Jill Bartolotta: Start Your Engines, June 1, 2019

NOAA Teacher at Sea

Jill Bartolotta

Aboard NOAA Ship Okeanos Explorer

May 30 – June 13, 2019

Mission:  Mapping/Exploring the U.S. Southeastern Continental Margin and Blake Plateau

Geographic Area of Cruise: U.S. Southeastern Continental Margin, Blake Plateau

Date: June 1, 2019

Weather Data:

Latitude: 28°19.3’ N

Longitude: 079°21.6’

Wave Height: 1-2 feet

Wind Speed: 11 knots   

Wind Direction: 195

Visibility: 10 nautical miles

Air Temperature: 28°C

Barometric Pressure: 1012.5

Sky: Broken

Making the Engines Run

Engines on this ship are run with marine grade diesel. Before the diesel can be put through the engine it must be cleaned of any impurities. A centrifuge system is used to spin the diesel at a very fast pace in a circle. As the diesel spins any impurities are flung out leaving behind the purified fuel. If the fuel is not purified before it is put through the engines, they will gunk up and not function properly. NOAA Okeanos Explorer has 4 engines. Currently we are running 3 of them and the fourth one is the backup. There is also a fifth generator that can serve as a backup if needed. There are roughly 180,000 gallons of diesel on the ship and roughly 2,200 gallons of fuel are used per day.  In order to make the engine work, air in the engine is compressed causing the air to heat up. Then you spray fuel into the compressed air and the heat of their air causes an explosion leading to the process of combustion. In order to determine if complete combustion is occurring and the engine fuel is clean of impurities you look at the exhaust. If the exhaust is clear it means you are seeing full combustion and the fuel is clean. If the exhaust is not clean, black for example, it means that combustion is not complete or the fuel is dirty.

Fuel purification centrifuge
The fuel purification centrifuge system. If you look closely you can see a pink liquid, purified diesel.
Engine
One of the engines. There are four engines on board. Three are running and the fourth will be used as a backup.

Cooling the Engines

The engines must run at a temperature below 200°F. When these engines run they create heat so to keep them at a temperature under 200°F you need to cool them off using a heat exchanger. A heat exchanger is a series of pipes that run hot substances past cooler substances. These substances do not come into contact with one another, but are piped past one another. The heat transfers to the cooler substance through the series of pipes thus cooling the previously hot substance. On this ship, oil is used to lubricate the pistons on the engine, but it also serves a coolant. The oil is then cooled via freshwater called jacket water and the freshwater is cooled via seawater taken from the ocean. The ocean surface water is 74°F when it enters the ship and leaves the ship at roughly 84°F.

However where does this heat go? The first law of thermodynamics, The Law of Conservation of Energy, tells us that energy cannot be created or destroyed, only transferred or converted. So why not convert this heat energy into some of use? Well guess what. The engineers on Okeanos Explorer do just that. Some of the heat goes into the seawater used to cool the jacket water and some of the heat is used in the desalination system.

Remember we left off with desalination in the previous blog.  They use the heat coming off the engines to heat the saltwater, evaporate it, and retrieve the freshwater. However, if you remember these engines must run below 200°F and in order to boil water you must be at a temperature of 212°F. I know many of you are probably thinking salt in water actually lowers the boiling point, but really the opposite is true. Salt actually increases the temperature needed to boil water. However, it is minimal so it won’t affect your pasta too much. Feel free to add that pinch of salt like a true chef.

In order to boil water with 200°F of temperature or less we need to change the pressure of the system. This is done through a vacuum that decreases the pressure in the system allowing water to boil at a lower temperature. It is similar to when you go hiking in the mountains (less pressure than when you are at sea level) and go to boil water. It boils quicker because less heat is needed since the pressure is lower. So by changing the pressure in the system to one that would be seen at a higher altitude, engineers are able to use the heat from the engines to boil the salt water on the ship, allowing us to have access to freshwater for drinking, bathing, and cooking purposes. Pretty ingenious right?

Maintaining Balance

Now hopefully you were paying attention in the first paragraph when I talked about how much fuel is on board and how much is used each day. As fuel is used, the weight on the ship will change affecting stability. A ship with weight is more stable in the water than a ship will little to no weight. Therefore as fuel weight is lost it must be replaced. One gallon of diesel weighs approximately 7 pounds. So if we are using 2200 gallons a day we are losing 15,400 pounds of weight. How do the engineers accomplish the task of adding more weight? What is all around us weighing 8.6 pounds per gallon??? Seawater! Yes! So ballast tanks are filled with seawater to add weight to the ship that is removed when fuel is used.

Ballast water filtration and UV purification system
Ballast water filtration and UV purification system. The parts to the right are the filtration system and the parts to the left are the UV system.

Ballast water is taken in through a filtration system before it even reaches its holding tanks (separate than the fuel tanks). The water first passes through a filter to remove large particles (such as larger pieces of plant material or debris) and then passes through a UV system that will kill any organisms. When the ballast water is released from their holding tanks in order to allow more fuel to come on board, the water must pass through the UV system once more to make sure nothing alive (plants, animals, bacteria, etc.) is getting into the water.

