bridge – Page 6 – NOAA Teacher at Sea Blog

August 31, 2011March 12, 2021

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!

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

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.

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, Petit Bois Island, off the starboard side of the ship

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

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.

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!”

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)

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.

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!

August 15, 2011March 12, 2021

Jennifer Goldner: Safety and Tour of The Bridge, August 13, 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 13, 2011

Weather Data from the Bridge
Latitude: 26.02 N
Longitude: 80.02 W
Wind Speed: 9.18 kts
Surface Water Temperature: 29.20 C
Air Temperature: 30.30 C
Relative Humidity: 70.00%

Science and Technology Log

The crew of NOAA Ship Oregon II are adamant about safety. Because of this, drills are performed in order to be prepared. First we did a fire drill. The alarm sounds then the Captain makes an announcement as to where the fire is located. I am in the scientist party, thus we went to the dry lab. In the event of a real fire, the fire box on the bridge would tell the Captain what area of the ship was in danger. Two of the crew members, Tim, Lead Fisherman, and Walter, Chief Boatswain, don their fire suits and go to the area to contain the fire.

Next we did a “man overboard” drill. When the alarm is sounded, everyone on board grabs their survival suit and life vest and heads to the bow. They must be put on in one minute or less.

The diving crew also did a proficiency dive and hull inspection. The proficiency dive is done in order to stay familiar with their gear in the event they need to go beneath the ship to fix something. For example, the longline could get entangled in the screw/propeller. During the hull inspection the diving team checks the intakes for growth of algae, etc.

The Captain announces that divers will be in the water, then the RHIB (Rigid-Hulled Inflatable Boat) is lowered. After they are in place, the divers can now get started. After the dive, the gear is brought back on board with a crane.

Me in my survival suit (a.k.a. gumby suit)

Sarah, Operations Officer, jumps overboard to perform dive operations while Tim, Lead Fisherman, waits in the water.

Executive Officer LDCR Jason Appler jumps into the water to perform dive operations

Gear being brought on board with a crane

Radar with AIS overlay- NOAA Ship Oregon II is in the middle headed south, beach is at starboard and ship Rhea Bouchard is at port side.

There are multiple safety features on the bridge as well. AIS (Automated Identification System) is a tool to help identify other ships. Any ship that is 300 gross tons or more must register their ship. NOAA Ship Oregon II is 729 gross tons. Another important tool is the radar. The radars are $80,000/each. This ship has two. Commanding Officer, Master Dave Nelson, said he tells his crew, “This box is our world.” Whenever it is dark or there is severe weather this is their only “eyes” to tell them what is in their path.Another device used on the bridge is the fathometer. (Captain calls it the “fatho.”) This tells the depth of the water.

The bridge also has a radio system which is vital for communication. Channel 10 and 16 are working channels for marine travel ships. To speak on the radio you must have a license through the Federal Communications Commission. On the radio is a distress button. There are 5 different places which have distress buttons. In addition, there are 4 EPIRBs (Emergency Positioning Indicating Radio Beacon) on board. If the ship is in trouble, the Captain can activate it. It would then send signals with NOAA Ship Oregon II‘s position and name. If there isn’t enough time to activate the EPIRB, water pressure will activate it once it submerges. The Captain and his officers also keep track of the ship’s heading in degrees: 0000 is North, 090 is East, 180 is South, 270 is West.

Ship's Heading: 176 degrees means we are traveling south.

Engine Control Panel- Pitch indicator is in the center on the right.

Personal Log

Captain Dave Nelson calls me “Teach” and I call him “Cap.” I got to spend time this morning for a tour of the bridge with him. It was fascinating! In addition to all I learned above, he showed me the wheel and the engine controls which houses the pitch indicator (a.k.a. gas pedal).

Cap also told me the ship follows MARPOL Regulations. For example, food scraps can be dumped in the ocean as long as it’s 12 miles from the shore.

We have been steaming 25 miles out but moved within 3 miles of shore to get out of the Gulf Stream. The Gulf Stream flows from south to north. We’re headed south. Today it is moving at 3.5 knots. (It averages 4 knots.) Water is very powerful. Going into a current with 1 knot is the same as going into a 20 knot wind. Now that you know this, try to solve the question below.

