Data from the Bridge Greenwich Mean Time (GMT): 11:44PM Latitude: 043° 33.456’ N Longitude: 070° 38.739’ W Doppler Wind Speed: 17.4 knots (kt) True Wind Speed: 14.06 knots (kt) Wave Height: 5’ Air Temperature: 9.44°C/49°F Wet Bulb Temperature: 7.9°C/46.2°F Bottom Depth: 168 m Sky: Clear
For this post, I tried to step aside from my biologist bias (it was an insightful challenge) and highlight the technical aspects of running an ecosystem science operation. I have provided numerous links to illustrate the path to various careers and future research being conducted with NOAA.
Here comes 2028
Last Buoy
Deploying the last buoy with my Shipmate Ave Cieplinski
Global drifter buoy #3, a.k.a. LaMonster, for those of the class of 2028 taking my course and ready to learn all about our planet and ocean! We are now in the Gulf of Maine after making our way through Georges Bank, where this drifter was deployed at 40°14.560’N 067°39.008’W on the southernmost station of this region.
The Gulf of Maine is a semi-enclosed sea bordered by Massachusetts, New Hampshire, Maine, New Brunswick and Nova Scotia. Beneath the surface, Georges Bank helps shape currents and separates the Gulf from the Atlantic south of Cape Cod. Just beyond this boundary, the cold Labrador Current and warm Gulf Stream meet. Inside the Gulf, coastal geography redirects these waters, forming a gyre that pushes cold water southward.
What I find most intriguing is how this balance is shifting; the Labrador Current now carries more freshwater from melting ice, while the Gulf Stream is moving north. These changes matter; many marine species depend on specific temperature ranges, so even small shifts in currents can reshape entire ecosystems. I chose to deploy at this location so that my students will hopefully see the data pattern showing how quickly the drifter moves into the Gulf Stream.
A global drifting buoy, or drifter, is an instrument designed to measure sea surface temperature along with variables such as atmospheric pressure, wind, wave height, and salinity. As these buoys move naturally with ocean currents, onboard sensors collect data and transmit it to satellites, allowing scientists to track their positions over time and map ocean circulation patterns. These drifters provide essential data to validate satellitedata and improve forecasts. A critical feature of each drifter is its drogue, or sea anchor, which extends about 20 meters (65 feet) below the surface. Connected by a long tether, the drogue ensures the drifter follows ocean currents rather than being pushed by wind: without it, the instrument would drift like a lightweight object at the surface.
Through our participation in the Adopt a Drifter program, this technology becomes tangible for students. They can follow real drifters and analyze authentic data in near real time; in this way, they’re actively engaging with live information and thinking like scientists as they interpret it. I cannot wait for students to discover the origin story next year! At the time of writing this post, the LaMonster had made its way across a degree of longitude in only a few days.
The data generated by these drifters are compiled into a comprehensive dataset providing hourly estimates of sea surface temperature and ocean currents. The buoys last around 400 days but scientists are already trying to improve the power capability, read here. Managed and quality-controlled by NOAA’s Drifter Data Assembly Center (DAC) at the Atlantic Oceanographic and Meteorological Laboratory (AOML), the dataset ensures accuracy and consistency. Rich metadata, such as deployment details, drogue status, drifter type, and identification information, further supports meaningful analysis and real-world scientific investigation such as used here.
Methodology& Careers
(1) Nick Vang, Survey Tech, in front of the continuous flow water system. (2) Computer view of the multi-beam sonar data. (3) Styrofoam cup before and after placement, along with the CTD at depths to illustrate the pressure. (4) Single beam sonar output viewed as the CTD and bongos are deployed. (5) Nick demonstrates the software needed to run and interpret the numerous radars on board.
Meet Nick Vang, a survey tech with NOAA currently serving as an augmenter, a role in which he not only runs operations in the acoustics lab but also coordinates with the science team, deck crew and bridge to ensure the execution of the mission runs smoothly. I just love that title “augmenter” and have decided to use it next in lieu of “teacher” ( I’m kind of joking, but not really; I probably will work it in at some point). This is because we know that, as teachers, we are not just running operations in one particular room on one particular day, but rather focusing on the bigger picture of the whole school year as our mission.