This purification of ballast water occurs to prevent invasive species from entering new areas. An invasive species is a plant or animal that is from somewhere else and is introduced through human actions. When these species establish in a new area and begin to outcompete native species, affect human health, and become costly to remove, they are classified as invasive.

Where I live on Lake Erie several species such as zebra and quagga mussels, round goby, and spiny water flea have all been introduced from ballast water from ships coming from the inland lakes of Eurasia. These ships would need to dump their water when they entered the shallower river ports of the Great Lakes, spurring a silent invasion. All four species are negatively affecting native populations of important species and are costly to manage. Then same is happening along the East Coast with species such as European green crab.

I would like each of you reading this blog to learn more about a species introduced to U.S. waters, whether they be fresh or salt, through ballast water. Feel free to let me know which organism you chose to learn more about in the comments section of the blog.

Personal Log

Today was a really special day at sea. It was my 30th birthday. I could not have imagined a more amazing place to turn 30. I spent the day learning all about the engine systems on board, out on the bow enjoying the breeze and sunshine while looking for ocean critters, and was treated to the sweetest cake ever. It was so kind of the chefs on board to make me a cake for my birthday. It was a red velvet cake (my favorite) with chocolate frosting and decorated with chocolate pieces and white icing. We had it with some chocolate raspberry swirl ice cream. Truly a wonderful celebration with my new friends.

Jill with birthday cake!
My delicious birthday cake. Thank you everyone for a great birthday!

I spent the hour before sunset enjoying a nice yoga and meditation session before the most amazing sunset we have seen at sea yet. The clouds and sun put on the most spectacular display of color. Afterwards I learned more about the happenings of the mission control room (basically the mapping hub for the ship). I learned how we launch equipment to collect water column data and how we clean the data removing noise. I will be writing a blog on the mapping mission soon.

After our shift ended, my roommate and I ventured to the bridge to learn about piloting a vessel at night. We learned what equipment they rely on and how they manage their night vision. And then the most spectacular part of the whole night! The stars! Wow! It looks like someone through glitter (plastic free glitter preferably) into the sky. I have never seen so many stars in my life. We saw the Milky Way, Big Dipper, Little Dipper, North Star, Jupiter and so many other constellations. It was a wonderful end to a great birthday day.

Did You Know?

Even numbered locations (such as muster stations or staterooms) on ships are located on the port (left) side of the ship and odd numbered locations are located on the (starboard) right side of the ship.

Sea Measurements

Different ways to measure are used at sea. You can see some measurement conversions below.

1 nautical mile = 1.151 statute mile

1 knot = 1 nautical mile per hour = 1.151 statute mile per hour

1° Celsius = 33.8 °F

Animals Seen Today

Flying fish

Northern gannet

Jill Bartolotta: The Ins and Outs of Going, May 31, 2019

NOAA Teacher at Sea

Jill Bartolotta

Aboard NOAA Ship Okeanos Explorer

May 30 – June 13, 2019

Mission:  Mapping/Exploring the U.S. Southeastern Continental Margin and Blake Plateau

Geographic Area of Cruise: U.S. Southeastern Continental Margin, Blake Plateau

Date: May 31, 2019

Weather Data:

Latitude: 28°29.0’ N

Longitude: 079°34.1’ W

Wave Height: 1-2 feet

Wind Speed: 15 knots

Wind Direction: 155

Visibility: 10 nautical miles

Air Temperature: 27.6 °C

Barometric Pressure: 1013.7

Sky: Few

Science and Technology Log

Today and tomorrow I am learning all about the who and how of making the ship go. Ric Gabona, the Acting Chief Marine Engineer, has been teaching me all about the mechanics of powering the ship, managing waste, and providing clean drinking water. Today I will focus on two aspects of making it possible to live on a ship for weeks on end. First, I will teach you about waste management. Second, I will explain how freshwater is made to support cooking, drinking, cleaning, and bathing needs. In conjunction, all of these systems contribute to our comfort on board but also our safety.

Wastewater Management

Waste on board has many forms and it all must be handled in some way or it can lead to some pretty stinky situations. The main forms of waste I will focus on include human waste and the waste that goes down the drains. The waste is broken down into two categories. Black water and gray water. Gray water is any water that goes down the drain as a result of us washing dishes, our hands, or ourselves. Gray water is allowed to be discharged once we are 3 miles from shore. The water does not need to be treated and can be let off the ship through the discharge valve. Black water is water that is contaminated with our sewage. It can be discharged when we are 12 miles from shore. Black water goes into a machine through a macerator pump and it gets hit with electricity breaking the solid materials into smaller particles that can be discharged into the ocean.

