesday, July 31, 2013

Weather Data from the Bridge:
GPS location:  54°52.288’N, 159°55.055’W
Sky condition:  Overcast (OVC) with Fog (FG)
Visibility:  Less than 2 nautical miles (nm)
Wind: 120 degrees true, 13 knots (kt)
Sea level pressure:  1009.7 millibar (mb)
Sea wave height:  1 foot (ft)
Swell waves:  180 degrees true, 3 ft
Water temperature:  9.4°C
Air temperature:  12.2°C

Science and Technology Log

From the moment I stepped on to the NOAA Ship Rainier in port at the Coast Guard Base in Kodiak three days ago, it was apparent to me that this ship functions in order to acquire information.  Hours upon hours of teamwork, dedication, money, and precise planning go in to making sure this ship gets to the right spot, functions properly, and has the correct instrumentation to collect the data.  My goal for this post is to share with you all of the science that goes into making sure that this ship is able to perform the overall mission of doing hydrographic surveys.

A view of the bow of the ship from the flying bridge as we began to get underway.
A view of the bow of the ship from the flying bridge as we began to get underway.

First perhaps I should give a brief background of what a hydrographic survey is and why they are done.  The NOAA Ship Rainier uses sonar in order to collect information about the ocean floor.  Each time the ship, or any of the survey launches (smaller boats), use this sonar, they are surveying the area for hydrographic information.

Two of the launches had to get rearranged into their standard locations on the ship as we left port.  They had been switched around while at port for maintenance.
Two of the launches had to get rearranged into their standard locations on the ship as we left port. They had been switched around while at port for maintenance.

This information is then processed and used to create nautical charts which NOAA produces for navigational purposes.  These nautical charts contain information on ocean floor depth, but they also give detailed information on areas that may be hazardous to those navigating the waters in that area.  I will stop there for now on the hydrographic surveys because the surveys have only just begun today on the ship.  The ship has been in transit the past two days, meaning that we have been moving from port to our survey area.   Little did I know how much science it takes to even get the ship to the survey area where the hydrographic surveys can begin.

If you are one of my students reading this blog, you may know how I say that science is everywhere.  One of my students even asked me this past year, “Mrs. Sard, are you like ALWAYS thinking about science?”  Well it turns out that science IS everywhere on this ship.  I’ve had the pleasure of chatting with several different crew members in my first few days, and they’ve been eager to explain the many functions of the ship and the crew.  What is important to understand is that there are several departments that all must work together in order to allow the ship to function properly.  Here is a brief breakdown of each department and what their main tasks are:

Wardroom – These are mostly members of the NOAA Corps which is one of the seven uniformed services of the United States.  Besides managing and operating the ship, these dedicated workers also function as scientists and engineers.

Survey – These are the scientists that are mostly in charge of the hydrographic data.  They collect, process, and manage the information that is collected during the surveys.

Engineers – These people have the important task of keeping the ship in functioning order.  They do things like maintain the engine room and respond to any mechanical type issues.

Electronics Technician (ET) – This crew is in charge of the technology on board the ship.  They ensure that things like the computers, internet, and phones are all up in working condition.

Steward – This department is tasked with the job of feeding the crew members.  (They do a great job, and I think I might actually gain weight while out a sea because I cannot say no to the delicious food they prepare!)

Part of the galley where the food is served and we eat three delicious meals each day!
Part of the galley where the food is served and we eat three delicious meals each day!

Deck – The deck crew members are responsible for things like driving the small launches, maintaining the ship’s equipment, and so on.

Visitors – These would be people, like me, who are only on board the ship temporarily.  They have a specific purpose that usually falls within one of the other departments.

Navigating the Ship

Now that you are aware of the overall goal of the ship, and you are familiar with the departments, let me discuss the science that is needed to get the ship where we need to go.  It was an overwhelming and exciting feeling to be on the bridge of the ship while we were getting underway.  The Officer On Deck (OOD) was giving orders to both the helmsman, who marked his orders down on a marker board, and the “lee helm” or engine controls operated by ENS Poremba. The third mate was acting as the navigator and had precisely mapped out the route for safely and efficiently departing the Coast Guard base.

You can see part of the route that the navigator has mapped out for the ship.
You can see part of the route that the navigator has mapped out for the ship.

The Commanding Officer (CO) was overseeing all that was happening, along with several other officers.  I was in awe of how smoothly everything came together, and how efficiently the people worked together as a team.  LT Gonsalves eloquently said that the ship is like a “floating city” and that all of the pieces must come together in order for it to function.

As I awoke yesterday, after our first night out at sea, I could hear the fog horn coming from the bridge.  I decided to go and observe again to see how things were functioning out at open sea.  ENS Wall showed me how to do a GPS fix to make sure that we are following the plans laid out for navigation.

Ens Wall taking a GPS fix that he showed be how to do!
Ens Wall taking a GPS fix that he showed be how to do!

These are taken about every fifteen minutes.  He used the current chart that was laid out as well as electronic GPS measurements and plotted them on the chart with a compass.  He then marked the latitude and longitude with the time to show that we were on course at that moment.

The OOD, John Kidd, went on to explain a bit more about the navigation of the ship including the gyroscope. Simply put, a gyroscope is an instrument used for measuring and maintaining orientation while out at sea, but it’s not as simple as it looks.  I noticed a sign that read “Gyro Error” and so I asked.  John went on to tell me that the gyro error is the difference between true north and what the gyro thinks is north.  The difference between true north and magnetic north is the combination of “variation” which is a function of local magnetic fields, and “deviation” which is the effect the magnetic fields aboard the boat have on the compass.  The steel ship itself and all of the electricity on board have some crazy magnetic fields that interfere.

Finally, I went up to the bridge this morning to quickly get the weather data that I needed for my blog.  What I thought would be a quick visit turned into a 30 minute conversation with the crew.  It was remarkable to see all of the data that is collected each hour dealing with the weather.  The conning officer is required to take the data once each hour and enter it into the computer.  They don’t simply look out and take a rough estimate of the weather.  It is a detailed process that takes a variety of instrumentation in order to get the quantified weather data that is needed.   All of the weather data is then sent off to  NOAA’s National Weather Service and is used to refine the local at-sea weather forecasts.

Weather data from the Bridge.  Hey INMS students - check out this data table! Data tables can be good!
Weather data from the Bridge. Hey INMS students – check out this data table! Data tables can be good!

I couldn’t help but smile at all of the science and math that was taking place in order to have safe navigation through the sea.  So much science goes in to making sure that the officers have accurate data in order to navigate the ship.  This is one of my goals as a TAS: I want to show my students how many different opportunities they have, and the possible fields of science that NOAA has to offer.