In the acoustics lab, the EM2040 is a high-resolution scientific multibeam sonar system used to collect detailed data from both the water column and the ocean floor. In simple terms, the system works by sending out a cone-shaped sound wave, often called a “ping”, toward the seafloor down to 300 meters. This sound reflects off the ocean bottom and returns to the ship, allowing onboard computers to calculate the distance traveled. From this information, a map of the seafloor begins to take shape.
The survey tech team refines the raw data by correcting factors such as tides, sound speed and vessel offset, ensuring the measurements align accurately. The techs go through a training program when hired that is specific to using the software used by NOAA ships. One area in which software has advanced is its ability to read any “noise” that is not the actual bottom and compute the depth accurately. The processed data is then transformed into a bathymetric model, a detailed representation of the seafloor, which is used to precisely determine optimal station locations.
(1) The rotary vane hydraulic steering gear that controls the bow thruster. (2) Pumps for the RO (Reverse Osmosis) system. (3) An emergency fire station. (4) Chief Engineer Adam Butters leading the tour. (5) One of 4 diesel engines aboard NOAA Ship Pisces.
The Pisces operates as a diesel-electric vessel, similar in concept to a hybrid car, thereby reducing emissions and supporting NOAA’s goal of achieving net-zero emissions by 2050. The vessel is also equipped with a bow thruster, which is especially useful when holding position. This system works with the dynamic positioning system to keep Pisces precisely in place, counteracting currents and eliminating drift.
We took a tour of the engine room and Chief Engineer Adam Butters guided us through some of the key systems that keep the ship running. The engines and equipment were impressive, and it was clear that the engineering team put in a lot of work to make our mission possible. The engine room was very loud and hot; we wore earplugs for protection, but I could not hear myself think. We started at the water maker unit, which uses reverse osmosis (RO), which turns ocean water into fresh water for drinking, cooking and bathing. Fun fact: this removes all the minerals from the water, so I added an electrolyte mix to my water bottle each day.
Next, he showed us the systems that support the lab. He pointed out the refrigeration system that keeps chlorophyll samples frozen at -80°C. It was interesting to see the equipment that powers everything behind the scenes. The ship’s electrical system is also complex, producing 600 volts of electricity, which is stepped down to power large machines and even further for everyday outlets like the ones in our rooms. In addition, we saw a centrifuge that cleans diesel fuel by separating impurities and water using specific gravity.
(1 ) CO demonstrates use of a sextant. (2) ENS Keene-Connole supervising. (3) CO supervising. (4) Mrs. LaMonte, XO Pestone, Lt Urquhart, CO Sinquefield and Lt Zoller. (5) Lt Zoller. (6) Original Rolls-Royce equipment. (7) CO Sinquefield and Lt Zoller explaining sample station positioning
For me, it was an honor to chat with the commissioned NOAA officers aboard for this survey. My visit to the Bridge included a demonstration of the sextant lesson CO plans to teach as the ship makes its next sail to the Canary Islands, instructions for some of the basics in driving the ship and an explanation of how to read the ship’s navigational screen during sample station deployments.
I’ve learned that the NOAA Commissioned Officer Corps (NOAA Corps) is one of the nation’s eight uniformed services and its officers play a key role in carrying out NOAA’s mission. With a relatively small group, about 360 officers, they support a wide range of scientific and operational programs both at sea and in the air.
While some officers earn a 4-year STEM-based degree, others attend maritime colleges that offer personalized education with career-ready placements. After being selected, officer candidates train at the NOAA Corps Training Center at the U.S. Coast Guard Academy before being commissioned as ensigns. From there, many begin their careers at sea, with about 80 percent of officers serving aboard NOAA ships at some point.
What stood out to me most is the variety in their careers. Officers rotate between sea, aviation, and land assignments every few years, building experience in different roles while supporting NOAA’s work from multiple angles.
Personal Log
First Light Timelapse
I continue to be absolutely amazed at the first light of each day. Each morning, I determine the travel orientation of this ship and which deck, bow or stern, port or starboard, I should visit for the best view.
A very nutritious breakfast
And the food in the galley continues to be excellent, I had a chance to chat with both cooks (Mike x2) and they both absolutely are very appreciated by the crew. Mealtimes on the ship are special, as nearly everyone stops their tasks for a welcome break and nourishment. Several times, the bridge would announce over the radio that they were holding the start of the station until after mealtime.