Discharge of gray or black water has its limitations. These discharge locations follow strict rules set in the Code of Federal Regulations (CFR) and by the International Convention for the Prevention of Pollution from Ships (MARPOL). The CFR are set by the federal government and the regulations tell you where (how far from shore) you are allowed to discharge both gray and black water. However, sometimes Okeanos Explorer is in areas where black water cannot be discharged so the black water must be turned into gray water. At this point, once the black water has been mashed it will pass through a chlorine filter that will treat any contamination and then the waste can be discharged. However, there are places where nothing can be discharged such as Papahānaumokuākea Marine National Monument in Hawai’i. When in these no discharge areas the ship will store the gray and black water and then discharge when regulated to do so.

It is important to follow these regulations because as Ric says, “We are ocean stewards.” It is important that ships such as Okeanos Explorer be able to explore the ocean while making the smallest environmental impact as possible. The engineers and other ship and science mission personnel are dedicated to reducing our impact as much as possible when out at sea.

Making Water

Water makes up 60% of the human body and is vital for life. However, 71% of the water on earth is saltwater, not able to be taken up by humans, making it challenging to access freshwater unless you live near an inland freshwater system like where I come from up in Ohio along the Great Lakes. While out at sea, we have no access to freshwater and we cannot store freshwater from land on the ship so we must make it. On Okeanos Explorer freshwater is made using two types of systems, reverse osmosis and desalination. Reverse osmosis is used by seabirds to turn saltwater into freshwater. Saltwater passes through a semipermeable membrane allowing the smaller water particles to pass through while leaving the larger salt particles and other impurities behind. If you are seabird, you excrete this salt by spitting it out the salt glands at the top part of your bill or if you are a ship out through a separate pipe as brine, a yellow colored super salty liquid. The other method on the ship used to make water is desalination. Desalination is the process of boiling salt water, trapping the water that evaporates (freshwater), and then discharging the salty water left behind. The engineers could use a separate boiling system to heat the salt water however they have a much more inventive and practical way of heating the water. But before I can let you know of their ingenious solution we must learn how the engines run. Oops! Sorry, I need to go. Need to switch my laundry. So sorry. We will explore ship movement and the engines in the next blog. Stay tuned…

Reverse osmosis system
Reverse osmosis system on the ship.
flow meters for potable water and brine
Can you see the yellow colored brine and the clear colored potable water?
Filtered water station
Filtered water station on the ship. Look familiar? You may have one like this in your school.

 

Personal Log

I really enjoyed learning all about the mechanics of operating the ship. It takes lots of very skilled people to make the equipment work and I love the ingenuity of the machines and those who run them. Space is limited on a ship and I am just fascinated by how they deal with the challenges of managing waste and making freshwater 50 plus nautical miles from coast for up to 49 people. Today was a great learning day for me. I do not know much about engines, wastewater treatment, and water purification systems so I really learned a lot today. I now have one more puzzle piece of ship operations under my belt with many more to go.

Aside from my lesson in thermodynamics, combustion, chemistry, physics, and other sciences that I have not touched since college, I learned about the safety operations on the vessel. Today we practiced a fire drill and an abandon ship drill. We learned where we need to go on the ship should one of these events ever occur and which safety gear is needed. I donned my immersion suit and PFD (Personal Flotation Device) to make sure they fit and all the pieces/parts work. Being in the ocean would be a bad time to realize something isn’t right. Donning the safety suit was a funny situation for all movement is super restricted and you feel like a beached whale trying to perform Swan Lake on point shoes.

Jill in immersion suit
Me in my immersion suit, fondly known as the gumby suit.

However, with some help from my friends we were all able to get suited up in case an emergency should arise.

Tonight I look forward to another sunset at sea, some yoga on the deck, and seeing a spectacular star display.  

view of deck with sunset
My yoga spot

Did You Know?

Eating an apple a day while at sea can keep seasickness at bay.

Ship Words

Different terms are used to describe items, locations, or parts of the ship. As I learn new words I would like to share my new vocabulary with all of you. If there is a ship term you want to know more about let me know and I will find out!

Galley: Kitchen

Mess Deck: Space that crew eat aboard ship

Fantail: Rear deck of a ship

Pipe: Announcement on the ship via a PA system

Muster: Process of accounting for a group of people. Used in safety drills on a ship such as a fire or abandon ship drills.

Stateroom: Sleeping quarters on the ship

Abeam: On the beam, a relative bearing at right angles to the ship’s keel

Bearing: The horizontal direction of a line of sight between two objects

Animals Seen Today

1 flying fish

Whales (Too far away to tell what they were but we saw their spouts!)

Kristin Hennessy-McDonald: Engineer for a Day, September 18, 2018

NOAA Teacher at Sea

Kristin Hennessy-McDonald

Aboard NOAA Ship Oregon II

September 15 – 30, 2018

 

Mission: Shark/Red Snapper Longline Survey

Geographic Area of Cruise: Gulf of Mexico

Date: September 18, 2018

 

Weather Data from the Bridge

Latitude: 2901.62N

Longitude: 0932.87W

Sea Wave Height: 0m

Wind Speed: 6.63 knots

Wind Direction: 203֯

Visibility: 10 nautical miles

Air Temperature: 32.4

Sky: 0% cloud cover

 

Science and Technology Log

My first day onboard was spent following around 2nd Engineer Will Osborn.  Will is an officer in the Merchant Marines, and a NOAA Augmentation Pool Engineer assigned to the Oregon II.  He invited me to follow him around and learn how the engineers prepare the ship for sea.  One of the duties of the engineers is to check the liquid levels of each of the tanks prior to sailing.  They do this by performing soundings, where they use a weighted measuring tape and a conversion chart to determine the number of gallons in each of the tanks.

