engine room – Page 7 – NOAA Teacher at Sea Blog

September 18, 2008April 2, 2021

Marilyn Frydrych, September 18, 2008

NOAA Teacher at Sea
Marilyn Frydrych
Onboard NOAA Ship Delaware II
September 15-25, 2008

Mission: Atlantic Herring Hydroacoustic Survey
Geographical area of cruise: New England Coastal Waters
Date: September 18, 2008

Weather Data from the Bridge
41.27 degrees N, 70.19 degrees W
Partly Cloudy
Wind out of the W at 19 knots
Dry Bulb Temperature: 26.0 degrees Celsius
Wet Bulb Temperature: 20.9 degrees Celsius
Waves: 9 feet
Visibility: 10 miles
Sea Surface Temperature: 21.6 degrees Celsius

Science and Technology Log

We suspended operations. The seas were from 8 to 9 feet for the next day and a half. Conditions were unsafe for the fishermen to work. Everyone spent the day reading, playing board games, watching movies, or typing on the three computers provided for everyone’s use. Erin Earley, the engineer wiper, took the opportunity to show Jacquie and me the engine room. She took us through all the portals marked, “Do Not Enter”. They all had ladders under them leading to the bowels of the ship. The engine area was compartmentalized and was entered from different spots from above. Erin showed us the ubiquitous colored handles which turned the various valves on and off.

There were yellow handles for transmission oil pipes, green for seawater, orange for hydraulic fluid, red for emergency fire hose water, blue for drinking water, and brown for engine oil. We headed down under the galley where we passed next to the 12-cylinder Detroit Diesel engine which powered the screw. It was about ten times the size of a good-sized pickup engine. Erin explained the importance of placing all this heavy machinery so that the weight is evenly distributed within the ship. The engine being so heavy is usually near the center of the ship. This necessitates a huge long drive shaft connecting it to the screw. The drive shaft, spinning away at high speed, was out in the open just under and alongside the catwalk. One slip would be catastrophic. Most of what we saw was large 5’ by 5’ or larger rectangular tanks for fuel, distilled water, black water, gray water, and used oil. The black water from the toilets is stored in a tank with “bugs” or a bacteria in it which eat the refuse and in effect clean up the water. The gray water is from the sinks and showers and contains soap which kills the bugs. The gray water has to be saved in tanks separate from the black water. All this is dumped into the sea in designated areas. Only the used oil is saved to be offloaded back at the dock.

Erin Earley pointing out hydraulic fluid pipes.

We saw two workshop areas, a storeroom with all the parts that might be needed for any possible repair, an extra emergency generator, and the Engine Control Room (CERC), where Engineer Chris O’Keefe was standing watch. The CERC room contained all the gauges to monitor all the engine systems. By the end of the tour Jacquie and I were totally impressed with how clean and organized everything was and how much knowledge the engineers needed. The four of them had to be experts in heating and cooling, in welding, in diesel engine repair, in electrical repairs, and hydraulics. Each of them had either mastered these fields or was in an apprenticeship with that as their goal. Usually people master one of these fields in a lifetime. We were also impressed with how many safety features were built in everywhere. It seemed everywhere we went there were three foot CO2 bottles which would automatically spray everywhere if a fire were to occur.

Personal Log

Sleeping was difficult for me that evening. I did succumb to seasickness Friday morning, but was fine after downing a sea sickness pill. We frittered away the rest of the day. Robert Gamble, second scientist under Mike Jech, got out his game called Hive and taught three or four of us how to play. Otherwise I read, did Sudoku, rode the exercise bike, and ate.

The food was tremendously good. All of it was prepared from scratch. The two cooks were at least four star cooks. They not only cooked, they also cleaned up their own mess, did the dishes, and cleaned up the dining area. They appeared the hardest workers on board. For both lunch and dinner they prepared two entrees, three veggies, homemade soup, and two salads. They baked two luscious desserts as well. So far we have sampled lamb chops, salmon, lobster bisque, crab ravioli, pork chops with a luscious applesauce, and grilled swordfish.

July 29, 2008March 18, 2021

Jillian Worssam, July 29, 2008

NOAA Teacher at Sea
Jillian Worssam
Onboard U.S. Coast Guard Vessel Healy
July 1 – 30, 2008

Mission: Bering Sea Ecosystem Survey
Geographic Region: Bering Sea, Alaska
Date: July 29, 2008

was told yesterday that if you want too much, or have expectations too high you will be disappointed. Well I disagree. I believe in going full tilt into everything I do, and well, I want to do pretty much everything.