Personal Log

When I arrived in Kodiak on Saturday, Avery Marvin, the previous Teacher at Sea (TAS) was still on board for one night.  She took me on a tour of the ship, and gave me the low down on how everything functions.  Avery and I decided that before departing on Monday, we would take the day on Sunday to explore the island of Kodiak.  I couldn’t believe all of the wildlife I saw including the various creatures of the tide pools, bald eagles, sea otters, salmon, and so much more.

TAS Marvin (left) and myself (right) as we went tide pooling at Fort Abercrombie State Historical Park.
TAS Marvin (left) and myself (right) as we went tide pooling at Fort Abercrombie State Historical Park.

I have been so impressed by the functionality of the ship.  Every inch of space is used, and the people on board truly understand what it means to work as a team.  Yesterday we had our safety drills including Fire/Emergency and Abandon Ship.  When the different alarms sounded, I was required to quickly get to my muster station where I was checked in and accounted for to the CO.  I also was asked to try on my immersion suit.  In all of the excitement, I wasn’t able to get a picture, but it was an experience to practice these drills.

The rack where I will be staying over the next three weeks.
The rack where I will be staying over the next three weeks.

The head or the bathroom in my room that I share with my roommate Martha.
The head or the bathroom in my room that I share with my roommate Martha.

I believe my body is starting to get accustomed to the constant movement of the ship. While sleeping in my rack (bed) at night, I can feel it as the ship sways back and forth.  At times the waves are large, but for the most part it feels as though I’m being rocked to sleep.

Please post comments, or email me at katie.sard@lincoln.k12.or.us if you have any questions or information that you would like me to blog about.  I’m looking forward to sharing more information on my experience with you next time!

Best wishes,

TAS Sard

Did You Know…

Each ship has it’s own call sign.  These signs are displayed on the ship by flags that each represent one letter in the alphabet, and they are international symbols that are used.  The call sign for the NOAA Ship Rainier is WTEF.

The flags for the call sign of the Rainier.  From top to bottom they read WTEF.
The flags for the call sign of the Rainier. From top to bottom they read WTEF.

To ensure clearness when reading off these letters, the military alphabet is used.  For example, if you were reading the call sign for the Rainier it would read Whiskey Tango Echo Foxtrot instead of just WTEF.

Sue Cullumber: Testing the Water and More, June 19, 2013

NOAA Teacher at Sea
Sue Cullumber
Onboard NOAA Ship Gordon Gunter
June 5–24, 2013

Mission: Ecosystem Monitoring Survey
Date: 6/19/2013
Geographical area of cruise: The continental shelf from north of Cape Hatteras, NC, including Georges Bank and the Gulf of Maine, to the Nova Scotia Shelf

Weather Data from the Bridge:
Latitude/longitude: 3853.256 N, 7356.669W
Temperature: 18.6ºC
Barometer: 1014.67 mb
Speed: 9.7 knots

CTDscreen
CTD reading on the computer. Blue is density, red is salinity, green is temperature and black indicates the depth.

Science and Technology Log:

Even before the plankton samples are brought onboard, scientists start recording many types of data when the equipment is launched. The bongos are fitted with an electronic CTD (conductivity, temperature and density) and as they are lowered into the ocean the temperature, density and salinity (salt content) are recorded on a computer. This helps scientists with habitat modeling and determining the causes for changes in the zooplankton communities. Each bongo net also has a flow-through meter which records how much water is moving through the net during the launch and can is used to estimate the number of plankton found in one cubic meter of water.

ZIplankton
Zooplankton (Z) and Icthyoplankton (I) samples.

The plankton collected from the two bongo nets are separated into two main samples that will be tested for zooplankton and icthyoplankton (fish larvae and eggs). These get stored in a glass jars with either ethanol or formalin to preserve them. The formalin samples are sent to a lab in Poland for counting and identification. Formalin is good for preserving the shape of the organism, makes for easy identification, and is not flammable, so it can be sent abroad.  However, formalin destroys the genetics (DNA) of the organisms, which is why ethanol is used with some of the samples and these are tested at the NOAA lab in Narragansett, Rhode Island.

sueplankton
Holding one of our zooplankton samples – photo by Paula Rychtar.

When the samples are returned from Poland, the icthyoplankton samples are used by scientists to determine changes in the abundance of the different fish species. Whereas, the zooplankton samples are often used in studies on climate change. Scientists have found from current and historic research (over a span of about 40 years) that there are changes in the distribution of different species and increases in temperature of the ocean water.

At the Rosette stations we take nutrient samples from the different water depths. They are testing for nitrates, phosphates and silicates. Nutrient samples are an important indicator of zooplankton productivity. These nutrients get used up quickly near the surface by phytoplankton during the process of photosynthesis (remember phytoplankton are at the base of the food chain and are producers). As the nutrients pass through the food chain (zooplankton eating phytoplankton and then on up the chain) they are returned to the deeper areas by the oxidation of the sinking organic matter. Therefore, as you go deeper into the ocean these nutrients tend to build up.  The Rosettes also have a CTD attached to record conductivity, temperature and density at the different depths.

Chris-DICtests
Scientist, Chris Taylor, completing the dissolved inorganic carbon test.

CO2test
The dissolved inorganic carbon test uses chemicals to stop any further biological processes and suspend the CO2 in “time”.

Another test that is conducted on the Rosettes is for the amount of dissolved inorganic carbon. This test is an indicator of the amount of carbon dioxide that the ocean uptakes from outside sources (such as cars, factories or other man-made sources). Scientists want to know how atmospheric carbon is affecting ocean chemistry  and marine ecosystems and changing the PH (acids and bases) of the ocean water. One thing they are interested in is how this may be affecting the formation of calcium in marine organisms such as clams, oysters, and coral.

New word: oxidation – the chemical combination of a substance with oxygen.

canal
Cape Cod canal.

Personal Log:

This week we headed back south and went through the Cape Cod canal outside of Plymouth, Massachusetts. I had to get up a little earlier to see it, but it was well worth it.  The area is beautiful and there were many small boats and people enjoying the great weather.

smallboat
Small boat bringing in a new group to the Gordon Gunter.

We also did a small boat transfer to bring five new people onboard, while three others left at the same time. It was hard to say goodbye, but it will be nice to get to know all the new faces.

dolphinsthree
Common Dolphins swimming next to the Gordon Gunter.

So now that we are heading south the weather is warming up. I have been told that we may start seeing Loggerhead turtles as the waters warm up – that would be so cool.  We had a visit by another group of Common Dolphins the other day. They were swimming along the side of the ship and then went up to the bow. They are just so fun to watch and photograph.