 

The engineering team then prepared the ship to sail by disconnecting shore power and turning on the engines aboard ship.  I got to flip the switch that disconnects the ship from shore power.  I followed the engineering team as they disconnected the very large cable that the ship uses to draw power from shore.  I then got to follow 2nd Engineer Will as he turned on the engines aboard ship.

turning off the shore power

Kristin Hennessy-McDonald turning off the shore power in the engine room

Once we set sail, the science team met and discussed how longline surveys would work.  I am on the day shift, which is from noon to midnight.  We got the rest of the day, after onboard training and group meetings, to get used to our new sleep schedule.  Because I was on the day shift, I stayed up and got to watch an amazing sunset over the Gulf.

Our second day out, we set our first two longlines.  The first one was set before shift change, so the night shift crew bated the hooks and set the line.  My shift brought the line in, and mostly got back unbaited hooks.  We got a few small Atlantic Sharpnose (Rhizoprionodon terraenovae) sharks on the line, and used those to go over internal and external features that differentiated the various species we might find.

 

After the lines were in, it was time for safety drills.  These included the abandon ship drill, which required us to put on a submersion suit, which is affectionately referred to as a Gumby suit.  You can see why below.  It was as hard to get into as it looks, but it will keep you warm and afloat if you end up in the water after you abandon ship.

Gumby Suit

Kristin Hennessy-McDonald in the Gumby Suit

 

Personal Log

I have learned a few rules of the boat on my first days at sea.  First, always watch your head.  The stairwells sometimes have short spaces, and you have to make sure not to hit them on your way up.  Second, always keep a hand free for the boat.  It is imperative at sea that you always have a hand free, in case the boat rocks and you need to catch yourself.  Third, mealtimes are sacred.  There are 31 people aboard the boat, with seating for 12 in the galley.  In order for everyone to get a chance to sit down and eat, you can’t socialize in the galley.

Did You Know?

In order for the crew to have freshwater to drink, the Oregon II uses a reverse osmosis machine.  They create 1000-1200 gallons of drinkable water per day, running the ocean water through the reverse osmosis generator at a pressure of 950 psi.

Quote of the Day

And when there are enough outsiders together in one place, a mystic osmosis takes place and you’re inside.

~Stephen King

Question of the Day

How do sharks hear in the water?

Eric Koser: Getting Underway! June 25, 2018

NOAA Teacher at Sea

Eric Koser

Aboard NOAA Ship Rainier

June 22 – July 9, 2018


Mission: Lisianski Strait Survey

Geographic Region: Southeast Alaska

Date: June 25, 2018, 1500 HRS

Weather Data From the Bridge
Lat: 56°59.4’, Long:135°53.9’
Skies: Broken
Wind 19 kts at 340°
Visibility 10+ miles
Seas: 3-4’ with swells of 2-3’
Water temp: 9.4°C

Science and Technology Log

Rainier and her sister ship Fairweather celebrated their 50th anniversary together this past March. The bell on the bow of each ship is now plated in gold to celebrate the event.

This vessel has quite a physical plant below deck maintained by the competent team in the Engineering Department. For propulsion, there are two V-12 Diesel Locomotive Engines. After bathing the valves in fresh oil, each engine is started with compressed air at the press of a button. Once up and running, the Rainier’s engines often run for several days at a time. There is no “transmission” on this vessel. Instead, the two propellers utilize what is called ‘variable pitch’. When the pitch is set to zero, the props spin but push water neither back or forward – and thus don’t force the ship to move. When the prop pitched is increased in a forward direction – up to a pitch of 10, the ship is pushed forward. Of course, this is really the water pushing the ship forward as the propellers push the water backward. A pitch of “10” means that for each single rotation of the prop, the blades will move water ten feet back. When reverse is desired, the props can each pitch back to a maximum of ‘6’. Now the water is pushed forwards by the prop so the water can push the ship backward.

Prop Pitch Control

This is the variable prop pitch control system. Notice the silver digital actuator at the top which provides an electronic signal back to the bridge.

Push to Start

This is how the Engineering Department can start the engines.

As there are two engines and two propellers, the Rainier’s crew can run one prop forwards and the other backward to turn the vessel around nearly in place. This could be called a ‘split 6’ – where one prop is pitched forward 6 to match the other prop’s pitch backward of 6.

Rainier Engines

This is one side of one of Rainier’s two V-12 Diesel locomotive engines.