We have two more full days at sea and still I am learning. Yesterday was busy for me, a 22 hour busy day. The funny thing is, I slept in until 8:30 am, but didn’t go to bed until 6:30 this morning.

MK2 Jeffrey Coombe covered in grease after he emerges from the depths of the engine.

It all started with the Webinar and ended with three successive MOCNESS as Alexei tried unsuccessfully to catch pregnant Krill. But I digress. Yes the science is winding down, but there is still so much to do. After the webinar I went to the engine room to watch the successful removal of a piston cylinder liner in one of the four main engines. Salt water is used to cool fresh water to cool, I think, jacket water that cools the engine. This is not a typical repair while at sea, but the engineering team in charge knew exactly what they were doing and proceeded with care and skill.

That is actually MKC John Brogan in the Engine.

After the engine room, and dinner I joined FN Angela Ford as she did her TOW rounds. The TOW (technician of the Watch) is responsible for walking the ship from stern to bow, covering all engineering spaces. The TOWs are looking for water leaks, electrical concerns, fire, pretty much everything and anything out of place or potentially hazardous. Even though I had already taken a tour of the vessel this trip was predominantly focused on safety and I was able to see new spaces I had not previously ventured into.

There is a right and wrong way to open, enter and leave all hatches aboard an ocean going vessel.

We even managed to find a crew member I had not previously met, Oscar. This poor headless fellow is used in man overboard drills as well as other casualty drills during the voyage. Oscar is also no light weight, weighing in at over 50 lbs he is a great way to practice and for crew members to realize what it would be like to actually work on an injured individual.

Oscar is also the designation of the flag flown when there is a man overboard.

But the day is not over yet, we still had THREE MOCNESS drills to complete. Alexei wants to find pregnant krill so that he can develop a baseline for aging. Unfortunately after over four and a half hours of work all we had to show for our labors were some shrimp and krill that were not pregnant, bummer.

This could be a scientist, or a crew member, all we know is that the past 29 days have worked them to exhaustion!

Quote of the Day: The “Control of nature” is a phrase conceived in arrogance, born of the Neanderthal age of biology and philosophy, when it was supposed that nature exists for the convenience of man. Rachel Carson

FOR MY STUDENTS: Please find three authors who predominantly write about knowledge and preservation of the earth’s ecosystems and the species within.

June 28, 2008April 2, 2021

Terry Welch, June 28, 2008

NOAA Teacher at Sea
Terry Welch
Onboard NOAA Ship Rainier
June 23-July 3, 2008

Mission: Hydrographic Survey
Geographical Area: Pavlov Islands, Gulf of Alaska
Date: June 28, 2008

Weather Data from the Bridge
Wind: West/Southwest/10
Precipitation: rainy, drizzle, clearing
Temperature: High 48
Seas 1-3’

Science and Technology Log

Yesterday, I was able to go out on a launch and continue with the hydrographic survey around Belkofski Point with Ensign (ENS) Tim Smith as the Hydrographer in charge (HIC), Jodie, our Coxswain, and Fernando, a Hydrographer in training. They use a lot of acronyms here on the ship that I’m learning. We worked a long day until about 5:30 p.m. since the weather was nice and seas calm. The weather can change quickly in this area, so the survey team tries to work as much as possible when it’s nice out.

Ship Log

Captain Don Haines and the crew are very safely conscious and we have already practiced several drills and we have a morning safely meeting before going out on the launches. On the first day out, I was issued a hard hat, survival suit (sometimes called a Mustang suite), life vest or PFD (personal floatation device) and float jacket. When boarding the launches in the morning, we don the float jacket and hard hat. Once the launches are in the water and we have moved safely away from the Rainier ship, we can switch to our life vests (PFD), which are more comfortable to wear on the small boats.

Drills: We practiced three drills while in route (or transit) to the Pavlof Islands; man-overboard, abandon ship, and fire. There is a different ship bell ring pattern for each event. When theses drills or event occur, all hands (crew) meet (muster) at a pre-assigned location. The person in charge at our muster locations marks off if we are there. This system of accountability ensures that all personal is accounted for and safe.