We have been seeing a lot of balloons (mylar and rubber) on the ocean surface. These are released into the air by people, often on cruise ships, and then land on the surface. Sea turtles, dolphins, whales and sea birds often mistake these for jelly fish and eat them.  They can choke on the balloons or get tangled in the string, frequently leading to death. Today, we actually saw more balloons than sea birds!!! A good rule is to never release balloons into the air no matter where you live!

balloon
A mylar balloon seen in the water by our ship.

Did you know?  A humpback whale will eat about 5000 pounds of krill in a day. While a blue whale eats about 8000 pounds of krill daily.

Question of the day?  If 1000 krill = 2 pounds, then together how many krill does a humpback and blue whale consume on a daily basis.

Blue Whale, Balaenoptera Musculus
Blue Whale, Balaenoptera Musculus

Sue Cullumber: Hooray, We Are Finally on Our Way! June 10, 2013

NOAA Teacher at Sea
Sue Cullumber
Onboard NOAA Ship Gordon Gunter
June 5–24, 2013

Mission: Ecosystem Monitoring Survey
Date: 6/10/13
Geographical area of cruise:  The continental shelf from north of Cape Hatteras, NC, including Georges Bank and the Gulf of Maine, to the Nova Scotia Shelf

Weather Data from the Bridge:
Time:  21:30 (9:30 pm)
Longitude/latitude: 40.50289N, 68.76736W
Temperature  14.1ºC
Barrometer 1017.35 mb
Knots  10.2

sueleavingport
Leaving Newport – photo by Chris Melrose.

Science and Technology Log:

After several ship issues, we were able to finally head out from Newport, RI on June 9th after 4 extra days in dock.  We have started the survey and are using two main types of equipment that we will deploy at the various stations: CTD/Bongo Nets and CTD Rosette Stations.  We were originally scheduled to visit about 160 stations, but due to the unforeseen ship issues, these may have to be scaled back.  Some of the stations will just be the Bongo and others only the Rosette, but some will include both sets of equipment.

Bongos
Bongo and baby bongos being deployed during the survey.

A bongo net is a two net system that basically, looks like a bongo drum.  It is used to bring up various types of plankton while a CTD is mounted above it on the tow wire to test for temperature, conductivity and depth during the tow. The two nets may have different sizes of mesh so that it will only  filter the various types of plankton based on the size of the holes.  The small mesh is able to capture the smaller phytoplankton, but the larger zooplankton (animals) can dart out of the way and avoid being captured. The larger mesh is able to catch the zooplankton but allows the phytoplankton to go through the openings. There are regular bongo nets and also baby bongo nets that may be launched at the same time to catch different types of plankton.

rosetteinwater
Rosette CTD returning to the surface.

The Rosette CTD equipment is a series of 10 cylinders that can capture water from different depths to test for nutrient levels and dissolved inorganic carbon, which provides a measure of acidity in the ocean. These are fired remotely via an electronic trigger that is programed by a computer program where each cylinder can be fired seperately to get 10 samples from different depths.  It also has several sensors on it to measure oxygen, light and chlorophyll levels, as well as temperature and salinity (salt) from the surface to the bottom of the water column.

plankton
Copepods and Krill from one of the bongo net catches.

Our first station was about 3 1/2 hours east of Newport, RI and it was a Bongo Station.  I am on the noon to midnight shift each day.  So on our first day, during my watch, we made four Bongo stops and two CTD Rosettes. Today we completed more of the Bongos on my watch.  We are bringing up a variety of zooplankton like copepods, ctenophores, krill, and some fish larvae.  We have also seen quite a bit of phytoplankton on the surface of the water.

sueinsurvivalw
Wearing the survival suit – photo by Cathleen Turner.

Personal Log:

Being on a ship, I have to get used to the swaying and moving about.  It is constantly rocking, so it can be a little challenging to walk around.  I have been told that I will get used to this and it is actually great when you want to go to sleep!  Luckily I have not had any sea sickness yet and I hope that continues!  We completed several safety drills that included a fire drill and abandon ship drill where we had to put on our survival suits – now I look like a New England Lobster!

dolphinsfav
Common dolphins swimming off the ship’s bow.

blueshark
Blue shark swimming beside the Gordon Gunter.

Today was an amazing day – was able to see Right Whales, Blue Sharks and Common Dolphins – with the dolphins surfing off the ship’s bow!  The Northern Right Whale is one of the most endangered species on the planet with only 300 left in the wild.  One of the reasons there are so few left is that swim on the surface and were excessively hunted and there feeding areas were within the Boston shipping lanes, so they were frequently hit by ships. Recently these shipping lanes have been moved to help protect these animals.  So I feel very privileged to have been able to see one!

Did you know? Plankton are the basis for the ocean food web.  They are plentiful, small, and free floating (they do not swim). The word plankton comes from the Greek word “planktos” which means drifting. “Plankton” from the TV show SpongeBob is actually a Copepod – a type of zooplankton.

Copepod
Copepod

Question of the day:  Why do you think it is important that the scientists study plankton?

Sue Cullumber: Flexibility – Teacher at Dock, June 9, 2013

NOAA Teacher at Sea
Sue Cullumber
Onboard NOAA Ship Gordon Gunter
June 5–24, 2013

Mission: Ecosystem Monitoring Survey
Date: 6/9/2013
Geographical area of cruise:  The continental shelf from north of Cape Hatteras, NC, including Georges Bank and the Gulf of Maine, to the Nova Scotia Shelf

Weather Data from the Bridge:
Time – 8:15 am
Latitude and Longitude -41º32N, 71º19W
Temperature – 18º C, 65ºF
Barometer – 1019.5 mb

IMG_8281
The Gordon Gunter at the Newport Naval Station.

Science and Technology Log: 

Since we have been delayed in sailing, I have had the opportunity to interview several of the crew sailing with the Gordon Gunter to learn more about working at sea and in the marine sciences. Sailing one of the NOAA vessels for scientific research requires personnel from many different disciplines including the: scientists, NOAA Corps officers, engineers, ship stewards, fishermen, deck hands, computer and electronics personnel, bird and mammal observers,  and others.  I will continue to interview personnel and add them to my future blogs.

Interviews:

Lab Technician, Cristina Bascuñán
Lab Technician, Cristina Bascuñán

1. Name: Cristina Bascuñán

What is your Position?  Lab Technician

What do you do?  I’m in charge of the Rosette CTD (Conductivity, Temperature and Depth) equipment and Sea-Bird equipment. I schedule them for the different surveys and send them out for maintenance.