Another device the crew can use to manipulate the ship in the water is called a ‘bow thruster’.   This is an open tube from port (left) to starboard (right) near the bow of the ship underwater. There is a propeller mounted in this open tube which is powered by a separate engine. The engineering team can have the bow thruster system up and running in just a matter of minutes when called on by the bridge to prepare for its use! By pushing water to one side, the water pushes the bow the other way. This is a great tool to maneuver this large vessel in tight spaces.

In addition to the two engines plus the bow thruster, there are several other important systems maintained on The Rainier. There are a pair of 4000 Watt diesel electric generators to provide electricity. There is a water purification system – to isolate salt from seawater and make clean drinking water and a wastewater treatment plant to process waste. There are air compressors to supply the ship’s systems.

There are 45 individuals on board this ship – and they pull together into five teams to make operations happen on board. The NOAA Corps is responsible for the administration and navigation of the ship. The Deck crew handles all things on the surface of the ship including handling all lines, cranes, and davits (to manipulate the launches—small boats). The Engineering Crew is responsible for all the mechanical systems on board.  The Electronics Department handles all instrumentation and wiring on the ship. The Stewards run the ever important galley – keeping the entire group well fed. All of this supports the work of the survey team of Hydrographers, the team of scientists that are mapping the sea floor.

 

Personal Log

I’ve enjoyed both finding my way around the ship and getting to know the crew. These people work as a team!

I came in early enough to enjoy a few days exploring Sitka, Alaska. This is a small port town that is really the first city in Alaska. Russians originally settled here in 1799 and eventually sold the city to the US in 1867. Sitka is a beautiful place to explore – being primarily a port for commercial and private fishing operations.

Sitka Bridge

This bridge spans the main channel in Sitka.

Sitka Harbor

This is one of Sitka’s many harbors.

We’ve just left port this afternoon [Monday] as we transit to Lisianski Strait to being the hydrographic mission of this leg. We’ll arrive there late tonight/early Tuesday morning to collect data first from the Rainier itself. The experience on the ocean has been great thus far, and I look forward to much more!

departing Sitka

Here we are departing Sitka Monday afternoon – headed to the open Pacific to transit north.

Did You Know?

Sitka is the largest city, by area, in the United States in terms of land area! It occupies 2870 square miles yet has only a population of about 9,000 people—located mostly on the port location of Sitka.

The Rainier holds about 80,000 gallons of diesel fuel that is located in several tanks below deck. The weight of the fuel serves as ballast to help keep the ship stable while at sea! Fuel can be shifted between tanks to adjust the trim [front or back tilt] and list [port or starboard tilt] of the ship.  Typically Rainier refuels when the tanks reach about half full.

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.

————————————————————————————————————————————–

 

Cathrine Prenot: Lights in the Ocean. Thursday, July 21, 2016

NOAA Teacher at Sea
Cathrine Prenot
Aboard Bell M. Shimada
July 17-July 30, 2016

Mission: 2016 California Current Ecosystem: Investigations of hake survey methods, life history, and associated ecosystem

Geographical area of cruise: Pacific Coast from Newport, OR to Seattle, WA

Date: Thursday, July 21, 2016

Weather Data from the Bridge
Lat: 46º18.8 N
Lon: 124º25.6 W
Speed: 10.4 knots
Wind speed: 12.35 degree/knots
Barometer: 1018.59 mBars
Air Temp: 16.3 degrees Celsius

 

Science and Technology Log

The ship’s engineering staff are really friendly, and they were happy to oblige my questions and take me on a tour of the Engine Rooms. I got to go into the ‘belly of the beast’ on the Oscar Dyson, but on the tour of the Shimada, Sean Baptista, 1st assistant engineer, hooked us up with headsets with radios and microphones. It is super loud below decks, but the microphones made it so that we could ask questions and not just mime out what we were curious about.

I think the job of the engineers is pretty interesting for three main reasons.

On the way to see the bow thruster below decks

On the way to see the bow thruster below decks

One, they get to be all over the ship and see the real behind-the-scenes working of a huge vessel at sea. We went down ladders and hatches, through remotely operated sealed doors, and wound our way through engines and water purifiers and even water treatment (poo) devices. Engineers understand the ship from the bottom up.

One of four Caterpillar diesel engines powering the ship

One of four Caterpillar diesel engines powering the ship

Second, I am sure that when it is your Job it doesn’t seem that glamorous, but an engineer’s work keeps the ship moving. Scientists collect data, the Deck crew fish, the NOAA Corps officers drive the ship, but the engineers make sure we have water to drink, that our ‘business’ is treated and sanitary, that we have power to plug in our computers (the lab I am writing in right now has 6 monitors displaying weather from the bridge, charts, ship trackers, and science data) and science equipment.

I did not touch any buttons. Promise.

I did not touch any buttons. Promise.

Finally, if something breaks on the ship, engineers fix it. Right there, with whatever they have on hand. Before we were able to take the tour, 1st Assistant Engineer Baptista gave us a stern warning to not touch anything—buttons, levers, pipes—anything. There is a kind of resourcefulness to be an engineer on a ship—you have to be able to make do with what you have when you are in the middle of the ocean.