The fire drill was interesting to me since I’m a volunteer fire fighter/EMT on Whidbey Island where I live. They use much of the same equipment as we do to fight fire including bunker gear (fire pants/coat/helmet), SCBA’s (self-contained breathing apparatus) and masks. One of the crew demonstrated how to put on the SCBA and mask. Another safety air supply device is called an OCENCO EEBD. These 10 minute air supply systems are located all over the ship and would give someone enough clean air to exit the ship if an accident occurred.

Engine Room Tour

Josh gave me a tour of the engine room and explained the basics of how the ships power is produced and maintained. From a control room, the ship’s engine controls can be monitored by computer. Every hour, the crew inspects the engine and support components and ensures that everything is running smoothly. The area was loud, so we wore protective earplugs and it was also very clean considering all the oil that is used in the system.

Garret in control room, control room gauges, and the main engine

Desalination System: Another interesting aspect of the ship is how the process water. All fresh or potable water is made from salt water in an apparatus called an “Evaporator”. Salt water is pumped into the evaporator and heated up to about 175 degrees. Because it’s under pressure, the water boils at this lower temperature instead of the usual 212 degrees. The heat comes from generators that help create the electricity on the ship. So, the whole system is very efficient. Large 8000 gallon storage tanks hold the fresh water afterwards. The evaporator produces about 500-550 gallons of fresh water per hour, so there is always plenty to use and it tastes good.

Personal Log

It was very informative for me to get a tour of the engine room today and learn how the ship’s power is produced. Josh has the job of an “Oilier” and is only 23 years old. He had an interest in welding and mechanics and has a high school degree. Garret is the “First Engineer” and also has a high school degree. Both men enjoy working for NOAA and explained that many men and women learn skills on the job. They stressed that you don’t need a college degree to work for NOAA, but it helps to have an aptitude for the job they are interested in such as working the engines.

Yesterday, several of us were able to scout out an abandoned settlement near to where the Rainier is anchored after dinner. It is called “Native Village of Belkosfski”. Originally built for the fur trade in the 1860’s, it later became home to native Americans There were several old wooden structures and one larger cement and brick building that was the school. Judging from the date on one of the food items in a kitchen, this area was inhabited in the early 1980’s last. It’s amazing to see that many structures were still standing given the harsh climate around here. More information can be found here. The teacher who taught there in the 60’s/70’s talks about his life there.

Dust and ash spew from the volcano . — Dust and ash spew from the volcano

Habitat Log

According to the Global Volcanism Program, Pavlof volcano erupted in August 2007. NOAA’s satellite imagery recorded ash plumes and lava spewing from Pavlof and lahars or mudflows occurred. The attached pictures are from Global Volcanism’s website, listed on the next page.

Questions of the Day: How do volcanoes shape the southeast strip of Alaska? How active are they and why are they active?

Animals Seen Today:

One young Grizzly bear
Humpback whales

Another map indicating the location of Pavlof

July 19, 2007April 1, 2021

Mary Ann Penning, July 19, 2007

NOAA Teacher at Sea
Mary Ann Penning
Onboard NOAA Ship Albatross IV
July 9 – 20, 2007

Mission: Sea Scallop Survey
Geographical Area: North Atlantic Ocean
Date: July 19, 2007

Weather Data from the Bridge
Visibility: 7 nautical miles (nm)
Wind direction: 166 degrees
Wind speed: 7 knots (kts)
Sea wave height: 1 foot
Swell wave height: 2 feet
Seawater temperature: 23.1 degrees C
Sea level pressure: 1010.0 millibars (mb)
Air Temperature: 24.0 degrees C
Cloud cover: partly cloudy; hazy

Science and Technology Log

This is our last full day on the ALBATROSS IV; it’s hard to believe that we’ve reached this point. We were not far from New York City this afternoon, when we did our final two tows. In our last tow, found among the scallops that we caught, was a ten pound goose fish, the biggest caught on our watch. (I understand that their tails are good to eat.) Getting our picture taken with the goose fish for the “picture of the day”, signaled the end of the towing operations for this trip. We then took time to clean our areas and equipment. We did the fantail, while the night shift did the interior wet room and the Chief Scientist’s office. We scrubbed all the baskets and buckets, the measuring equipment and our foul weather gear. It was time consuming, but with a team approach, it didn’t take long. The Chief Scientist and the skilled fishermen were repairing the netting in the dredge. I would never have guessed the amount of effort it takes to run a scientific survey such as this one, until I participated in one.