My students are familiar with Marine Protected Areas (MPAs) as I open the year by teaching about them, that while the world has ONE ocean, I highlight the importance of designating our oceans as distinct sections. The MPA distinction allows students to jump right in, looking at some of the charismatic marine fauna and learning what it means to be a stakeholder. Below is a map of the MPAs located within our national waters and an overview of Stellwagen Bank, a sanctuary where we conducted some of our samplings.
The nutrient-rich waters of Stellwagen Bank have long made it a cornerstone of New England’s maritime story, supporting productive fisheries and returning whales, making it a whale-watching destination. This is where I was able to witness mother-calf pairs forage and learn with security and protection. This ecological vibrancy highlights the power of marine protected areas to sustain both wildlife and human use. Within federal waters, the 842-square-mile sanctuary stretches from south of Cape Ann to north of Cape Cod and is New England’s only national marine sanctuary.
Latitude: 48° 25.012′ N
Longitude: 122° 44.039′ W
Sea Wave Height: 1-3 feet
Wind Speed: 10-20 knots
Wind Direction: NE
Visibility: 14.1 km
Air Temperature: 14oC
Sky: Scattered Clouds
Science and Technology Log
As NOAA Ship Fairweather began its northward journey through the Inward Passage, I took advantage of a few days at sea to conduct interviews with crew from each of the various departments onboard: deck crew, engineers, officers, stewards, and survey technicians. Through the interview process I realized just how much goes in to making Fairweather successful. Two themes arose again and again in conversations: First, the crew of the Fairweather loves what they do — the crew’s commitment and passion for being at sea was unanimous. . .and contagious. Second, Fairweather is family.
Enjoy the five interviews below, the first of which is with a Edward Devotion School alum. . .
An Interview with AB Carl Coonce, Fairweather Deck Crew & Devotion School Alum (1971-1974)
AB Carl Coonce at the Helm
AB Carl Coonce & Devotion School Alum on Fairweather’s Bridge
Q: What is your role aboard NOAA Ship Fairweather?
A: I’m an able-bodied seaman or AB. My permanent job is to take care of the ship. Some duties include maintaining the ship’s cleanliness, ensuring the security of the vessel, and steering the ship.
Q: Why is your work important?
A: Without AB’s, the ship can’t be driven. AB’s also maintain the security of the ship and watch out for the safety of the ship’s personnel. AB’s work on the upkeep of the ship’s inside and outside condition, checking to prevent rust and other damage. The AB’s ready the equipment for different missions and load and unload equipment, too. Finally, the AB’s help with the officers’ work, with surveying, and with engineering.
Q: What do you enjoy the most about your work?
A: I love being at sea. I love being able to see different sunrises and sunsets every day. I see things most people only see on TV or in pictures. For example, I’ve seen two rainbows cross before at sea. Sometimes rainbows are so close when you are at sea that you can almost reach out and touch them. Every day at sea is a new adventure.
Q: Where do you do most of your work?
A: I mostly work as a helmsman (driver) up on the bridge (which is like the front seat of the car/ship). A helmsman is the person who drives the ship. A helmsman keeps watch, looking for any potential dangers such as things floating in the water, other ships, and certain parts of land (such as sand bridges). Another important part of my job is to understand how to read maps and use all of the radar and other navigational equipment up on the bridge.
Q: What tool do you use in your work that you could not live without?
A: Sleep!
Q: When did you know you wanted to pursue an ocean career?
A: I always wanted to come to sea because my father was a sailor. I took a different route for a long time, but about 15 years ago I started my ocean career. I guess it was in my blood. It was hard to get started because I knew nothing about ships and what was required in the beginning. I went online and researched shipping companies and sent my resume out to a few hundred companies. I received a call from NOAA and began my sea career in Woods Hole, Massachusetts on a fishing vessel, NOAA Ship Albatross. By the way, Albatross is actually where the NOAA Teachers at Sea Program started.
Q: What part of your job with NOAA did you least expect to be doing?
A: I didn’t expect to be around the same people 24/7. You are always with the people with whom you work and your boss. Eventually, though, it becomes like a family.
Q: How do you help wider audiences to understand and appreciate NOAA science?
A: I would tell other people that NOAA is a wonderful job for people interested in going to sea. When you start off, you can go out to sea for a few weeks at a time. With NOAA, you have a chance to see and do things that you don’t get to do on commercial boats. You also are able to see new parts of the country. I’ve seen the east and west cost. The benefits are outstanding. Aside from traveling, I also have three months of vacation each year, something I would probably not have with a desk job, even after many years.