Why did you decide to work with NOAA and ocean science?  As a sophomore in college I started volunteering and loved it, so I volunteered for several more surveys and then went out to sea on a NOAA cruise and loved that.  I was doing 2 trips a summer.  Around that time I got hold of an oceanography branch chief of NOAA who was in need of a lab technician and the rest is history.

How long have you worked for NOAA?  I have worked for NOAA for 16 years. I volunteered for 3 years initially and was 19 on my first trip.

What do you enjoy most?  Meeting all the different people on the various cruises

What would you like to change?  During long trips I miss the comforts of home.

If not working for NOAA, what would you do?  I would be an architect.

What outside hobbies do you have?  When out at sea, I like to knit.  At home, I’m involved in many water activities like:  kayaking, fishing and going out on our skiff (small sailboat).

Where are you from? I have lived on the Cape for 16 years.

What is your favorite marine animal?  The Lumpfish – they look like they are made out of rubber.

What is the most unusual thing you have seen or found at sea?  While out doing a MOCNESS (Multiple Opening/Closing Net and Environmental Sensing System and is a net system for plankton in the ocean), we brought up a bunch of bones and some carrots.  Our group could not figure out where this could have come from or what animal the bones were from.  We found out later, that the Steward (meal preparation person) had tossed the slop basket from dinner into the sea and that’s what we brought up!

If a student is interested in pursuing a career in marine science, what would you suggest to them?  Get experience and go out to sea on a research vessel to see if it is something you would like to do for a career.

Marc
Operations Officer, Marc Weekley

2. Name: Marc Weekely

What is your Position? Operations Officer onboard the Gordon Gunter

What do you do? I am the liaison between the operational side of the ship and the science party, making sure that what the scientists want to accomplish gets done.

Why did you decide to go into the NOAA Corps and ocean science? I have a B.S. in environmental science. In 2004, 2005 I found out about the NOAA Corps and it was a good way to mix the operational side with the science I already had.  All NOAA Corps officers have to do watches and get the ship to where the scientists need to go, which includes ship driving and navigation, which I also liked.

How long have you worked for NOAA?  I was commissioned in 2006.

What do you enjoy most?  The variety of operations, science, and projects that are available and learning about the different scientific research. The routine is always new and fresh and you can transfer to new ones frequently. For example, in the NOAA Corps you spend 2 years in the field on a ship and 2-3 years on a land assignment. I was in Antarctic in 2009 doing atmospheric research on air quality monitoring.

What would you like to change? Some of the assignments are only once in a lifetime and cannot return to them like going back to the South Pole.

What part of your job was the most unexpected?  When I first entered everything took me by surprise because I was not aware of the scope of the Corps. The opportunities to pursue what I was training for came much sooner than I realized. I was on the bridge controlling and driving a ship much sooner than I expected.

How are people chosen for NOAA ships? For many of the officers you fill out a “wish list” of where you want to go and then assigned according to needs and timing.

If not working in the Corps, what would you do? A job on or in the water.

If a student is interested in pursuing a career with NOAA or in marine science, what would you suggest to them? The Corps is looking for individuals with science, engineering and math backgrounds.  

What outside hobbies do you have?  Scuba diving and anything outdoors. I tried rock climbing in Boulder before going to the South Pole.

Where are you from? Currently I live in Moss-point, Mississippi, but I’m originally from Texas where my parents still live.

What is your favorite marine animal? Sharks because so little has changed in them over time. Even though they are a very frightening animal, I love to be in the water with them.

What is the most unusual thing you have seen or found at sea?  Watching a 20 foot humpback whale full breech (entire body) out of the water is one of the most unusual and amazing things I have seen.

margaret3
Head Steward, Margaret Coyle

3. Chief Steward:  Margaret Coyle

What are some of the skills and experiences a person needs to become a ship’s steward? A person needs good cooking skills, organization,  to be personable, and dedicated. This is a career, I’m working 24 hours a day, 7 days a week, 365 days a year.  “I live to cook and cook to live”.

What do you like most about your job? The cooking and sailing.

What  would you like to change? I hate the paperwork – “If I only had to just cook and order groceries, I would be the happiest person on the planet.”

How long have you been working for NOAA? I have been sailing since I was 20 and cooking for 25 years. I started in the coastguard as an engineer and then went back to school to be a cook. I have been with NOAA for 8 years, 2 months and 7 days.

What do you like most about working on the ocean?  The solitude and the lifestyle of just being at sea and having my own space and my galley setup.  Having a set schedule is something I like and also the rocking of the ship and the weather.

What part of your job did you least expect to do? When I came here I knew exactly what to expect.  Over the years the record keeping requirements have increased, which I did not expect.

How far in advance plan your meals? I have 8 years of menus and keep them all in my computer. I plan my menus by the people we have onboard and how many are going to be at a certain meal.  I have to plan and order 7 days in advance and I have to always order dairy and produce when we pull into a new port.

What training or experience would you suggest for high school students if they want to pursue a career as a Steward or other ocean careers?  You can go the military route and go through their school for cooking. Take Home Economics in HS and work in a restaurant – that will determine if you like it or hate it.

What advice would you give young people to eat more nutritiously? Eat dinner at a table with your family and have a conversation. Don’t sit in front of the TV or play on a computer. Don’t eat out of a bag instead choose something healthy like an apple.

If you weren’t a ship’s steward, what other career would you like to have?  This is my dream job! But if I didn’t cook, I would be a seamstress.

*What’s your favorite meal to prepare? Whatever someone wants to eat, is something I love to prepare.

*Do you ever run out of food? I once ran out of orange juice one year. We were in Mexico and I ordered 100 lbs. of oranges and squeezed 15 lbs each morning for fresh juice.

Do you have an outside hobby?  I sew clothes – My husband and I go to Renaissance fairs and I make the costumes for that. I love old movies as well and gardening.

Where are you from? Hurley, Mississippi and I’m married and have 2 children.

What is your favorite marine animal? The edible kind, salmon!

Here is one of her favorite recipes:

Sweet Potato Cheesecake 

2 cups Mashed sweet potato

1 cup sugar

1 cup packed brown sugar

4 eggs

2 lb cream cheese

1 tsp cinnamon

1/2 tsp nutmeg

1/2 tsp ground ginger

1/4 tsp salt

1/4 cup graham cracker crumbs

1/4 cup melted butter

Beat cream cheese and sugar together till light. Add eggs one at a time.  Add sweet potatoes, spices and mix together.  Butter a spring-form pan and dust with graham crackers.  Pour mixture into pan. Bake at 325º till filling is set.  Chill and serve with whipping cream.