The engineers all came to this position from different pathways—from having a welding background, to being in the navy or army, attending the U.S. Merchant Marine Academy, or even having an art degree.  The biggest challenge is being away from your family for long periods of time, but I can attest that they are a pretty tight group onboard.

 

In terms of the science that I’ve been learning, I’ve had some time to do some research of some of the bycatch organisms from our Hake trawls. “Bycatch” are nontargeted species that are caught in the net.  Our bycatch has been very small—we are mostly getting just hake, but I’ve seen about 30-40 these cute little fish with blue glowing dots all over their sides. Call me crazy, but anything that comes out of the ocean with what look like glowing sparkling sapphires is worthy of a cartoon.

So… …What is small, glows, and comprises about 65% of all deep-sea biomass? Click on the cartoon to read Adventures in a Blue World 3.

Adventures in a Blue World, CNP. Lights in the Ocean

Adventures in a Blue World, CNP. Lights in the Ocean

 

Personal Log

The weather is absolutely beautiful and the seas are calm. We are cruising along at between 10-12 knots along set transects looking for hake, but we haven’t seen—I should say “heard” them in large enough groups or the right age class to sample.  So, in the meanwhile, I’ve taken a tour of the inner workings of the ship from the engineers, made an appointment with the Chief Steward to come in and cook with him for a day, spent some time on the bridge checking out charts and the important and exciting looking equipment, played a few very poor rounds of cornhole, and have been cartooning and reading.

I was out on the back deck having a coffee and an ice cream (I lead a decadent and wild life as a Teacher at Sea) and I noticed that the shoreline looked very familiar. Sure enough—it was Cannon Beach, OR, with Haystack Rock (you’ll remember it from the movie The Goonies)! Some of my family lived there for years; it was fun to see it from ten miles off shore.

Chart showing our current geographic area. Center of coast is Cannon Bean, Oregon.

Chart showing our current geographic area. Center of coast is Cannon Beach, Oregon.

View of Tillamook Head and Cannon Beach. It looked closer in person.

View of Tillamook Head and Cannon Beach. It looked closer in person.

 

Did You Know?

One of the scientists I have been working with knows a lot about fish. He knows every organism that comes off the nets in a trawl down to their Genus species. No wonder he knows all the fish—all of the reference books that I have been using in the wet lab were written by him. Head smack.

Dan Kamikawa, our fish whisperer

One of the books written by Dan Kamikawa, our fish whisperer

 

Resources

My sister (thank you!) does my multi media research for me from shore, as I am not allowed to pig out on bandwidth and watch lots of videos about bioluminescence in the ocean.  This video is pretty wonderful.  Check it out.

If you want to geek out more about Lanternfish, read this from a great site called the Tree of Life web project.

Interested in becoming a Wage Mariner in many different fields–including engineering?  Click here.

Vincent Colombo, What makes the Oscar Dyson tick?, June 29, 2015

NOAA Teacher at Sea
Vincent Colombo
Aboard NOAA Ship Oscar Dyson
June 11 – 30, 2015

Mission: Annual Walleye Pollock Survey
Geographical area of the cruise: The Gulf of Alaska
Date: June 29, 2015

Weather Data from the Bridge:

  • Wind Speed: 10.7 knots
  • Sea Temperature: 9.6 degrees Celsius
  • Air Temperature: 10.5 degrees Celsius
  • Air Pressure: 1008.8 mb

Sunrise in Alaska

Sunrise in Alaska

When the fog lifts, hidden beauties and dangers are revealed

Another picture of Shishaldin Volcano – taken by scientist on board the Oscar Dyson, Robert Levine

A view of the Gulf of Alaska

A view of the Gulf of Alaska

In front of Kuiukta Bay

In front of Kuiukta Bay

Mitrofania Bay

Mitrofania Bay

Sandy Point, Alaska

Sandy Point, Alaska


The NOAA Vessel Oscar Dyson is named after the late Oscar E. Dyson. His placard reads the following:

Oscar Dyson

A Friend of Fisheries

Oscar promoted research and effective management

to sustain Alaska’s fisheries for future generations.

Oscar Dyson Plaque

Oscar Dyson Plaque

The small vessel on the Oscar Dyson is named after his wife

The small vessel on the Oscar Dyson is named after his wife


Science and Technology Log:

If you read the link under my page: http://teacheratsea.noaa.gov/#/2015/Vincent*Colombo/ship , it will tell you all about the ship, Oscar Dyson. This ship is nothing less than a modern marvel of technology. Luckily my fellow teacher at sea, Nikki Durkan and I got to experience the science of this ship first hand. Our Chief engineer, Mr. Alan Bennett took us for a tour of the inner workings of this ship.

Chief Engineer Alan Bennett

Chief Engineer Alan Bennett

Our tour started with a look at the Ship’s control panel. From this set of computers and controls, everything, and I mean everything on the ship can be controlled.

The Control Panel below deck

The Control Panel below deck

"We can control the entire ship from right here."