The only part of the ship I hadn’t been to was the engine room. So this afternoon, when life was much slower, I asked if I could see it. It was certainly noisy in the lower bowels of the ship, even with protective “earmuffs.” I learned that the ship took on 10,000 gallons of diesel fuel before we left Woods Hole. The ship can carry 30,000 gallons total. There are two big diesel Caterpillar engines that operate the ship. The ship generates its own electricity, too. Two diesel generators drive the generators that manufacture electricity. One diesel generator drives the hydraulic pumps for the winch operations. I had been curious about the fresh water on board the ship, when I first learned that the hoses we used to clean our equipment, used sea water. The ship can carry 22,000 gallons of water. At the end of our two week trip, we had less than half of that left. The engineers said that the ship uses about 1000 gallons a day. If the ship goes out for three weeks, two desalinators, located below the ship, are used to turn sea water into fresh water. (They are not used exclusively for providing fresh water because of the slowing down and stopping process involved in towing the dredge. There is not enough heat from the engine for the system to be the primary source of fresh water. There are a series of filters that are used in the process.) Big vessels, it seems, can be self sustaining, floating cities.

Personal Log

I’m so glad that I had the opportunity to participate in this experience. Before I could even be considered a candidate for the NOAA Teacher at Sea Program, I had to be cleared medically. One lieutenant called me with a few questions and he cautioned me by saying, “You know this program is very competitive. A lot of teachers want to participate.” I replied by saying that you never know until you try. And try I did! Both in the application process and now while on board the ALBATROSS IV. We actually measured and recorded electronically 53,077 scallops from the 210 various stations in the Mid-Atlantic that we surveyed. Expanding those numbers mathematically, the projected amount of scallops caught for these areas is – drumroll, please – 148,063 scallops. From my perspective, these amounts are astounding, just astounding! What more can I say. When these statistics are analyzed, the actual number of scallops in the resource will be determined. Then openings and closings of various scallop fishing areas will be decided; it is a complex process.

It was the people, ultimately, who helped make the trip enjoyable. I enjoyed talking to the young NOAA officers about the NOAA Corps and their program at the US Merchant Marine Academy at Kings Point, Long Island. Many of them have science backgrounds – meteorology, ecology, oceanography, and geography. One is going on to NOAA flight school soon. He might be responsible for monitoring whale migration for ships one day. Their commanding officer, Kurt Zegowitz, a very kind, patient, and personable man, welcomed me aboard and offered his help. His patience was certainly appreciated because he was instrumental in helping me get my logs published.

The other NOAA paid staff, with their varied interest and background in science, were wonderful to me. Jonathon, Laura, and Heath, responsible for the day watch, were very patient and helped me identify the various fish so that I could help sort and weigh them. When one fish couldn’t be identified immediately, Laura looked at the gills to help her make the decision. Identification guides were available to help determine the identity of any specimens of which they were unsure. It was fun to hear their stories of the numerous and varied NOAA survey trips with which they’ve been involved. Dvora Hart and Victor Nordahl, whom I’ve mentioned throughout my logs, were dynamite individuals.

From the support staff – the computer techs, the cooks, the engineers, and the skilled fishermen – I heard interesting stories. Many of them have worked, fished, and sailed all over the world. Their team approach and camaraderie was evident and neat to see.

On board with us, too, have been five awesome college volunteers who are interested in science careers. There were three women and two men from various universities in the Northeast. One young woman was from the Coast Guard Academy; she’ll be a senior next year. She’s coming back for the second leg of the trip when the vessel and scallop survey head north to Georges Bank. Another young woman, working on her Master’s Degree, has a dual major in Marine Biology and Marine Policy. They were impressive, young and energetic; it felt good to be able to keep up with them.

Tomorrow morning at 7:00 AM our young officers will back the ship into the dock at Woods Hole after our whirlwind 1,554.3 nautical miles’ adventure into sampling sea scallops. The survey will continue for two more legs; each two week trips. Their fish and terrain will be somewhat different, but the scallops the same. I’m anxious to read the logs of the Teachers at Sea participating in those portions of the trip. Because of this trip, I have greater respect for the scientific community and survey work such as this and for fishermen who make scallop fishing their life work. Thanks to the NOAA Teacher at Sea program I have had a wonderful opportunity to participate in an amazing, once in a lifetime, learning adventure.

June 22, 2006March 19, 2021

Jessica Schwarz, June 22, 2006

NOAA Teacher at Sea
Jessica Schwarz
Onboard NOAA Ship Rainier
June 19 – July 1, 2006

Mission: Hydrographic Survey
Geographical Area: Alaska
Date: June 22, 2006

Assistant Engineer Kelly Baughman at the center console in the engine room onboard the RAINIER. Kelly fired up the engines to get the ship underway this morning!

