bridge – Page 3 – NOAA Teacher at Sea Blog

April 25, 2018April 27, 2018

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

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

Mission: Southeast 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: 9^oC
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 Passage, a 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 Fairweather‘s bridge in order to learn a bit about navigation.

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.

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.

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

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.

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.

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

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.

A Crew Member Holds a Wheel for Calculating Wind and Direction

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.

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 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

A Bit Tricky: Launching Kayaks from a Launch

Harbor Seals Played in the Water Around Our Kayaks

IMG_20180421_140958 — 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.

IMG_20180424_131729 — Approaching Open Waters as the Fairweather Leaves British Columbia and Enters the Alaskan Portion of the Inside Passage

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

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

Enjoying a Late Afternoon View from Fairweather’s Fantail

Some of the Many, Many Islands along the Inside Passage

tugboat and barge — A Tugboat Pulls a Barge Near Lopez Island

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?

June 24, 2017June 24, 2017

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.

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.

Electronic navigational chart

Paper navigational chart

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.

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.

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.

rigs to reef (photo credit: bsee.gov)

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)

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)

Right 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.

May 30, 2017May 31, 2017

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)

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 18^th-century port city which is evident from the high number of surviving buildings from the colonial era.

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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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)

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.

As 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.

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.

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.

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.

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.

Did You Know?

At 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.

March 31, 2016August 21, 2021

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.

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.

Qanuk mans the radio

Qanuk reads a navigational chart

Qanuk examines a big compass

Qanuk takes the helm

Qanuk in the captain’s chair

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.

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 Mike’s story occurred many years ago when he captained his 2^nd 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

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…

March 16, 2015March 12, 2021

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.

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 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, 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.

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.

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!

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.

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