“65% of children entering primary school today will ultimately end up working in completely new job types that don’t yet exist (World Economic Forum).”
I can’t help but wonder what types of careers and jobs will be available for our students. However, I can speculate that marine science would have a huge piece on this “never-before-existed” future job pool when you consider seventy percent of our Earth’s surface is covered with ocean and among it eighty percent of it unmapped, unobserved and unexplored, according to NOAA. There are many different careers available within NOAA and I believe there will be many more new careers available for the future generations.
You may wonder and ask why oceans are still unexplored. One answer comes from Dr. Gene Carl Feldman, an oceanographer at NASA’s Goddard Space Flight Center. He states that one of the biggest challenges of ocean exploration comes down to physics. In the depth of the ocean, there is zero visibility, extremely cold temperatures, and crushing amounts of pressure. He also states that “ In some ways, it’s a lot easier to send people into space than it is to send people to the bottom of the ocean”. It is hard to fathom what it looks, and feels like under the water, at least for me as a non-swimmer.
With technological advancements, who knows what mysteries will be solved in the world of oceans in the future? I think it is important to show our students to know the unknown world of oceans and inspire them to take careers related to marine science so that we can know more about our blue planet. Without knowing our oceans, there would be no future for our own existence.
Personal Log
Last Day at the NOAA’s Ship Thomas Jefferson
It’s been a great learning experience while at sea for 12 days. I have learned so much, met incredible women and men, and made awesome friends.
As a STEM educator, the reason I wanted to apply for this opportunity is because I wanted to bring marine science into my school and community. By training, most of the time I spent time in various labs focusing on genetic studies using many biotechnological tools during my graduate study. But, it wasn’t until my NOAA experience to involve marine science research in the field. Much of my marine science knowledge comes from theory, reading books/ articles, or watching documentaries. This lack of experiential knowledge put me in a position where my students are also learning it from textbooks. However, now thanks to the NOAA Teacher at Sea program, I am confidently bringing any resources or tools related to the ocean, and atmosphere to my students. My plan is to create interdisciplinary project-based learning opportunities that involve challenging questions related to marine science.
Thank you NOAA Teacher at Sea Program for allowing me to participate once-in-a-lifetime opportunity and thank you NOAA Ship Thomas Jefferson crew for hosting me with great hospitality, and allowing me to learn more about marine science.
Did you know?
Sometimes NOAA’s ships are open to the public for tours. In fact, I am planning to take my students to NOAA Ship Thomas Jefferson sometime in September while it is still in Great Lakes.
Have you ever wondered what the seabed (lakebed) made of? This information is important for several reasons: knowing where to anchor, pipeline &/or structure construction, habitat, dredging, etc. Information about the sediments can be found on navigational charts. Periodically, hydrographers need to take bottom samples to update these charts. To do this, they bring the ship to a halt and drop a spring-loaded sampler to the seafloor. The sampler snaps shut, capturing a sample of the bottom substrate. The sediments that are brought aboard are analyzed according to grain size which range from clay (< 0.002 mm) to stones (4.0 mm and larger).
Spring-loaded bottom sampler
Physical Scientist Abebe and Chief Hydrographic Survey Technician Cziraki get ready to deploy a bottom sampler.
Teacher at Sea Grimm practices retrieving the bottom sampler.
This chart is used to measure grain size of the bottom sample.
This chart is used to classify the bottom sediment according to grain size.
What is it called to drive a ship? The action of driving a ship is probably most often called piloting the ship. You may also hear people use the words steer, navigate, guide, maneuver, control, direct, captain, or shepherd. Whatever you want to call it – I was super excited to pilot the ship. I was also a bit nervous because it is so big! Maneuvering a 208’ vessel seemed a bit daunting.
I first got some excellent tutoring by Helmsman AB Kinnett and Conning Officer ENS Brostowski. All I needed to do was to make a 180ᵒ turn. How difficult could it be? I needed to take the ship out of the navigation system (commonly called, Nav Nav), go from autopilot to manual steering, follow the Conning Officer’s rudder directions, do some fine tuning, switch from manual steering to autopilot, and turn on the Nav Nav system. Easy shmeezy!
My legs were shaking just a bit. I guess I did okay. Someone did call up from the plot room and ask, “Just who is driving the ship?” Haha. They calmed down once they learned it was just “the teacher”.
After some fine tuning, Helmsman AB Kinnett makes sure that I return the ship to autopilot! (He looks a little worried!)
I am not sure which turn is mine, however, I was comforted to know that they were not all the same. 😊
Parallel Parking
We came into the Port of Cleveland on July 22. The crew did a super job of parking! (I am sure “parking” is not the correct term.) They used the windlass and ropes to secure the ship to the port (on the starboard side) and then put the gangway in place. Don’t forget to take out the garbage!
Coming into port
The Cleveland Port lighthouse through my stateroom porthole.
Go Browns! First Energy Stadium is just east of the Port of Cleveland.
Getting ready to throw the lines
The crew uses the windlass to tighten the lines.
The crane moves the gangway off the ship.
Carefully, the gangway is moved to the correct place.
That’s a good place to put the gangway.
Here come the steps.
It took a group effort and a lot of communication to get the gangway and steps in place.
Don’t forget to take out the trash! By the way, much of the food waste is collected by a local farmer and composted. Very Earth friendly!
On dry land after 19 days! This crew was amazing! From left to right: 1AE Perry, ENS Castillo, TAS Grimm, BGL Bayliss, AB Thompson.
Personal Log
In late April 2022, I was informed by the NOAA Teacher at Sea office that I would sail aboard NOAA Ship Thomas Jefferson on a hydrographic survey of Lake Erie in July. Truthfully, I didn’t know what hydrography entailed – but I was familiar with Lake Erie.
I grew up only 20 miles from the Port of Cleveland. As a child, my family spent a week each summer on Middle Bass Island where I learned to swim and fish for walleye and perch. I was a sun-kissed, towheaded child that liked to catch frogs and talk with insects. My daughter and I vacationed on Kelleys Island for many summers. I even took an oceanography class on Gibraltar Island. I was very excited to learn more about the Lake of my childhood.