I can’t wait to try this when we head out to sea!

newport-sue
Downtown Newport, RI
Photo by Kevin Ryan

okeanos
The NOAA Vessel – Okeanos Explorer

Personal Log:

One thing that I have learned in life is that many things are not under your control and you just have to make the best of each situation and be flexible.  So even though it has taken several more days to leave port than had been planned, I have had the opportunity to explore the base, visit another NOAA vessel, the Okeanos Explorer, interview several of the staff, and work on my blogs and photography. I have really enjoyed talking with the others onboard and visiting the areas around the base and in Newport, RI.

stormw
Stormy day on the Naval Base in Newport, RI

Also by postponing the sailing day, it looks like we missed the bad weather from hurricane Andrea. Friday it was raining constantly in port, so it most likely would have done the same at sea!

NOAAcorps
NOAA Corps’ Flag.

Did you know?  The NOAA Corps is one of the seven uniformed services of the United States.  Officers work on one of NOAA’s 19 ships or 12 aircraft in support of the atmospheric and oceanic scientific research that  is being carried out on these vessels.

Question of the Day?

What job would you like to have on a NOAA vessel and why?

Elizabeth Nyman: The NOAA Corps, June 4, 2013

NOAA Teacher at Sea
Elizabeth Nyman
Aboard NOAA Ship Pisces
May 28 – June 7, 2013

Mission: SEAMAP Reef Fish Survey
Geographical Area of Cruise: Gulf of Mexico
Date: June 4, 2013

Weather Data:
Wind Speed: 18.11 knots
Surface Water Temperature: 27.51 degrees Celsius
Air Temperature: 18.2 degrees Celsius
Barometric Pressure: 1013.1 mb

Science and Technology Log

The weather has been rather difficult here over the past day or so. Yesterday, the winds were so bad that we had to cancel fishing from our bandit reels. We had winds up to 23 knots, or about 26 miles per hour! So far today’s weather seems to be much the same, so no fishing today either.

Gray day
It’s been a very wet and gray couple of days at sea.

We keep putting the camera array in the water, even though we can’t fish. But with the winds, waves, and current as strong as they are, the team has to be much more careful about getting the camera in the water and getting it back out again. The cameras are very expensive, so they have to take care that nothing happens to them. It’s been taking a couple of tries to get the boat lined up enough to get the camera array out of the water. Thus, the whole process takes much longer in the rougher weather.

deploying camera array
This is me helping to deploy the camera array in better weather.

Since the science has been a little slower than usual, I figured that I would use today’s post to talk a little bit more about the crew in command of the Pisces, and how the ship gets to these sometimes remote places to conduct our scientific research.

bridge window
The view from the bridge. Forecast: rain.

The ship’s officers come from the NOAA Corps. NOAA has its own commissioned officers, 321 in total, spread across 19 ships and 12 airplanes. I’d never known that NOAA had its own officers, so I’ve been fascinated to learn how the process works. In some ways, it’s similar to any other uniformed branch of service, with basic eligibility requirements – US citizenship, pass a medical exam, etc. There are also some that are a little more specialized to NOAA, though. For example, you need a bachelor’s degree, with at least 42 credit hours in “science, math, or engineering course work pertaining to NOAA’s missions.”

Applications are competitive, with those for the next cycle being accepted until August of this year. You have to be able to get and maintain a Secret level clearance to be a NOAA Officer, so they’re selective for a reason.

The officers have to be aware and involved with the scientific work on board. They’re responsible for putting the ship into position for the operations to occur. The scientific team selects sites for survey out here in the Gulf, but it’s the ship’s officers that put us in position to drop the camera and/or go fishing, when the weather allows. They also have to be aware of what’s going on with the science team, to make sure that our fishing lines don’t catch on the bottom of the boat, or that the cameras aren’t damaged when the deck crew raises and lowers the array.

The science only happens when everyone works together.

Personal Log

Life on a boat is different. There’s the obvious, with it taking a while to learn to walk again or with seasickness, if you’re so inclined. (I’ve been spared that misfortune so far, even with the bad weather!)

One thing unique to boats is the amount of different doors.

Doors?

There are a series of watertight doors, designed to protect the rest of the ship if a portion floods. These doors would hopefully contain any problems that occurred and keep the ship afloat. All of the doors that open to the outside are watertight.

watertight door
These doors can be very loud when you open them, so you have to be careful. The ship has crew working 24 hours a day, which means there’s always someone sleeping.

In addition to the watertight doors, some of the interior doors act as fire boundaries. They’re very, very heavy – I can turn the handle and lean into them and they don’t move. It’s heavy for a reason, though. We have A60 doors on the Pisces, which have been designed to withstand an open flame for up to an hour.

Not all interior doors are fire boundaries though, just as not all doors were meant to be watertight. For example, in the hallway that leads to my bunk, the stairwell to my deck has a fireproof door but my room itself only has a “normal” door. The other end of the hallway opens up to the outside, so it has a watertight door.

I’m definitely getting a workout every time I go in and out of a room!

Did You Know?

The United Nations has a specialized agency devoted to maintaining safety in maritime shipping called the International Maritime Organization, or IMO. The IMO regulates everything from pollution from ships to the design of the ships themselves.

Alicia Gillean: Visiting the Bridge and Dredging Overload, July 5, 2012

NOAA Teacher at Sea
Alicia Gillean
Aboard R/V Hugh R. Sharp
June 27 – July 7, 2012

Mission: Sea Scallop Survey
Geographical area of cruise: North Atlantic; Georges Bank
Date: Thursday, July 5, 2012

Weather Data from the Bridge*
*This data is for July 6, 2012. I was so busy dredging on the 5th that I forgot to record the weather data*

Latitude: 41 49.09 N
Longitude: 69 52.77 W
Relative Wind Speed: 11 Knots
Air Temperature: 21 degrees Celsius
Humidity: 82%
Surface Seawater Temperature: 20 degrees Celsius

Science and Technology Log

Wednesday, July 4: Visiting the Bridge and Flying HabCam

Wednesday was a lazy day on the ship. To make up some lost time and to hit as many dredge and HabCam stations as possible, there were a few long “steams” during my shift today. The ship can’t go full speed when pulling the dredge or the HabCam, so in order to go full speed, the ship “steams” with no scientific tools in the water until it reaches its next destination. We had about five hours of “steam” time today and the rest of the day was spent with HabCam, so I didn’t smell like sea scallops at the end of my shift, but I still prefer the more active days.