“We can control the entire ship from right here.”

From there, we went into the main engine room. One may recognize the Rime of the Ancient Mariner by Samuel Taylor Coleridge, which in part of the poem says:

“Water, water, everywhere,

And all the boards did shrink;

Water, water, everywhere,

Nor any drop to drink.”

Not the case on the Oscar Dyson, because the heat from the engines is used to distill up to 1,000 gallons of freshwater each day!

Where the Oscar Dyson makes fresh water

Where the Oscar Dyson makes fresh water

The ship also uses an Ultra Violet filter to kill all the undesirables in the water just in case.

Ultraviolet Filter

Ultraviolet Filter

Warning for the filter

Warning for the filter

From there, we got to travel through water tight doors into the rear of the ship. These doors are intimidating, and as our Chief Engineer said, in case there is a loss of power, the door can be bypassed so no one is trapped under the ship.

Alan in front of the door showing us the manual bypass

Alan in front of the door showing us the manual bypass

Water tight door. You DO NOT want to be in the way when this closes.

Water tight door. You DO NOT want to be in the way when this closes.

Here you can see one of the massive winches used for the trawl net the ship uses to catch fish. One winch is over 6 foot in diameter and has a thousand meters of steel cable. I wonder if it will fit on the front of a Jeep…

Those winches are no joke. The ship also has a bunch of hydraulic pumps ready and able to bring those trawl nets in fast if need be. Each of these hydraulic pumps has 1,000 gallons of fluid ready to retrieve a net in a hurry if the need exists.

The hydraulic pumps

The hydraulic pumps

One really cool thing I learned was that in case the ship had a major issue and could not be steered from the bridge, there is a way to use the ship’s heading underneath for someone to manually operate the rudder.

Yes you can drive the ship blind

Yes you can drive the ship blind

The manual rudder control

The manual rudder control

From there we got a tour of the remainder of the ship.

One of the ship's massive generators

One of the ship’s massive generators

A water pump for a fire station

A water pump for a fire station

A transformer to convert all that electrical energy

A transformer to convert all that electrical energy

The Oscar Dyson creates ALOT of energy. Here is a read out for one of the many generators on board. Take a look at the Amps produced.

818.6 Amps!

818.6 Amps!

A ship this big also has multiple fuel tanks. Here the engineers can choose which tank they want to draw from. Interesting also is the engineers have ballast tanks to fill with water to compensate for the fuel the ship uses. Alan also showed us the log book for this, as ships taking on ballast water can be an environmental issue. The crew of the Oscar Dyson follows this protocol as set forth by the United States Coast Guard. You can learn more about that protocol by clicking here

Fuel tank selection

Fuel tank selection

Our last stop was seeing the bow thruster. It was a tight space, but the bow thruster can actually power the ship if the main engine loses power.

In the bow thruster room

In the bow thruster room

Here are some other pictures from the tour:

Nikki, Alan, and I in the engine room

Nikki, Alan, and I in the engine room

A serious pipe wrench

A serious pipe wrench

This surface is squishy and covers the entire engine room. It makes the boat super quiet!

This surface is squishy and covers the entire engine room. It makes the boat super quiet!


 

After our tour, it was back to business as usual, the Walleye Pollock Survey. Our Chief Scientist spends countless hours analyzing the acoustics data then sampling the fish.

Our Chief Scientist, Dr. Patrick Ressler analyzing the acoustic data from the survey

Our Chief Scientist, Dr. Patrick Ressler analyzing the acoustic data from the survey

The Walleye Pollock which we are studying is a very integral part of the Alaskan ecosystem, as well as a highly monetary yielding fishery. One thing I noticed almost immediately is the color change between juveniles and adults. It is theorized that as the fish get older, they move lower in the water column towards the bottom, thus needing camouflage. Take a look at this picture that shows a mature Walleye Pollock and it’s juvenile counterparts.

The adult Walleye Pollock gets "brassy" spots on it's body.

The adult Walleye Pollock gets “brassy” spots on it’s body.

You can learn more about the life cycle of Pollock by clicking here.

Here is another site with some useful information on Pollock, click here.


Personal Log: 

Working on the deck of the Oscar Dyson is no laughing matter. What is required to step on deck? A hard hat, float coat, and life jacket. Watching the deck crew, controlled by the lead fisherman, is like watching an episode of Deadliest Catch… just without the crabs. Giant swells that make the boat go up and down while maintaining a solid footing on a soaking wet deck is no joke. My hat is off to our hard working deck crew and fisherman.

 

The deck crew and fisherman deploying an Aleutian Wing Trawl

The deck crew and fisherman deploying an Aleutian Wing Trawl

Fisherman Brad Kutyna retrieving an Aleutian Wing Trawl

Fisherman Brad Kutyna retrieving an Aleutian Wing Trawl

The best part about fishing, is it is just that, fishing. NOAA sets the standard when reducing by-catch (fish you do not want to catch), but sometimes a fish’s appetite gets the best of him/her.