The Great Lakes share borders with many US states and Canada. H.O.M.E.S. = Huron, Ontario, Michigan, Erie, and Superior.
The Canadian province of Ontario and eight U.S. states (Illinois, Indiana, Michigan, Minnesota, New York, Ohio, Pennsylvania, and Wisconsin) have shorelines on the Great Lakes.
A large amount of land is included in the Great Lakes watershed. (A watershed is an area of land that drains to a common body of water.)
This map shows the Great Lakes superimposed on a map of Western Europe. It gives you a relative size of the lakes and how big they really are.
Here are the world’s 25 largest lakes side by side. All the Great Lakes are included in this list.
So, why are the Great Lakes so Great?
The following video will help you get an idea of why these lakes are so significant. See if you can answer the following questions while watching the video.
How many lakes make up the Great Lakes?
Why is the word “HOMES” a good way to remember the names of the lakes?
How many states border the Great Lakes?
What country is north of the Great Lakes?
Geologically speaking, how did the Great Lakes come to be?
How much of the world’s fresh surface water is in the Great Lakes?
Which lake is the deepest, coldest, and contains ½ of the water in the Great Lakes system?
Which two lakes are “technically” one lake? Why?
Which lake has the longest shoreline?
Which lake is the warmest and shallowest?
How does water get from Lake Erie to Lake Ontario?
How does water that starts in Lake Superior finally get to the Atlantic Ocean?
List three reasons why the Great Lakes are so great!
List a few things that are causing problems for the Great Lakes.
What effect is climate change having on the Great Lakes?
How are people and governments trying to protect this GREAT resource?
What is so great about the Great Lakes?
When I travel, I like to read books that have a connection to my experience. While on Thomas Jefferson, I read The Death and Life of the Great Lakes by Dan Egan. It outlines the vast resources provided by the Great Lakes. Not only do they hold 20% of the world’s supply of surface fresh water, they also provide food, transportation, and recreation to tens of millions of Americans and Canadians. The Great Lakes are so very lifegiving, however, they are in trouble. They are under threat as never before. They need our help.
In his book, Egan describes how invasive species – like the sea lamprey, zebra and quagga mussels – have colonized the lakes, issues associated with these invasions, and what has been done to mediate and prevent the arrival of future invasive species. He also discusses the massive biological “dead” zones caused by outbreaks of toxic algal blooms. Lake Erie Harmful Algal Bloom (HAB) Forecasts are a regular part of the NOAA weather forecast for the western basin of Lake Erie. Human-made climate change, dredging of shipping channels, and threats to siphon off Great Lakes water to be used beyond the watershed boundaries all pose threats to this incredible resource. He ends the book with what was being done in 2017 (publication date) to “chart a course toward integrity, stability and balance” of the Great Lakes.
All in all, it was a pretty depressing book. It caused me to reflect, however, on what I can do as an educator to bring this knowledge to my students. Even more importantly, how can I have students experience and eventually love the lakes and all they represent? How can I get them to become familiar with and care for the nature in their backyard? My work is cut out for me.
“We cannot protect something we do not love, we cannot love what we do not know, and we cannot know what we do not see. Or hear. Or sense.”
— Richard Louv
The week before leaving on my “Grand NOAA Adventure”, I was nervous and started to doubt my own abilities and why I had applied to Teacher at Sea in the first place. Was I cut out to be a successful Teacher at Sea? Did I have the knowledge, skills, and fortitude to thrive at sea? What happens if my technology crashes? What if I am seasick for 19 days?
Four things happened to help me move forward.
My husband – my chief cheerleader – gave me many doses of encouragement. If he believed I could do it – I knew I could.
I came across a saying on a tea bag (of all places) that gave me great strength, “Personal growth lies within the unknown; courage permits you to explore this space.” This experience would take courage. I am courageous.
My daughter reminded me of a poem by Mary Oliver. The last lines of which, “What are you going to do with your one wild, precious life?” That’s right! You only go around once. Take the bull by the horns – so to speak. Jump on and hold tight. Life is short, and the world is wide.
NOAA and NOAA’s Teacher at Sea Program believed in me enough to provide me with this awesome opportunity. They have seen many a teacher come and go. They believed I had what it took to be successful. I chose to believe them.
NOAA TAS stresses the 3 Fs: Flexibility, Following Orders, and Fortitude. These are words to live by.
Flexibility = Everything doesn’t always turn out as planned. Be flexible. Those who are not flexible, break.
Following Orders = On a ship, this is essential. In life, rules are made for a reason. Follow them. If you believe that the rules are unjust, work to change them.
Fortitude = Have courage. Be strong – physically and in your convictions. Be tenacious and believe in yourself.
I wish to thank NOAA TAS program and all the people who live and work aboard NOAA Ship Thomas Jefferson. Thank you for the long conversations and my seemingly endless questioning. My curiosity is insatiable. Thank you for checking my blog for accuracy – it needed to be “ship shape”! Thank you for brainstorming with me inventions that could be created to make hydrographic technology easier if there were no budgetary restrictions. Thank you for opening my eyes to a world of science, technology, and research that I previously did not know existed. Thank you for teaching me what it meant to be part of the crew.
This experience has taught me many things about science and technology, career possibilities, what it is like to live on a ship, relationships and work culture, and the power of reflection. I learned so much more than is represented in my blog posts. I am looking forward to sharing my experience with my students and the community.
All my best to my new friends. May you continue to have fair winds and following seas.
Sincerely,
Laura Grimm
Dalton STEAM & NOAA Teacher at Sea
Hand-made bandana signed by the crew of Thomas Jefferson
For the Little Dawgs . . .
Q: Where is Dewey? Hint: He was getting ready to come home.
Dewey stayed up past his normal bedtime.
A: He was watching his final sunset aboard NOAA Ship Thomas Jefferson.
Q: What is Dewey up to now?
A: Dewey is climbing into my backpack. I cannot wait to take him on more adventures in the future.
Dewey and Teacher at Sea Grimm will remember this adventure for a very long time!