Bridge
Some of the ship’s controls on the Bridge

I used some of my spare time to go visit the Bridge. Remember, this is where the Captain, engineer, and mates keep the ship moving on the right course and keep everything operating smoothly. Since it was rainy outside, the big windows in the Bridge were a nice substitute to the deck where I usually like to spend my free time. Mary, one of the mates, was on duty. She has been working on boats for more than 20 years and has been on the Hugh R. Sharp for four years. She was kind enough to give me an overview of the function of each of the seemingly limitless computers and buttons that she and the engineer use to do their jobs. I was surprised by how computerized everything is, from steering, to navigation, to monitoring the water and fuel of the ship. There are duplicates of many of the computer systems, in case something doesn’t work and non-technical ways to navigate the ship too, like paper copies of nautical charts.

Alicia fly HabCam
Alicia flying the HabCam

While flying the HabCam Wednesday, I was struck by the amazing camouflage of some of the creatures that live on the ocean floor, like monkfish, flounder, and skates. If you don’t know what you are looking for or if you blink at the wrong moment, they are very easy to miss. It’s neat to see these adaptations in action! I’m glad that I got to experience this science tool in its early stages and appreciate the relationships that the HabCam allows you to see between different animals and how the animals live on the ocean floor that you can’t tell from a dredge haul.

Thursday, July 5: Dredging Overload and the Scoop on Scallops

Since Wednesday was lazy, Thursday was insanely busy! We made it through nine dredge stations during the day shift and one haul was so large that we had almost 6,000 scallops (not to mention all the rocks, fish, sea stars, crabs, etc.). Everyone worked together to get this giant haul sorted and processed. Mary even came down from the Bridge to help! When a haul is this large, we don’t measure and weigh every scallop. Instead, we count the total number of baskets (about the size of a laundry basket) of sea scallops and randomly select two baskets to measure and weigh. The number and average length of the overall scallop haul is calculated based on this subsample. There’s lots of math involved in this process!

Alicia measure scallop
Alicia measuring scallops

We dredged in an area with lots of big rocks and boulders today, so the crew added rock chains to the dredge to help keep the giant boulders out of the dredge. It doesn’t come close to keeping out all the rocks, though! They also added what looks like a metal slide that goes from the side of the sorting table to the edge of the deck to help get the giant rocks off of the table and back into the ocean. I’m constantly amazed at how the scientists and crew seem to anticipate and have a plan for every possible obstacle we might run up against. I expect that is the result of lots of years of experience and very careful planning.

Scallop Gonad
The scallop with pink is female. The other is male.

I mentioned in a previous post that we weigh about 5 scallops from each tow individually and also weigh the meat and the gonad (reproductive organ) of these five scallops individually. As soon as you cut a scallop open, you can tell if it is a male or female by the color of the gonad. Males are white and females are red or pink, as you can see in this picture. Another interesting tidbit about sea scallops is that they have lots of simple eyes that allow them to see shadows and light. You can see a fascinating close-up of sea scallop eyes by clicking here and can learn more about the anatomy of a sea scallop by clicking here.

Since this is a sea scallop survey, I’ve spent quite a bit of time with sea scallops, but I’m still not very skilled at cutting sea scallops to remove the meat quickly. One of the ladies on my watch can shuck about twenty for every one I shuck! She’s offered me lots of pointers, but I’m not going to win a scallop cutting contest any time soon. When we finish sorting and processing each haul, we usually remove the meat from the scallops, wash it, bag it, and put it in a freezer. It can seem like the work is never done when there’s a big haul!

Personal Log

The 4th of July at sea was business as usual; no firework or backyard cookouts for me this year. However, we did make a cake and sing happy birthday for the youngest member of the science group’s 20th birthday.

Since we didn’t do any dredging or anything active on Wednesday, I felt like I needed to run laps around the ship after my shift ended. I settled on trying the stationary bike instead. Riding a stationary bike on a ship that is rocking and swaying means that the bike isn’t really all that stationary! I think I got a nice abdominal workout from trying to keep myself balanced. It felt good to move, though.

Fire Drill
Engineer during fire drill at sea

On Thursday, we had a fire drill. The Captain was nice enough to schedule it at 12:15 pm, just as one shift was ending and one was beginning, so that people would not be in bed or in the shower when the drill began. During the fire drill, an alarm sounded and the Captain came on the intercom to tell us that it was a fire drill and that all scientists should muster (gather) in their designated spot. All of the scientists met in the dry lab with a life jacket where the chief scientist counted us and reported back to the Captain that we were all accounted for. We waited while the crew finished its part of the drill, then went back to work (or bed, for the night shift). I felt kind of like a student in a fire drill at school!

As I look around the ship, I find it interesting how things are designed for life at sea, like the hooks at the top of every door. If you want a door to stay open, you need to hook it, otherwise the rocking of the door will slam it closed. The table in the galley has about a half inch lip around the edge of it and the drawers of the pantry need to be opened in a special way, because they don’t just slide open. Thanks to these details, you don’t really hear things sliding and crashing around like you might imagine you would when the ship is rocking.

I’m grateful that I have been able to participate in the NOAA Teacher at Sea Program as a part of the science crew. I have worked hard, learned a ton, and can’t wait to share my learning and experiences with my students! However, I miss my family, so I’m glad that we’re headed back toward land soon!

Sunset
Sunset at sea

Wes Struble: Arrival and Departure, February 19, 2012

NOAA Teacher at Sea
Wes Struble
Aboard NOAA Ship Ronald H. Brown
February 15 – March 5, 2012

Mission: Western Boundary Time Series
Geographical Area: Sub-Tropical Atlantic, off the Coast of the Bahamas
Date: February 19, 2012

Weather Data from the Bridge

Position: 26 deg 30 min MN Latitiude & 71 deg 55 min Longitude
Windspeed: 15 knots
Wind Direction: South (bearing 189 deg)
Air Temperature: 23.2 deg C / 74 deg F
Atm Pressure: 1013.9 mb
Water Depth: 17433 feet
Cloud Cover: 30%
Cloud Type: Cumulus

Personal Log

With some minor travel changes in Seattle and a redeye flight into Charleston, South Carolina I arrived at NOAA Ship Ronald H. Brown at about 10:30 am Tuesday morning – tired but grateful. We left port mid-morning the next day and headed south/southeast. On the way out of port we were treated to a dolphin escort – five or six dolphins surfed our bow wave for half an hour or more. I share a stateroom with another teacher, David Grant. My stateroom  is comfortable and I will be sleeping on the upper bunk – a somewhat tight fit and something I haven’t done since my brother and I were sharing a room while we were in junior high school.