This Pacific Cod ended up in our Aleutian Wing Trawl, it wanted Pollock for lunch

This Pacific Cod ended up in our Aleutian Wing Trawl, it wanted Pollock for lunch

These Pacific Cod were 8 pounds each.

These Pacific Cod were 10 pounds each.

Fishing has always been apart of my life. My Grandfather always said, “If the birds are working, you will find the fish.” A good piece of advice… Look for circling gulls and chances are a group of bigger fish has some bait fish balled up under the surface.

Here the birds are working off the stern of the boat

Here the birds are working off the stern of the boat


Meet the Scientist: 

On board the Oscar Dyson this part of the Walleye Pollock survey is scientist Tom Weber. Tom lives in Durham, New Hampshire and is here to test new custom acoustic equipment. Tom is married to his wife Brinda and has two sons, Kavi and Sachin.

Tom has a Bachelor’s and Master’s degree in Ocean Engineering from the University of Rhode Island. He attained his PhD in Acoustics from Penn State in State College, PA.  Currently Tom is an Assistant Professor of Mechanical Engineering at the University of New Hampshire. He also is a faculty member of the Center for Coastal and Ocean Mapping (CCOM for short). Both places of employment are located in his hometown of Durham, New Hampshire.

Tom explaining the brand new acoustic technology

Tom explaining the brand new acoustic technology

Tom has been affiliated with NOAA and their projects since 2006 and is here to test a custom Acoustic Transducer (a piece of technology that sends out a signal to the ocean floor) and sonar transceiver. As he explained to me, this technology sends out a multi-band frequency and the echo which returns could potentially identify a species of fish hundreds of meters below the boat. He is also here to study Methane gas seeps found along the convergent boundary in the Aleutian Islands.  Methane gas seeps are of particular curiosity on this trip because of their unique properties.

Tom busy at work in the Acoustic Lab on board the Oscar Dyson

Tom busy at work in the Acoustic Lab on board the Oscar Dyson

On a side note, Tom saw the first grizzly bear of our trip just hanging out on one of the many coastlines we have passed. He said being on the Oscar Dyson is “Not like being in Beaver Stadium, but the ship moves as much as your seats do during a game.”  When I asked Tom for any words of advice, he said: “Never name your boat after a bottom fish.” Apparently that is bad luck.

A methane gas seep on the ocean floor makes quite a disturbance. Here Chris Bassett is observing what it looks like.

A methane gas seep on the ocean floor makes quite a disturbance. Here Chris Bassett is observing what it looks like.

Tom loves working side by side with the scientists on this study and is ecstatic to see this new technology being used on this survey.


Meet the NOAA Corps Officer: 

Meet Lieutenant Carl Rhodes, the Oscar Dyson’s Operations Officer, and acting Executive Officer for this part of the Walleye Pollock Survey. LT Rhodes is from Bayfield, Colorado and joined the NOAA Corps to use his degree in science. LT Rhodes has a Bachelors degree in Marine Science with an Associates Degree in Small Vessel Operations from Maine Maritime Academy in Castine, Maine. LT Rhodes also has a Masters of Science in Facilities Management from Massachusetts Maritime Academy.

His job as Operations Officer on board the Oscar Dyson includes:

  • Ensuring all scientific operations are conducted safely and efficiently.
  • Act as a liaison between all members of the ship’s crew and scientific parties.
  • Record and observe all scientific missions during the day.

His extra duties as acting executive officer include:

  • Managing the ship’s personnel and human resources
  • Taking care of payroll and travel requests
  • Supervising junior officers and crew members

Lieutenant Carl Rhodes on the bridge of the Oscar Dyson

Lieutenant Carl Rhodes on the bridge of the Oscar Dyson

Hands down, the best job of all not mentioned above is driving the boat! All officers stand watch (aka drive the boat) for two, four hour shifts a day. Not to mention all the other work they are required to do. Being a NOAA Corps officer is no easy job. LT Rhodes has the goal to one day be the Captain of a NOAA research vessel.

In his free time, LT Rhodes enjoys scuba diving, climbing mountains, hiking, camping, biking, photography, and flying drones. LT Rhodes shared with me how he has overcome many obstacles in his life. His words of advice to any student are: “Anyone can get anywhere if they try hard and really fight for it.”

LT Rhodes and all the rest of the crew of the Oscar Dyson have not had a day off yet on this research cruise, and work 12 hour shifts around the clock. Seeing this first hand has given me much respect for the type of work NOAA does!


 

Did You Know? 

Seafood is a billion dollar industry in Alaska, with more than half of U.S. commercially captured fish caught in the state nicknamed “The Last Frontier.” According to Alaska’s Department of Labor and Workforce, around 32,200 people fished commercially in Alaska in 2011, averaging 8,064 people per month. Salmon harvesting represents half of all fishing jobs in Alaska, with ground fish and halibut following in second and third place, respectively, according to the state’s labor bureau. Read more here.


 Thanks for reading my blogs! I am hooked on Alaska and would love to come back! I will see you all soon in Delaware!