Future Weather Forecast: Showers likely and 70% possibility of afternoon thunderstorms
Science and Technology Log – and a Little History
Shipwrecks & Sonar
Lake Erie has an astonishing 2,000-plus shipwrecks which is among the highest concentration of shipwrecks in the world. Nobody knows the exact number of shipwrecks that have occurred in Lake Erie, but estimates range from 500 to 2000. Only about 400 of Lake Erie’s wrecks have ever been found. There are schooners, freighters, steamships, tugs and fishing boats among them.
So why does Lake Erie have more known shipwrecks per square foot than most any other body of water – with the possible exception of the English Channel? At its deepest point, Lake Erie is only 210 feet. Its shallowness is one of the reasons so many ships have sunk.
The red dots on the map above show known shipwrecks off the coast of Presque Isle.
Hydrographers have found their share of ships over the years! I am unable to identify where, however, the TJ found a shipwreck recently. The following shows various multibeam echo sonar images of items found on the seafloor. Not all have been found in Lake Erie. 😊
This four-masted schooner was found by NOAA using multibeam echo sounder technology.
Multibeam data collected on a submerged wreck near Kodiak, Alaska.
Multibeam data collected on an underwater wreck found in the Gulf of Mexico
Reason 7123 wreck off Northpoint, NY
Crane
Small wreck found using multibeam sonar.
Bird’s eye view of a barge
Same barge as previous picture from a different angle
Side scan sonar is a specialized sonar system for searching and detecting objects on the seafloor. Like other sonars, a side scan sends out sound energy and analyzes the return signal (echo) that bounced off the seafloor or other objects. Side scan sonar typically consists of three basic components: a towfish, a transmission cable and the topside processing unit. In a side scan the energy that is sent out is in the shape of a fan. This fan of energy sweeps the seafloor from directly under the towfish to either side. The width of the fan is about the length of a football field.
Side Scan Scan (SSS) and Multibeam Echo Sonars (MBES) are often used simultaneously. Thomas Jefferson did not use a SSS while I was aboard due to the depth of water we were surveying.
The strength of the return echo is recorded creating a “picture” of the ocean bottom. For example, objects or features that stick out from the seafloor create a strong return (creating a light area) and shadows from these objects create little or no return signal (creating a dark area).
This diagram illustrates how SSS technology produces images and acoustic shadows of objects.
Side Scan Sonar pictures help find and identify features on the seafloor, like this underwater wreck.
U-boat
A whale! The red line is where the seafloor meets the water column, the white image of the whale is the acoustic shadow of the whale on the seafloor, and the dark blob above the shadow is the whale as it swam underneath the sonar. (This was most definitely NOT taken in Lake Erie!)
NOAA hydrographic survey units use side scan sonar systems to help find and identify objects. The shape of the seafloor and objects can be seen well with a side scan sonar. This technology, however, does not give scientists information with respect to how deep the object is. That is why the side scan sonar is often used along with the multibeam echo sonar.
Comparison of side scan (black and white) and multibeam sonar (colorful) images of the same shipwreck surveyed by NOAA Ship Rude using different methods and different kinds of equipment.
NOAA Ship Thomas Jefferson field work is focused in the Great Lakes for the 2022 field season. Thomas Jefferson’s hydrographers are surveying the floor of Lake Erie in the vicinity of Cleveland, South Bass Island and Presque Isle, PA. They are identifying hazards and changes to the lake floor and will provide this data to update NOAA’s nautical charts to make it safe for maritime travel.
So why did NOAA decide to focus on this part of Lake Erie? “The Port of Cleveland is one of the largest ports on the Great Lakes and ranks within the top 50 ports in the United States. Roughly 13 million tons of cargo are transported through Cleveland Harbor each year supporting 20,000 jobs and $3.5 billion in annual economic activity.” The Office of Coast Survey continues to explain that “most of this area has not been surveyed since the 1940’s, and experiences significant vessel traffic.”
Hydrographic survey work completed in the vicinity of South Bass Island prior to me coming aboard Thomas Jefferson.
A Little Bit of History – Have you ever been to Put-in-Bay, South Bass Island?
Our National Anthem, a naval officer with the middle name “Hazard”, the War of 1812, and Lake Erie have connections.
So, what does all of this have to do with Lake Erie? In 1812, America found itself at war with Britain. They were at war for three reasons: 1) The British were trying to limit U.S. trade, 2) they were also capturing American seamen and making them fight for the British (this is called impressment), and 3) they did not like the fact that America wanted to expand its territory. Both the British and the Americans were anxious to gain control of Lake Erie. Late in the summer of 1813, American troops were moved into Put-in-Bay on South Bass Island, Lake Erie. They hoped to cut off the supply routes to the British forts.
On the morning of September 10, 1813, British naval forces attacked. Commander Oliver Hazard Perry was on his flagship (a flagship is the ship that carries the commanding officer), the USS Lawrence. (Isn’t “Hazard” a great middle name for someone in the Navy!) He directed his fleet into the battle, but because of light winds, the sailing ships were slow to get into a position where they could fight. His ship suffered heavy casualties. Perry’s second flagship, the USS Niagara, was slow to come into range to help. Four-fifths of Perry’s crew were killed or wounded. He made the decision to surrender his ship, the USS Lawrence, and move his remaining crew and battle flag to the USS Niagara. He was rowed half a mile under heavy fire, bearing his now-famous blue and white battle pennant with the words “Don’t Give Up the Ship.”
Perry’s Battle Pennant
Oliver Hazard Perry is rowed across Lake Erie to take command of the USS Niagara, escaping his damaged ship, the USS Lawrence. (Painting by Edward Percy Moran)
Portrait of Oliver Hazard Perry
(Painting done by Jane Stuart)
The British thought Perry and the rest of the American fleet would retreat after the surrender of the USS Lawrence. Perry, however, decided to rejoin the battle. At 3:00 pm, the British fleet surrendered, marking the first time in history that an entire British naval squadron had surrendered to an American vessel. Huzzah!! Huzzah!!
Perry wrote to General William Henry Harrison (who eventually became the 9th President of the United States):
Dear General:
We have met the enemy and they are ours. Two ships, two brigs, one schooner and one sloop.