The Ronald H. Brown docked at the pier before our departure

David Grant, my fellow teacher-at-sea, working in our stateroom

A Dolphin escort off the bow of the Ron Brown as we head out of Charleston

The Ron Brown is the largest ship in the NOAA fleet. She was commissioned in 1997 and is named in honor of Ronald H. Brown, Secretary of Commerce under the Clinton Administration who died in a plane crash on a trip to Bosnia. With a length of just under 280 feet the Ron Brown has ample deck space for hauling all the various amounts of materials and equipment needed for a research cruise.  The ship’s captain is Captain Mark Pickett, the Executive Officer is Lieutenant Commander Elizabeth Jones, the operations officer is Lieutenant James Brinkley, the medical officer is Lieutenant Christian Rathke, with Ensign Aaron Colohan, and Ensign Jesse Milton making up the remaining officers. The entire ship’s complement is divided up between the NOAA Corps crew members, the merchant marines, and the science staff. For this trip we have approximately 50 people on board including the crew and the scientists.  From the science group there are four of us that will be dividing up the CTD watch: David Grant, Shane Elipot, Aurélie Duchez, and myself. As I mentioned earlier, David Grant is my Teacher at Sea colleague for this cruise. He hails from Sandy Hook, New Jersey which is considered the most northern sandy beach in the state. David teaches a variety of science courses at a community college. Shane & Aurélie are from France (although they both currently work in the UK for the Natural Environment Research Council).

A Coast Guard Ship shared the pier with the Ron Brown

The Arthur Ravenel Jr. Bridge over the Cooper River, Charleston SC - a fine example of a graceful Cable Stay Bridge

A view of the Arthur Ravenel Jr. Bridge from below as the Ron Brown passes under the bridge

A view of Fort Sumter - one of the icons of the War between the States

A mass of sargassum (floating seaweed) - from which we derive the name of this part of the Atlantic Ocean - the Sargasso Sea

After the Brown got underway we had the first of many drills. All of the science crew met in the main lab where one of the NOAA Corps officers, ENS Jesse Milton, reviewed the proper use of the rescue breathing apparatus, the Gumby suit, and the PFD (personal flotation device). When the meeting was over we had three practice drills: Fire/Emergency, Abandon ship, and Man Overboard. Each of these emergency situations has their own alarm bell pattern and all those aboard have particular responsibilities and particular muster stations to which they are to report.

A Fire/Emergency is identified by a long (10 seconds or more) continuous alarm bell. When the bell sounds everyone is to move to their assigned stations. The science crew is to go to the main lab and await instructions. If the main lab is actually where the fire or emergency is located our second muster point is the mess.

A series of short blasts (at least 6) followed by a long continuous blast indicates Abandon ship. When this alarm sounds you are to drop whatever you are doing return to your stateroom and retrieve your PFD and Gumby suit and report to your muster station. In addition to the life saving articles, you should be wearing long pants, a long sleeve shirt, and a hat (to protect you from exposure while drifting at sea in the life boat). For this emergency situation I am to report to fire station 15 with a number of other members of the crew and be ready to load into a lifeboat.

Three long alarm bells announce a man overboard. During this emergency different groups of people are assigned different positions around the ship to look for and point to the person who has gone overboard. When the floating person is spotted, all those on deck are to indicate the overboard person’s position by pointing with their outstretched arm. A person floating in the water produces a very low profile and can be very difficult to see from a small boat bouncing in the waves. If the rescue team has trouble locating the floating person they can look up at the ship and see where all the spotters are pointing. This can direct them toward the overboard person’s location.

Jennifer Goldner: Sea and Anchor, August 27, 2011

 NOAA Teacher at Sea
Jennifer Goldner
Aboard NOAA Ship Oregon II
(NOAA Ship Tracker)
August 11 — August 24, 2011

Mission: Shark Longline Survey
Geographical Area: Southern Atlantic/Gulf of Mexico
Date: August 27, 2011

Science and Technology Log

If you looked at the Ship Tracker today (August 27th), you would see that NOAA Ship Oregon II is docked at Pascagoula, Mississippi.  I am writing to you from Oklahoma to share how we made it back to port safely.  The procedure for making that happen is called “Sea and Anchor” and it’s quite a sight to behold!

Me on my last day at sea
Me on my last day at sea

Over two weeks ago when we were leaving port in Charleston, I heard the Captain announce “Sea and Anchor.”  During Sea and Anchor, every crew member is at his/her station.  For example, the engineers are in the engine room, the deck crew is ready to drop anchor if needed, and all officers are on the bridge.

Not to mention, just to get ready for Sea and Anchor, the Captain must oversee a 4 page checklist of things that must be done before going to sea.  Sea and Anchor detail is done not only as the ship is going out, but also as it is coming in to port.  This is what I got to observe on the bridge as we came into the channel in Pascagoula on August 24, 2011.

But let me back up to the first of the 2 page checklist to get ready for Sea and Anchor as the ship is taken through the channel and docked at the port.  The 1st thing that must happen is the Officer of the Deck transits the ship from the last station to the Pascagoula Ship Channel.  Our last station was north of Tampa, about 300 miles from port.  We steamed at 10 knots/hour.  (1 knot is roughly 1.15 miles per hour.) At this rate, how many hours did it take us to get to port from our last station?

One day prior to arrival, the Captain must call the port and talk to the Pascagoula Port Captain, Jim Rowe.  When he calls, he verifies that line handlers are available at the pier as well as the ETA (Estimated Time of Arrival) of the ship.  Thirty minutes before arrival at the channel sea buoys, the Captain must wake all hands up to prepare for Sea and Anchor.

He then calls the pilot/port for vessel traffic.  According to the Captain, traffic is extremely important.  The channel at Pascagoula is 500 feet in width.  There are buoys at either side of the channel. NOAA Ship Oregon II is 34 feet wide.  If a ship goes outside the buoys, it will run aground.  Outside the buoys the depth of the channel ranges from only 13-18 feet.  NOAA Ship Oregon II has a 15 foot draft.  The larger ships can draw almost the entire depth of the channel which is 40 feet! Many will also take up most of the width of the channel, thus there is no way for 2 large ships to get through the channel at the same time without one running aground.

Model to show that 2 large ships cannot fit through the Pascagoula Ship Channel at the same time
Model to show that 2 large ships cannot fit through the Pascagoula Ship Channel at the same time

These 2 boats, Grand Cheniere and Lady Glenda, were small enough that we could fit through the channel alongside them.
These 2 boats, Grand Cheniere and Lady Glenda, were small enough that we could fit through the channel alongside them.