In reference to the question on my last blog “How many gallons of diesel does NOAA Ship Oregon II hold?” The correct answer is 70,000 gallons! According to Sean, Chief Engineer, we will get to Mississippi with about 30,000 gallons remaining.

On another note, It was so neat to get to be close enough to the shore line to see Fort Lauderdale and Miami!

Captain’s Corner: Stories from NOAA Ship Oregon II

If only NOAA Ship Oregon II could talk . . . she would have some stories to tell of her journey in the Gulf of Mexico and Atlantic. We will let Commanding Officer (CO), Master Dave Nelson, tell the stories. Here is one he shared with me today.

It was about six years ago and they were headed north to do a survey on the east coast. The only individuals on board were those in the crew; 19 in all. They were in the Gulf Stream and it was rough. The seas had 15 foot waves. Because it was so rough, NOAA Ship Oregon II was being run slower than normal. At that time, Cap was the XO and he was at the bridge steering. A call came through from the Chief Engineer alerting the Captain to get to the engine room immediately. When he arrived he found the Chief Engineer standing in water that was now up to his belly button. He explained that a saltwater intake pipe, which funnels salt water in to cool the engines, had burst. Because the area was flooded, he still could not find the valve to shut it off. He continued searching, determined to find it. His diligence paid off because he found it and shut it down. Had he not found it, the ship would’ve lost power in 6-7 more minutes. A ship without power is bad news. The captain would’ve had to call “abandon ship.”

This story just goes to show that it is crucial to know your job and know it well. Clearly the Chief Engineer knew his job. He saved many lives that day at sea.

January 20, 2010April 6, 2021

Richard Jones & Art Bangert, January 20, 2010

NOAA Teacher at Sea
Richard Jones
Onboard NOAA Ship KA‘IMIMOANA
January 4 – 22, 2010

Mission: Oceanographic Survey
Geographical Area: Hawaiian Islands
Date: January 20, 2010

Science Log

Steaming and dreaming, that was the order of the day. We had the opportunity to spend a little more time on the bridge today. Here you can see three of the Ensign’s standing watch. While on the bridge we learn about how the radar works.

Most people in Montana are familiar with the concept of radar since that is the basic method used to measure our speed.What do you think is similar about the radar on the ship? What is different?

We also took a look at the ship’s wheel.Like most people we envisioned the wheel to be like one you would see in an old movie or perhaps like those on the tall ships of old. The wheel of the KA is smaller than the average steering wheel, but it gets the job done.

We participated in several meetings to prepare us for our stay in Samoa.One presentation, made by Joe our Electronics Technician was focused on customs and taboos that we need to be aware of as guests and representatives of the US government. Joe has a unique and useful understanding of Samoa since his wife is from Western Samoa and he has lived here so he knows what we can and can’t do.

We also decided we better do laundry today! The washers and dryers will be secured tonight for our arrival in Samoa tomorrow morning. While the crew visits the island, the engineers will need to purge the sewage system of gray water – water from cooking, showers, toilets etc. The ship will also take on water from the port at Apia, Samoa were we are docking. The ship has great laundry facilities and also very nice exercise equipment. Even though we are seeing the pacific, we still have to take of our chores!

Land tomorrow! Until then happy sailing and calm seas.

July 21, 2009April 5, 2021

Dan Steelquist, July 21, 2009

NOAA Teacher at Sea
Dan Steelquist
Onboard NOAA Ship Rainier
July 6 – 24, 2009

Mission: Hydrographic Survey
Geographical Area: Pavlov Islands, Gulf of Alaska
Date: July 21, 2009

Weather Data from the Bridge
Latitude: 55°10.84’ N
Longitude: 161°41.87’ W
Visibility: 10+ Nautical Miles
Wind Direction: 220° true
Wind Speed: 16 knots
Sea Wave Height: 0-1ft.
Swell Waves: 1-2 ft.
Water Temperature: 9.4° C
Dry Bulb: 10.0° C
Wet Bulb: 9.4° C
Sea Level Pressure 980.0 mb

Science and Technology Log

NOAA Ship Rainier from the shore of Wosnesenski Island

NOAA Ship Rainier is an important workstation used for gathering hydrographic survey data. Rainier is able to cover large distances in order to get to remote places where charting information is needed, but there are no communities from which hydrographers and crew can work. Therefore Rainier herself is a compact city. The science of operating a small city might seem simple enough, but a closer look at the major parts and it becomes obvious that there is much involved. Two of the areas I have found to be very interesting would be the bridge, where the ship is operated when underway, and the engineering department (the “public works department” of this small community).