Yours with great respect and esteem, O.H. Perry
A great victory against the British
Oliver Hazard Perry was awarded the Congressional Gold Medal in 1814 for his actions in the Battle of Lake Erie and the War of 1812. You can visit Perry’s Victory and International Peace Memorial on South Bass Island, Lake Erie.
Perry’s Victory and International Peace Memorial
Perry’s Victory and International Peace Memorial
“Perry’s Victory and International Peace Memorial commemorates the Battle of Lake Erie that took place near Ohio’s South Bass Island, in which Commodore Oliver Hazard Perry led a fleet to victory in one of the most decisive naval battles to occur in the War of 1812.” (Wikipedia)
This video gives you a nice overview of the War of 1812:
Overview of the War of 1812
Oh, so you might be wondering what all of this has to do with our National Anthem? The poem that eventually became our National Anthem was written during the War of 1812. It was written in 1814 by a young lawyer named Francis Scott Key during the battle of Fort McHenry.
Watch this video for information about Mr. Key and our National Anthem:
The History of the “Star-Spangled Banner”
The National Anthem of the United States of America
Did you know that our National Anthem actually has four verses, but most of us only know the first one? Look it up!
I’ve been part of the mission leg that is surveying off the coast of Presque Isle – as the survey around South Bass Island had been completed prior to me coming aboard. The area around Presque Isle also has important historic roots.
Presque Isle State Park is a 3,200-acre sandy peninsula that arches into Lake Erie and is 4 miles west of Erie, PA. According to a tourist website, “As Pennsylvania’s only “seashore,” Presque Isle offers its visitors a beautiful coastline and many recreational activities, including swimming, boating, fishing, hiking, bicycling, and in-line skating.” Recorded history of Presque Isle began with the Erielhonan, a Native American tribe who gave their name to Lake Erie. Erielhonan is the Iroquoian word for “long tail”. The French first named the peninsula in the 1720s; presque-isle means peninsula or “almost an island” in French. It served as a base for Commodore Oliver Hazard Perry’s fleet in the War of 1812.
The Perry Monument on Presque Isle commemorates the U.S. naval victory on Lake Erie in the War of 1812.
In the 19th century, Presque Isle became home to several lighthouses and what later became a United States Coast Guard station. In 1921, the peninsula became a state park. The Presque Isle peninsula formed because of glaciation and is constantly being reshaped by waves and wind. Since 1967, the park has been named one of the best places in the United States for watching birds.
Aerial view of Gull Point and Presque Isle State Park from the east.
Aerial view of Presque Isle State Park from the west. The U.S. Army Corps of Engineers built 55 offshore segmented breakwaters to prevent the beach erosion at Presque Isle State Park.
The breakwaters may have helped the erosion problem but may have caused the loss of important recreational access and been environmentally detrimental to wildlife habitat. It is interesting to look at what happened to the beach because of the breakwaters.
Migration of Presque Isle from 1790 to 1971 – No wonder it is important to survey these waters!
During the War of 1812, Presque Isle played a part in the victory over the British in the Battle of Lake Erie. Oliver Hazard Perry, commander of the American fleet, made strategic use of the bay as a place to construct six of the nine ships in his fleet. The “Little Bay” near the tip of the peninsula where the ships sheltered was later named “Misery Bay” because of the hardships during the winter of 1813–1814, after the men returned there from battle. Many men suffered from smallpox and were kept in quarantine near the bay. A great many infected men died and were buried in what is now called Graveyard Pond.
Misery Bay
After the Battle of Lake Erie on September 10, 1813, Perry’s two largest ships, the USS Lawrence and USS Niagara, were badly damaged, and intentionally sunk in Misery Bay. Both ships were eventually raised. The Lawrence burned while on display at the 1876 Centennial Exposition and parts of the Niagara were eventually used to build a replica of the current Niagara, based in Presque Isle Bay.
We sailed past the USS Niagara in early July.
The British really did not appreciate Commodore Perry!
Personal Log
For the Little Dawgs . . .
Q: Where is Dewey? Hint: This controller is used to move a heavy object.
What do all those controls do, Dewey?
A: Dewey is sitting on the piece of technology that is used to control the davits. Davits are hydraulic machines that take the small boats on and off the ship.
Able Bodied Seaman (AB) Thompson uses the davit controller to lift the boats
This time-lapse video shows the crew using the davits to pick up and then redeploy one of the small boat launches. (Video taken by Physical Scientist Dan Garatea)
This time-lapse video shows the crew using the davits to pick up and then redeploy one of the small boat launches. (Video taken by Physical Scientist Dan Garatea)
Human-Interest Poll (HIP)
Miss Parker makes a lot of yummy desserts! I recently asked the crew to list their favorite.
It looks like Peach Cobbler is the crew’s favorite dessert made by Miss Parker! It is made using one of her mother’s recipes.
Meet the Crew
Hydrographic Survey Tech (HST) Sarah Thompson and my roommate, Hydrographic Senior Survey Technician (HSST) Chloe Arboleda, are fixing the Moving Vessel Profiler (MVP)
Able Bodied Seaman Evan Kinnett is a helmsman who likes to sing sea shanties and teach the ensigns about electricity by using the windows as dry erase boards.
Dan Garatea and Surafel Abebe are physical scientists (PS) who work in Silver Spring, MD for NOAA’s Office of Coast Survey (OCS) where they plan hydrographic surveys for chart updates. They research and develop the plans and instructions for NOAA ships, contractors, other governmental agencies, and other interested parties to develop hydrographic priorities. When on board during a survey, they manage and provide guidance for the surveys in the field.
PS Dan Garatea and PS Surafel Abebe enjoy another beautiful day aboard Thomas Jefferson
It is nice being home. I do, however, miss the crew aboard Thomas Jefferson. They are now back out surveying on the Lake Erie after a much needed shoreleave. I am having fun thinking about how I will use what I learned during this adventure to enrich the K-8 STEAM curriculum of the Dalton Local School District.
We are back to surveying off the north coast of Cleveland
Science and Technology Log
Humidity: In each blog post, I report the dry bulb and wet bulb temperatures plus the calculated relative humidity.