After traffic is checked, the propulsion and steering is tested, then the crew must ready an anchor to let go in case of an emergency.  Next the call signs/flags are hoisted.

Call flags
Call flags

The deck department breaks out mooring lines for port or starboard side docking.  (We docked on the starboard side, so the deck hands got all the lines to that side.) At this point the Captain pipes (announces), “Set Sea and Anchor detail.”  The engineers go to the engine room, the deck hands are all on deck, and the officers are on the bridge.

As I mentioned, the Pascagoula Ship Channel is 500 feet in width.  Toward the beginning of the Channel, the Barrier Islands (Petit Bois Island, Horn Island, Ship Island, and Cat Island) must be navigated, as well as the entire channel.

One of the barrier islands, Horn Island, off the port side of the ship
One of the barrier islands, Horn Island, off the port side of the ship

One of the Barrier Islands, Petit Bois Island, off the starboard side of the ship
One of the Barrier Islands, Petit Bois Island, off the starboard side of the ship

The Captain and Officers working on the bridge during Sea and Anchor
The Captain and Officers working on the bridge during Sea and Anchor

So how does this happen?  I got to stay on the bridge to find out.  The Captain and the 4 officers are all on the bridge and all have a part to play in this procedure.  The Captain designates what duty each officer will do.  This changes from port to port. He also serves as an overseer.  If at any time he needs to jump in and help any of the officers, he will do so.

Here are the jobs of the officers: 1.  Having the Conn-  This officer conns/manuevers the ship in to port.  2. On the Helm- This officer steers the ship into dock. 3. On the pitch-  This officer controls the throttle.  It is also known as being on the “sticks and log.”  4.  Doing navigation- This officer advises the Conning Officer when to make turns in the channel.

XO, Jason Appler, conning the ship
Jason, XO, conning the ship

Sarah, Operations Officer, is at the helm
Sarah, Operations Officer, is at the helm

Larry, Junior Officer, is on the pitch
Larry, Junior Officer, is on the pitch

Brian, Junior Officer, navigating
Brian, Junior Officer, navigating

Now that everyone is at their stations, at the mouth of the channel the Captain calls the port on the radio.  This time into port, this is what he said,  “Research Vessel NOAA Ship Oregon II inbound at buoys 7 and 8.”  Over the radio a friend of the Captain’s exclaimed, “Welcome back, dude!”  (NOAA Ship Oregon II had not been here at home port for about a month.)

After the Captain makes a securite (pronounced “securitay”) call to the Port Captain over the radio to broadcast or alert any other vessels that the ship is heading in, the ship can then enter the channel.  This was amazing to watch as all the officers and Captain worked together like clockwork to get through the channel.  Here is an example of what you would hear:  Conn to Helm: 3-2-0, Helm to Conn: 3-2-0. Conn: Very Well. . . Conn to Pitch: 4 feet ahead, Pitch to Conn: 4 feet ahead, Conn: Very well.  This is done all the way through the entire channel until the ship is safely docked.

Shipyard
Shipyard

Beach in Pascagoula, Mississippi
Beach in Pascagoula, Mississippi

Personal Log

I already had a great amount of respect for the responsibilities of Commanding Officer- Master Dave Nelson, Executive Officer- LCDR Jason Appler, Operations Officer- LT Sarah Harris, Junior Officer- ENS Larry V. Thomas, and Junior Officer- ENS Brian Adornato, but now I have even a greater respect than I did.  While standing on the bridge during the Sea and Anchor detail, I was honestly in awe.  I had NO idea what went into getting a ship to dock.  It was absolutely a highlight of my trip to see how they make that work so smoothly.  Cap told me, “I have done this Sea and Anchor procedure hundreds and hundreds of times, but I never take it lightly.  I am in charge of all the lives on board and it’s my job to get you home safely.”  Thank you Cap, and your entire crew, for getting this Oklahoman to her “home on the range!”

Pascagoula Port
Pascagoula Port

After we docked, the XO, Chief Scientist, and myself did a Skype interview from the bridge of NOAA Ship Oregon II with NewsOn6.  I appreciate the XO’s help in getting permission for us to do the interview as well as our Electronics Technician for setting up the equipment!

After the interview some of the scientists and I headed to Rob’s BBQ On The Side.  It was wonderful!  Next we were off to the Gulfport airport.  I had a layover in Atlanta.  There I was fortunate to meet and eat dinner with 2 AirTran Airways pilots, Vince-Captain, and John-First Officer.

Me with John and Vince, pilots
Me with John and Vince, Pilots

Bahamas from the air (Courtesy of Vince, Pilot)
Bahamas from the air (Courtesy of Vince, Pilot)

It turns out, while I was in the Atlantic and Gulf of Mexico, they were flying over it.  I thought you’d enjoy their vantage point, so I included a couple of pictures that Vince took.

I asked them how important math and science were to their jobs.  They both said that numbers were their world.  They eat, breathe, and sleep numbers.

Atlantic Ocean from the air (Courtesy of Vince, pilot)
Atlantic Ocean from the air (Courtesy of Vince, Pilot)

On my flight from Atlanta to Tulsa I sat next to Don, Project Engineer-NORDAM Necelle/Thrust Reverser Systems Division.  So for over an hour we had a great conversation about the importance of math and science.  Here is what he said: “Math and science are important to my job (and to any engineer) because they are the basis of everything we do.  An understanding of math and science allows aerospace engineers to understand why things work the way they do, and more importantly, that knowledge allows us to develop better products that can be used in the aerospace industry.  This is possible because at some time or another, some boys and girls were sitting in class and really enjoyed learning about how things work.  Math and science work together to explain those things in a logical manner.  Their desire to continue learning led them down a road to more advanced classes in high school and eventually to math, science, and engineering degrees in college, allowing them the opportunity to get good jobs and to be a part of developing the next great airplane.”

This photo was taken while I was at sea by Don, engineer, as his plane descended into Georgia.
This photo was taken while I was at sea by Don, engineer, as his plane descended into Georgia.

People often ask me how I meet so many interesting and intriguing people.  Do you want to know how?  I take the time to talk to them.  Each of these people I met will now play an integral part in my classroom.  Some will visit my classroom, others will answer our questions via email, and yet others will Skype or call our class during our classroom meetings.

In my classroom I have a sign that has 3 simple words: Find The Time.  I take the time to tell my students the importance of budgeting their time and using it to the fullest each and every day.  Every day is only what you  make it.  Remember to find the time to always keep learning and sharing what you know with others.  It makes the world a better place to live.

My son and Mom surprised me with flowers when they picked me up from the airport!