The bridge is the command center of the ship. While tied to a pier or at anchor, there are many responsibilities for those on duty on the bridge. Weather data is gathered every hour and radios are monitored for any emergencies that might come up on other ships in the area. While at anchor, the ship’s position is closely watched using radar and GPS to be sure the anchor is holding fast. While underway, the bridge has direct control of the engines and steering. Safe navigation and following a predetermined sail plan are also the responsibilities of those on the bridge. Getting this small city safely and directly to the places it needs to work is critical to the mission of the Rainier.

The engine room is also a very important and interesting area on board this ship. Rainier has two large diesel engines each capable of producing over 1,200 horsepower. A typical automobile produces between one hundred and two hundred horsepower. Those two engines can push this 231 ft ship at a cruising speed of about thirteen knots per hour. The engineering department can be compared to a public works department of a city because they provide many of the same services. All of the electricity used by Rainier is generated on board. The engineering department is also responsible for making fresh water from salt water using evaporators capable of producing one hundred fifty to one hundred seventy gallons per hour. Any wastewater created on the ship is also treated on board Rainier before it is discharged. The engineering department is also responsible for all of the heating and cooling systems onboard the ship including a large walk-in refrigerator and freezer. Rainier is capable of carrying a crew of over fifty people on hydrographic survey missions for up to three weeks at a time. To make that operation possible, this ship is a floating city complete with all the services and utilities any small town would need to function effectively.

Personal Log

I’ve been on board Rainier now for almost three weeks. I have seen and learned many things. The work of the hydrographers is very important. The ship provides an excellent work platform from which to gather data and each of the different departments contributes greatly to the mission of the ship. There is quite a bit of quality science and mathematics going on everywhere on board. I have had a chance to watch these people work and I have seen science and math being applied everywhere. What has stood out to me the most over these weeks has been that even with the variety of types of work being done on Rainier everyone works together to get the mission completed. I am excited to share all my experiences on board with my students back home. Perhaps one day some of them will have a chance to be a part of a ship like this.

Something to Think About
The Rainier has many different types of work on board that require many different types of knowledge. If you want to apply navigation interest, work with computers, become an engineer, work as a deck hand, become a cook, or become a scientist, why not do it on a NOAA ship like Rainier?

June 9, 2008April 2, 2021

Mark Friedman, June 8-9, 2008

NOAA Teacher at Sea
Mark Friedman
Onboard NOAA Ship Rainier
June 8-20, 2008

Mission: Hydrographic Survey and ocean seafloor mapping
Geographical Area: Southeast Alaska
Date: June 8-9, 2008

NOAA Teacher at Sea, Mark Friedman, helps deploy the CTD prior to surveys in SE Alaskan environs.

Science and Technology Log

This is a NOAA (National Oceanographic and Atmospheric Administration) ship based out of the U.S. Northwest. This ship is primarily dedicated to the construction and updating of marine navigational charts that are of importance to marine commerce, navigation and general recreation. To do this they use SONAR waves emitted from the bottom of the launch boats. (Underwater sound waves travel at 1500 meters per second, four times as fast as sound in air.) Data obtained by the ships surveyors are sent to marine map makers (cartographers) in Seattle and also NOAA’S base in Silver Spring, Maryland where they are processed and constructed and made available to the public in paper or digital format.

June 8

Arrived Juneau Alaska. Greeted at the airport by the ship’s XO (Executive Officer). Onboard I was issued a bunk (or a rack as mariners call it) and given a ship tour. Once settled I visited the town, including a significant museum of history, artifacts and anthropology of the indigenous peoples and early European settlers. Juneau is a stopping off point for many of the Northwest cruise ships cruising the inside passage.