What is humidity? It is the amount of water vapor in the air. If there is a lot of water vapor in the air, the humidity will be high. The higher the humidity, the “stickier” the air feels outside. Think about a hot August day in Ohio. The air feels sticky and uncomfortable. Chances are that the humidity is high.
What is relative humidity? Relative humidity is the amount of water vapor in the air, expressed as a percentage of the maximum amount of water vapor the air can hold at the same temperature. Warm air can hold more water vapor than cool air. Once you know the wet-bulb and dry-bulb temperatures, you can use a conversion table to calculate the relative humidity. (I discussed this topic in my July 7: Echoes and Flares blog post.)
This video might help you understand the concept further.
What is humidity?
Dry and wet bulb thermometers are used to calculate relative humidity
These thermometers are used to measure the dry bulb (left) and wet bulb (right) temperature measurements. The dry bulb measures air temperature. The wet bulb thermometer has a tiny sock on the end that is sitting in a container of water. The physics of water evaporating causes the temperature to decrease. So, this thermometer will register a lower temperature. A person then uses a comparison cart to calculate the relative humidity. The dryer the air, the more quickly the water from the sock will evaporate. A larger difference between the dry and wet bulb thermometers will result in a lower relative humidity reading.
The dry and wet bulb thermometers are contained in a white box with holes in the cover. This is to minimize the effect of direct sun.
Students: We have a “wet wall” also known as a “swamp cooler” in the greenhouse to cool the greenhouse when it gets too warm. How is this related to humidity? How does this work to cool the greenhouse? (Hint: Look up the concept of evaporative cooling.)
Latitude and Longitude: Each time I write a blog post I have told you where I am. I do this by telling you my “address” on the globe by listing the ship’s latitude and longitudinal lines. But just what are latitude and longitude lines and how do they tell you where you are on the globe?
Latitude and longitude are a system of lines used to describe the location of any place on Earth. Think of latitude and longitude as an imaginary grid placed over the world to help you find places. Each place on the Earth has an address. The address is where the lines of latitude and longitude cross. Although these are only imaginary lines, they appear on maps and globes as if they actually existed.
Latitude – Flatitude! Longitude lines are Long!
This chart summarizes a lot of information about latitude and longitude.
Latitude are the points north and south of the equator. The equator is halfway between the North and South Poles. It’s an imaginary horizontal line that cuts the planet completely in half. Latitude lines are imaginary lines that are a specific degree away from the equator going to the North and South Pole. Between each line of latitude there are 60 minutes which are then again subdivided into 60 seconds.
They are also known as “parallels” and run east-west.
Equator = 0ᵒ; North Pole = 90ᵒN; South Pole = 90ᵒS
Northern Hemisphere = 0ᵒ through 90ᵒNorth
Southern Hemisphere = 0ᵒ through 90ᵒSouth
1 degree of latitude = 60 nautical miles
1 minute of latitude = 1 nautical mile
1 nautical mile = 1.15 statute miles (Statute miles are used on land.)
Longitude are the points east and west of the prime meridian. Like the equator, the prime meridian is an imaginary vertical line that splits the world in half from the North to the South Pole. Longitude are vertical lines going from one pole to the other starting at the prime meridian. I like to think of the lines of longitude like the distance between the edges of sections of an orange. They are further apart near the middle (equator) and get closer together as they near the ends.
0ᵒ = the Prime Meridian that passes through Greenwich, England
180ᵒ = halfway around the Earth; it is roughly the international dateline
Western Hemisphere = 0ᵒ through 180ᵒWest of Greenwich
Eastern Hemisphere = 0ᵒ through 180ᵒEast of Greenwich
Longitudinal lines vary with distance from the equator
This video may help you understand these concepts more clearly.
Want to understand latitude and longitude?
What is the latitude and longitudinal address of your town? Use this interactive map to find the latitude and longitudinal address of your house! I found using the “satellite” view handy.
Another way to find out is to go to Google Maps and type in your address. Once the App has found your house, right click on the red pin. At the top of the list will be your latitude / longitude coordinates.
Chizzywinks: This message was recently written on a white board outside of the crew lounge. What are these invaders? They do not seem to bite; however, they are very annoying. They are everywhere!
Report to your battle stations!
In mid-July we had a period with little wind. This insect covered many of the surfaces of the ship. While it somewhat resembles a mosquito, this is in insect called a midge . . . or a chizzywink.
No one on board seemed to know what they were (other than annoying), so I contacted two friends back home. Drs. Rowe and Nault have expertise in plant pathology and entomology – but, more importantly, they are fly fishermen and really know about the insects that call Lake Erie “Home”.
These lovely, pesky insects are midges. They have many other names, including lake flies, Canadian soldiers, or chizzywinks, just to name a few. They live on the lake bottom as worm-like larvae, many of which are blood red. In this life stage they eat decaying plant matter. Eventually, they enter the pupal stage. This is a nonfeeding stage between the larva and adult, during which it undergoes a complete change within a hardened case. The pupae (more than one pupa) slowly rise to the surface through the water column. They are a major source of food for fish and other aquatic animals. Fishermen consider them good bugs! Those aboard NOAA Ship Thomas Jefferson might beg to differ.
Once at the surface, the adults emerge and get rid of their pupal cases in the surface film of the water. They often emerge by the thousands. In fact, in certain places around the world there can be so many midges that once they die, they are considered fertilizer.
The adults look like “mosquito-like” flies, but don’t bite. Many are eaten by birds.
Once the larvae emerge as flying adults, they stop eating and have only one thing on their minds – mating. According to Water Blogged, a blog published by the Science and Stories of the Center for Limnology at the University of Wisconsin-Madison, the adults “gather in huge clouds and, well, get to know one another. After mating, the male eventually expires, with the female not far behind – but first she’ll return to the water to lay her eggs.” The eggs laid on the surface sink to the bottom, and the cycle begins again.
(Students – Compare and contrast the life cycle of a midge and the monarch butterfly or darkling beetles.)
Life cycle of the non-biting midge, a.k.a chizzywinks.
Learn more about the midge in this video.
Midges are invertebrates.