Science and Technology Log

This morning the RAINIER changed locations from Kanga Bay to Hot Springs Bay. I had an opportunity to go down in the Central Engine Room Control (CERC) and see how the engines are fired up to get the ship moving again. Kelly Baughman, the ship’s Third Assistant Engineer (3AE), took some time to explain what I was observing down there before she got the engines going. Being in the engine room was really cool. I was completely surrounded by buttons to push and knobs to turn and although very tempting, I didn’t touch any of them. The RAINIER has two main engines to motor her, one on the port (left) side of the ship and one on the starboard (right) side of the ship. There are two generators that put out a total of 400 kilowatts of electrical power to the ship. An additional smaller emergency generator is also a part of the ship, but it puts out significantly less energy than the two main generators.

On the bridge, Vessel Assistant, Kelson Baird is logging the ships position from four points on the radar screen. The position of the points is recorded every half hour to monitor the effectiveness of the anchor. — On the bridge, Vessel Assistant, Kelson Baird is logging the ship’s position from four points on the radar screen. The position of the points is recorded every half hour to monitor the effectiveness of the anchor.

Kelly also explained how the bow thruster works on the ship. It basically looks like a fan and helps to maneuver the ship from the bow. There are several other things that are monitored at the center console, but we weren’t able to get to all of them. Kelly said tomorrow morning will be a better time to go over some of the other things in the engine room since we’ll be anchored in the bay. After visiting with Kelly, I had a nice afternoon talking with crew and soaking up ship life. I made my way up to the bridge where General Vessel Assistant (GVA) Kelson Baird was monitoring weather data. He was excellent at explaining all the different instruments used in collecting weather data onboard the ship. Every hour, on the hour, Kelson recorded weather information. He started by logging the ship’s position (latitude/longitude). Next he recorded an overall weather condition such as cloudy, rainy, drizzle etc. Today was cloudy and rainy. Kelson then stepped outside the bridge and looked to see what point of land was the furthest he could clearly see from the ship. Once he found his point of land he came back inside the bridge and used the radar screen to determine a distance in nautical miles that point of land was from the ship. This gave Kelson a visibility reading. Other information Kelson recorded was wind speed in knots, using the ship’s anemometer, as well as wind direction. Wind direction (measuring from the direction the wind is coming from) can be measured using a gyrocompass, which is an electronic compass measuring to true north.

Dry bulb and wet bulb used to record air temperature from the RAINIER.

If the ship were underway he would have also had to record wave height, swell wave height, and sea wave height. Kelson said this would be done by a very scientific method called “eye balling it”…or as I like to say, EBI. Another measurement taken while at anchor was water temperature, which, by the way, was 49° F while I was in the bridge this afternoon. Just as a quick side note: crew of the RAINIER surf in this water and are very excited to surf in the break off of Kodiak Island when we arrive in port. I think they are crazy, but I’d love to watch them! The last weather measurements Kelson recorded were air temperature and atmospheric pressure. Two air temperature measurements are taken: one from what is called a wet bulb and one from a dry bulb. Then he recorded sea level (atmospheric) pressure measured by a barometer.

Kelson went on to explain about “Big Weather”, which is an ongoing data collection project where weather information is sent every six hours via satellite to be used by NOAA’s National Weather Service. Pretty amazing all the work that is being done on the RAINIER!

Personal Log

I am seriously impressed by how well I am being fed on the ship. Each meal I have several hot meal options to choose from and there is always a vegetarian option for those who do not eat meat. The soup has been excellent! There’s a full salad bar directly next to a freezer fully stocked with Haagen-Dazs ice cream! I think that’s pretty good. Coffee is available all day long as well which makes me very, very happy. I won’t indulge on hydrographic survey days. We’ve already talked about that…

Calling All Middle Schoolers–We Need Help Answering a Few Questions!

Third Assistant Engineer Kelly Baughman explained to me today that the ship can carry up to 16,800 gallons of freshwater. She went on to say that on average the ship’s crew uses anywhere between 1,500-2,000 gallons per day.

If the RAINIER were to be at sea for 21 days without coming into port to replenish its fresh water supply, how many days would it take for the ship to run out of fresh water?

How would the ship be able to produce more fresh water without having to go into port?