June 9

Snowcapped mountains surround the inside passage south of Juneau, AK

Safety instructions: multiple videos on asbestos, personal safety, fire emergencies. Drill practice: Abandon ship, Man overboard. Survival suit issued along with multiple style life vests, hardhat. Underway from Juneau 1600 for destinations near Sitka to begin depth soundings for marine navigational chart additions and corrections. All is well. Bright outside and it’s nearly 9pm Wednesday night. Sunset is at 10pm and sunrise at 3:15am. It is a long day by our usual Los Angeles standards. The water is 41 degrees (so you don’t want to fall in or risk hypothermia (rapid loss of base body temperature (Who can guess the temperature of hypothermia?) which rapidly sets in) and the air a cool and misty 51 degrees.

Green conifers line the banks and small islands proliferate in the inner passage here just south of Sitka. The inside passage was made by a combination of glaciers, volcanic and plate tectonic action (subduction of North American and Pacific plates). The tide differential from high to low can be extreme…nearing 30 feet in the Juneau harbor! Spruce and pine trees abound, and snow-capped mountains on either side of us rise up majestically as we move along at about 12 knots (nautical speed terminology, or about 15 mph). The spruce are afflicted by the same type of exponential pine beetle growth that is devastating California and Southwest evergreens. No drought up here so scientists have no hypothesis yet as to the cause.

I had to get up at 4am yesterday (even earlier than my usual 5am school day rise) for a wild ride thru close straits (aptly named Peril) (must get there at high tide so there is enough clearance beneath and currents are not as dangerous with increased volume of water) entering Sitka for our first series of data collection, cartography of inside passage.

RAINIER to the Rescue

There is an important heavy emphasis on safety and special cold water survival suits and vests, have been issued to all crew members, followed by instruction donning them and knowing out stations to report to for such rises as “fire onboard” and “man overboard.” We have already had an abandon ship drill. Yesterday after I joined three boats of marine surveyors which go out to surrounding areas in 29 foot launches to begin data collection thru the use of sonar, the RAINIER saved two fisherpeople whose boat had taken on water and was rapidly sinking. RAINIER heard their MAYDAY and was within 2 miles so they sent a rapid launch to the scene and got there even before the Coast Guard. Fortunately the fisherpeople had on their survival suits so they were not in too much shock when they were rescued. It brought home to me the importance of these survival suits that are like insulated neoprene wetsuits that are watertight. I’m always wearing some type of floatation vest while on deck or in the launch, colored bright orange for easy sighting when bobbing up and down in choppy seas.

Personal Log

I saw some favorites yesterday too…but not too close. Sea otters and whales but too far away to identify. The most common up here now are the humpbacks. The gray whales that have migrated up from Baja California, the ones that can bee seen off the California coast are already further north feasting on that yummy krill, a marine crustacean key to the food web). And the ship’s cuisine—fine and more than plentiful prepared by multiple professional chefs…lots of healthy food and Tapatio, my newfound hot sauce delight thanks to my Mexicano and Latino students.

Fortunately there is a gym so I hopefully won’t come back TOO much heavier. Crew and staff of about 50…mostly young, lots of women for a big change from my last extended marine experience six years ago on the R/V New Horizon out of Scripps Institute of Oceanography in San Diego.

Vocabulary and Marine Terminology Hydrography- the science of measuring, describing and mapping the sea bottom, mudflats and the positions of stationary objects (seamounts, shipwrecks, etc.) Cartographer-makes nautical charts for the aid of moving ships on the ocean Echosounder-high resolution instrument to record depths of ocean bottom using SONAR (SOund Navigation And Ranging – similar to some marine mammals use of echolocation). Also a side-scan sonar can be used and is on the RAINIER. CTD-Instrument to collect and register conductivity (flow of electrical current), temperature and depth. Deployed by ship launches in each surveyed area to obtain data and make calculations on sound speeds of sonar under various conditions (deeper, warmer and saltier water increases the speed of sound waves due to density) Sound speed- Sound travels at a speed of 1500 meters/second faster than thru air that is 380 meters per second. (This enables whales to communicate over hundreds of m8iles of water)

Get Your Hands Wet

To learn HOW TO MAKE YOUR OWN HYDROGRAPHIC PROJECT, go to this NOAA website.