Meet the Crew
Justin Witmer, Chief Electronics Technician on NOAA Ship Thomas Jefferson
Justin Witmer has worked on NOAA Ship Thomas Jefferson as the Chief Electronics Technician for the past 3 years. Prior to this position he worked for the Norfolk Naval Shipyards. He is a sailor at heart having spent 20 years in the U.S. Navy.
What does your job entail? He is responsible for most of the things on TJ that plug into a wall. This includes the maintaining and repairing the sonars (which are essential to the hydrographic work), other ship sensors, computers, etc. From the sonar on the keel to the wind bird at the top, he is responsible for the electronics in between.
Where do you do most of your work? I work mostly from my office which is right off the Survey Control Room where I do computer and user account maintenance as well as electronics troubleshooting duties.
What do you like most about your job? I like to troubleshoot electronics issues.
What do you like the least about your job? Administrative paperwork.
What do you like about working on a ship? I’ve always enjoyed the general atmosphere of living on a ship. With a good crew it is much like a large group home. You can choose to get along with everyone, and if you can’t, the ship is large enough that you can generally get away from those you don’t see eye-to-eye with.
If budget was not an issue, what tool would you like me to invent that would make your job easier? A cable stretcher.
Can you share with us one or two things about yourself that don’t have to do with work? He lives in Norfolk, VA, speaks fluent Turkish, and like to play music (bass and tuba). He also likes amateur radio. His job lines up nicely with his hobbies – all except, perhaps, playing tuba.
So much of what TJ does to complete its mission relies on computers, sensors, and electronics. Thank you, Justin, for all you do to keep the electronics aboard TJ ship shape! Thank you for your service.
Personal Log
Safety is paramount. Since discussing safety drills in my July 8, 2022 blog, I have done my homework. I know what the signals mean, what to take, and where to go. Today, we had three drills: fire, man overboard, and abandoned ship. During abandoned ship drills, we need to take our personal flotation devices (PFDs), also known as life vests, and our Survival Immersion Suit which is lovingly called our “Gumby” suit. We are expected to put on our suit in less than 2 minutes. It is made from Neoprene to maximize flotation and hypothermia protection. Being red, it can easily be seen in the water. It also has a light and a place where we can blow up a head pillow.
A friend helped me practice putting on my Gumby suit. I succeeded in putting it on I just over a minute!
Got it out of the bag!
I think you can see why it is called the Gumby Suit.
Time for a fashion pose! Do you think I look like a chizzywink larva?
Q: Where is Dewey? Hint: He is sitting on a very important piece of equipment that we need when we want to lower or raise the anchor.
The chain might give you a hint.
Wow! This is big! What is it? What is it used for?
Dewey was sitting on the anchor windlass which is found on the bow of the ship.
A: Dewey is sitting on the anchor windlass. According to Wikipedia, “An anchor windlass is a machine that restrains and manipulates the anchor chain on a boat, allowing the anchor to be raised and lowered by means of chain cable. A notched wheel engages the links of the chain or the rope.” In other words, it is the machine that lowers and raises the anchor.
This diagram shows the location of the hawsepipe.
I learned a lot new information today! The steel pipe on each side of the windlass where the anchor chains pass through is called a hawsepipe. I think because the chain goes up and down in the hawsepipe, a hawsepiper (*) refers to a ship’s officer who began his/her career in a non-traditional way. They did not attend a maritime academy to earn an officer’s license. They worked their way into their career like a chain travels through a hawsepipe.
(*) Remember this word. I will be using it in a future blog post.
Thomas Jefferson has a stockless anchor.
The anchor is usually very heavy and made of metal. It is used to help keep the ship from drifting away from a fixed place due to wind or current.
TJ has a stockless anchor. Watch the following video to see how a windlass and a stockless anchor work together to secure a ship. The chain really does a lot of work!
Lake Erie Fact:
Lake Erie’s primary inlet is the Detroit River which comes from Lake Huron. Its natural outflow is via the Niagara River, which provides hydroelectric power to Canada and the U.S. as it spins huge turbines near Niagara Falls.
Soon we will start sampling the bottom to see if we are traveling over mud, clay, sand, gravel, or shells (most likely to be zebra mussels). This is important information for ships to know who want to anchor in the area.
I have mixed feelings about this experience coming to an end. I really miss my husband, friends, cats, home, garden, etc. Just this morning, I made the comment to Chief Hydrographer in Charge, Erin, how this has been an incredible experience . . . especially for a nerd who is super excited about STEM content and promoting STEM careers. With minimal preparation, I was plopped into this information-rich environment with local experts who were willing and excited to answer all my questions AND I had the time to ask more questions, follow research leads, process my learning through writing, and get a taste of living at sea.
We pull into the Port of Cleveland on July 22. It will be hard to say, “Good-bye” to TJ, this extraordinary learning experience, and all my new friends. It will be easy to greet my husband after 19 days being away. It will also be time to move forward and plan on how I will share what I have learned with the students at Dalton Local Schools.
(*) This is a chart of abbreviations that I refer to when I go the the bridge to record the weather .
This image shows the progress of the hydrographic survey off the coast of Presque Isle.
Science and Technology Log
The ship is driven from the Bridge. It is the main control center of the ship. It is driven by a variety of people and computers. People who drive the ship include: the Commanding Officer (CO), Conning Officer (CONN), Officer of the Deck (OOD), and several helmsmen. There are several (at least two) people on the Bridge all the time. If Thomas Jefferson were a six-story building, the Bridge would be on the top floor. Being on the 6th floor has its pros and cons. Seeing, avoiding, and communicating with other boats in the area is very important. One can see far and wide from up there! One disadvantage is that things really rock ‘n roll up there when we are in heavy seas!
NOAA Ship Thomas Jefferson’s Commanding Officer (CO) Jaskoski
According to a popular career website (Your Free Career Test), “A ship captain is in command of water vessels in lakes, oceans, coastal waters, rivers, or bays. They ensure the safe and efficient operations of vessels. A ship captain navigates their vessel according to weather conditions and uses radar, depth finders, radios, buoys, lights, and even lighthouses. They determine sufficient levels of oxygen, hydraulic fluid, or air pressure of the vessel.”
Are you interested in having a career as a ship captain of a seagoing vessel? Watch the following video to see if you have what it takes!
How about a career at sea?
The Bridge has many windows, and is filled with instruments, computers, and reference manuals.
Following are pictures of what is used to navigate and drive the ship. Each picture is followed by a brief description.
Thomas Jefferson has two radars
Radar is one of the most important tools on the Bridge. It allows us to see objects, ships, obstructions – basically anything we could run into (on the surface). TJ has two radars. The X-band radar is used for higher resolution pictures and things in closer range. The S-band radar is used to see objects further away.
The Officer of the Deck (OOD) and Conning Officer (CONN) use the Automatic Radar Plotting Aid (ARPA) function of the radar to identify “targets” or other ships in the area. It is used to track their relative motion to see which way and how fast they are headed with respect to TJ. The ARPA calculates the closest point of approach (CPA) and time to CPA. This tells you if there is the potential of a collision. The result is to change course, change speed, contact the other ship, or anything to reduce the risk of a collision.
If there is the potential for a collision, the OOD or CONN may contact the vessel and make a passing arrangement. However, since TJ is conducting operations, they may also make a Security announcement to let other vessels know their whereabouts and status. (Sécurité is French for “security” and is pronounced se-cur-i-tay.) According to Wikipedia, “Of the three distress and urgency calls, Sécurité is the least urgent.
Sécurité: A radio call that usually issues navigational warnings, meteorological warnings, and any other warning needing to be issued that may concern the safety of life at sea yet may not be particularly life-threatening.
Pan-pan: This is the second most important call. This call is made when there is an emergency aboard a vessel, yet there is no immediate danger to life, or the safety of the vessel itself. This includes, but is not limited to injuries on deck, imminent collision that has not yet occurred, or being unsure of vessel’s position.
Mayday: This is the most important call that can be made, since it directly concerns a threat to life or the vessel. Some instances when this call would be made are, but not limited to death, collision, and fire at sea. When the Mayday call is made, the vessel is requiring immediate assistance.”
Last evening, the CONN made a Sécurité announcement because the position, direction, and speed of a dredging vessel and the TJ were at risk of a collision. As soon as the announcement was made, the dredging vessel altered its course and the TJ slowed down a bit. We averted the collision with a very large margin.
A close-up view of one portion of the radar.
Above is a close-up view of just one portion of the radar.
HDG = Heading of the ship (per gyrocompass)
SPD = Speed in knots
COG = Course over ground ***
SOG = Speed over ground ***
The yellow numbers represent degrees of latitude and longitude.
(*** These parameters are course and speed after the influence of wind and current have been taken into account.)
Speed at sea is measured in knots. One knot is a unit of speed equal to one nautical mile per hour or approximately 1.15 miles per hour.
Distance at sea is measured in nautical miles. The nautical mile is based on the Earth’s longitude and latitude coordinates, with one nautical mile equaling one minute of latitude. A nautical mile is slightly longer than a mile on land, equaling 1.15 land-measured (or statute) miles.
A combination of monitors showing and Electronic Charting System (ECS) and the Electronic Chart Display and Information System (ECDIS)
The lower monitor and keyboard are the Electronic Chart Display and Information System (ECDIS). It displays Electronic Navigation Charts (ENCs). This system allows officers on deck to see where they are in real-time. It can be updated frequently when new information regarding navigation (buoys, obstructions, depths, etc.) are charted. It has all but replaced paper carts.
Search lights and communication systems
The two panels on the left control the starboard and port side searchlights. Upper right is a fathometer. It is the less sophisticated echo sounder used to measure depth below the keel when we are transiting (moving from place to place) and not surveying.
Lower right, you will find the intercom that is used to communicate between the Bridge and the Data Acquisition desk in the Survey room.
This communications VHF radio is set on channel 16.
This radio is used to communicate with other ships in the area. Information to and from the US Coast Guard is also shared through this device.
This monitor shows where data have been collected.
This monitor shows what is going on with a software called “Hypack”. It displays data that has been collected. It helps hydrographers and those driving the ship to visually keep track of where data has been collected. Also, it feeds information to the autopilot which allows the ship to stay on the course while surveying, without having to steer in hand or adjust based on distance from the line.
The ship’s wheel
This is where the Helmsman stands and steers the ship. The Helmsman takes his/her orders from the Conning Officer. This officer is responsible for instructing the helmsman on the course to steer. Did you know that ships have autopilot? The helmsman steers the ship when it is turning or doing complicated maneuvers. When the ship is traveling in long straight lines (when we are “mowing the lawn”), the helmsman turns on the autopilot affectionately called, “Nav Nav”. It is called this because the Nav button needs to be pushed twice to activate the system.
This panel controls the power of the main engine that turns the propeller.
The bow thruster control panel
There is a small propeller on the bow called a bow thruster. This panel controls the thruster. It is often used when steering the ship in tight places at slow speeds. I like to think of it as a way to “fine tune” the direction of the ship.
There are many compasses on the ship.
This is the magnetic compass that hangs from the ceiling of the Bridge.
This is the LED display of the main compass used in navigation. It uses gyros.
This is a gyrocompass repeater that allows watch standers to take bearings to other vessels or significant points on land. There is one on each side of the bridge.
How did early people navigate the oceans?
The rudder is found aft (behind) of the propeller. Both are under the ship. The helmsman uses the rudder to turn the ship right or left. The rudder moves using hydraulics. The pointer on the display above moves as the rudder moves.
This dial displays the position of the rudder. The rudder is used to turn the ship.
This gauge is physically attached to the rudder.
The rudder is moved using opposing hydraulic systems.
Personal Log
We have had beautiful weather during this leg of the mission. This morning, we had a beautiful red sky at sunrise.
Red sky in the morning? Should I heed warning?
You may be familiar with the saying, “Red sky at night, sailor’s delight. Red sky in the morning, sailor’s warning.” The Library of Congress states that this concept is also repeated in Shakespeare and in the Bible.
In Shakespeare’s play Venus and Adonis, “Like a red morn that ever yet betokened, Wreck to the seaman, tempest to the field. Sorrow to the shepherds, woe unto the birds, Gusts and foul flaws to herdmen and to herds.”
In the Bible (Matthew XVI: 2-3,) Jesus said, “When in evening, ye say, it will be fair weather: For the sky is red. And in the morning, it will be foul weather today; for the sky is red and lowering.”
Weather lore has been around since people have needed to predict the weather. Several agencies (NOAA Earth Systems Research Laboratory, Earth Observatory at NASA, and University of Wisconsin-Madison) have studied the science behind this piece of weather lore.
According to the Library of Congress, “When we see a red sky at night, this means that the setting sun is sending its light through a high concentration of dust particles. This usually indicates high pressure and stable air coming in from the west. Basically, good weather will follow.
A red sunrise can mean that a high-pressure system (good weather) has already passed, thus indicating that a storm system (low pressure) may be moving to the east. A morning sky that is deep, fiery red can indicate that there is high water content in the atmosphere. So, rain could be on its way.”
The beautiful sunrise + the NOAA weather report caused people to believe that we might be in for a weather change.
Looks like rain is coming! Batten down the hatches!
Rain clouds in the distance.
After a morning of surveying closer to shore, the launch came home to roost just in case of bad weather.
Right before the rain hit, I saw a monarch butterfly off the stern of the ship. We were about 5 miles from land. (Full disclosure – I did not take this picture.)
Heavy rain, wind, lightning, and higher waves. Weather decks were secured. This meant that no one could go outside until further notice.
The ship’s whistle is sounded one prolonged signal (4-6 seconds) every 2 minutes indicating that we are in an area of reduced visibility.
For the Little Dawgs . . . (Part 1)
Q: Where is Dewey? Hint: Only a very important person on board is allowed to sit in this chair.
Dewey, have you gotten permission to sit there?
A: Dewey is sitting in the captain’s (Commanding Officer’s) chair in the Bridge. CO Jaskoski gave Dewey permission to sit in the chair . . . just this once because he is so cute.
Dewey chill’n out in the CO’s chair
For the Little Dawgs . . . (Part 2)
Q: Where is Dewey? Hint: This is used by the helmsman to drive the ship.
Hang on Dewey! I am afraid that you are too short to do the work of a helmsman.
A: Dewey is sitting on the wheel in the Bridge. Yes, I am afraid that he is too short to do his job.
Watch out all who are in front of the bow! Dewey is trying to drive the ship.
Human-Interest Poll (HIP)
Other = writing letters, napping, or planning future vacations
Questions from students:
Casey M. asked, “Have you found anything shipwrecks yet?”
LG – Whether we have found something or not, I must respond the same way. It is classified information. I am not allowed to tell you whether we have or have not found anything until I am given permission to do so. Thank you for your curiosity.
Evelyn A. asked, “Have you seen anything that you haven’t seen before on Lake Erie. Also, what is the deepest spot you have seen so far?
LG: During this leg of the survey the deepest we have measured is 28 meters (~ 92 feet) deep. I asked one of my shipmates and she said the deepest she has measured is 999.8 meters (3280 ft or over 1000 yards) deep. That’s deeper than 10 football fields!
I’ve had many new experiences and have seen lots of new things on this voyage. The one that stands out for me is that we found a shipwreck. I cannot tell you where we found it – that’s confidential. It was about 70 meters (230 feet) long – a little shorter than a football field. It looked as if it had been there for a long time.
Gretta S. asked, “Do you ever miss being on land or miss your neighbors (Wink, wink)? How was the movie night? How tall is the ship? Have the waves ever gotten so high you could feel the sea spray on the deck? Have you seen both vertebrates and invertebrates?”
LG: Yes, I miss my family, cats, and neighbors, however, this is a voyage of a lifetime! The movie night was great. I didn’t stay up to watch the whole movie – bedtime called. The ship from “keel to wind birds” is about 100 feet. Yes, the waves have gotten high enough to wash up on to the main deck – especially during a turn. I’ve seen a lot of insects (invertebrates) but few vertebrates unless you count my fellow shipmates and some seagulls!
Josie S. asked, “What is your favorite meal on the ship so far? How do you like sleeping on the top bunk in your room on the ship? Did you see any fish in the lake? Are you allowed to have electronics on the ship? I liked the picture of you and Dewey on the ship!!!! You look happy!”
LG: My favorite meal so far has been prime rib and sweet potatoes. I like sleeping on the top bunk because I have a porthole. My bed is very comfy, and my roommate is nice. I have not seen any fish in the lake; however, we see a lot of seafood in the mess hall (examples: crab legs, cod, grouper, shrimp, oysters, and salmon). Yes, we are allowed to have electronics on the ship. I have my cell phone, computer, a small camera for videos, and voice recorder. We use a lot of technology! I am happy! This has been a wonderful learning experience in so many ways. I cannot wait to share this experience with my students when I return to Dalton. (P.S. I will give Dewey a hug for you.)
Janie S. said, “We were at Kelleys Island last weekend! When we were there, we saw Canada with our binoculars! Could you see Canada? What other foods did you have on the Thomas Jefferson ship? The deepest lake out of the great lakes would be Lake Superior. And the shallowest lakes out of the great lakes would be Lake St. Clair and Lake Erie.”
LG: That is very cool that you got the chance to go to Kelleys Island and see Canada. During the day, we cannot see Canada from where we are surveying. The Operations Officer in Training told me that if you go on the bridge at night, you can see radio towers and lights from the windmills in Canada. We are approximately 19 nautical miles (about 22 statute miles) from the nearest point of land in Canada which is Long Point National Wildlife Area in Norfolk County, Ontario. We stay mostly 4 to 8 nautical miles north of Presque Isle, PA. This link will give you all sorts of information about the depths of the Great Lakes. Did you know that Lake Superior is eight times deeper than Lake Erie! As for the part of your questions about what other foods we have on TJ – I decided just to include a panoramic picture of one of our snack shelves. Just suffice it to say that we are very well fed!
A panoramic view of just one of the snack shelves!
Keep those emailed questions coming! I love your questions! Contact me at lgrimm@daltonlocal.org. Be sure to sign your message with your first and last name. Farewell for now!
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