Q: How did you become interested in communicating about science?
A: When I was on the east coast, I was on NOAA Ship Henry Bigelow out of Newport, Rhode Island. A group of scientists came onboard, and we sailed up by Newfoundland. We sent a special net nearly three miles down into the ocean. The most memorable thing was catching a fish that was about 2.5 feet long, incredibly white, paper thin, and had bright red fins. The scientists told me that this fish only lives two miles down. Experiences like this are once in a lifetime. That was one of the most exciting and memorable trips I’ve had with NOAA.
Q: What advice would you give a young person exploring ocean or science career options?
A: Don’t take the sea for granted. There is a mystery for the sea. We know more about the moon than we do about the oceans. There is so much to learn at sea. Even after fifteen years at sea, there is so much more to learn about the ocean. It is never the same. There is always something new to see. I’m still amazed by some of the things I’ve seen at sea, even if I’ve seen them over and over again. For example, hearing the sound of the glaciers hitting the water is unforgettable. Seeing the different colors of the ocean, you realize there is so much more than green and blue. Once you think you’ve learned it all, the ocean changes again on you.
Q: What do you think you would be doing if you were not working for NOAA?
A: I’d probably be back in Boston working as a chef. I went to school for culinary arts, but I think I’d be miserable if I wasn’t at sea.
Q: Do you have an outside hobby?
A: When I’m home, I like to work in my backyard. I like to work on my garden. I also like to work out.
Q: What is your favorite memory as a student at the Edward Devotion School?
A: I loved growing up in Brookline. It was a wonderful town to grow up in. I really feel now that being a kid at Devotion School was one of the happiest parts of my life. There is so much history at the Devotion School. Even after having traveled all around the country with NOAA, I love going back home to Boston and Brookline. Boston and Brookline are my favorite places. I still keep in touch with five of my friends from school in Brookline. We’ve been hanging out together for over thirty years. My friendships from grade school and later at Brookline High are still tremendously important to me today.
An Interview with HST Bekah Gossett, Fairweather Hydrographic Survey Technician
HST Bekah Gossett
The View from the Plot Room
One of HST Gosset’s Projects from Last Season: Notice the Green Plot Lines and Surrounding Glaciers
A Finished Sheet from Last Season: Notice the Contrasting Depths (69 fathoms on a Previous Chart v. 94 fathoms Based on Sonar Data)
Comparing Updated Charts with an Outdated One (Green Represents Data Matched, Blue/Red Show One Data Set is Deeper/Shallower than the Other)
Q: What is your role aboard NOAA Ship Fairweather?
A: My role on the ship is to acquire and process data that gives us information about the depth of the seafloor.
Q: Why is your work (or research) important?
A: This work is important because it contributes to updating and creating charts (maps) that are navigationally significant for US mariners to keep them safe and to support them economically. And, it’s cool!
Q: What do you enjoy the most about your work?
A: I really like working on the small boats (the launches) and working in Alaskan waters is great. It is a really open and good learning environment for this field of work. I have learned a whole lot in just a year and a half. This goes beyond hydrography. I’ve learned a lot about others and myself and about working with people.
Q: Where do you do most of your work?
A: I do most of my work in the plot room and on the launches. During the field season, we’re on the launches almost every day. The plot room is the data processing room where there are lots of computers. It is adjacent to the bridge, the central and most important location on the ship.
Q: What tool do you use in your work that you could not live without?
A: A computer!
Q: If you could invent any tool to make your work more efficient and cost were no object, what would it be and why?
A: I would create something with lidar (lasers) or a super sonar. Lidar is used on planes or drones to scan and provide data back. Lidar on launches would help us get data quicker.
Q: When did you know you wanted to pursue an ocean career?
A: I studied art in school, but then I switched to science. I’ve always liked ocean sciences. I decided to pursue an ocean career when I was 19.
Q: What part of your job with NOAA did you least expect to be doing?
A: I run the ship store, which is never something I expected to be doing. The ship stores sells snacks, candy, soda, and ship swag for the crew to keep morale high.
Q: How do you help wider audiences to understand and appreciate NOAA science?
A: I usually explain the ship’s mission as updating and correcting nautical charts. Sometimes we have different projects. Last year, for example, we were searching for a ship that sunk in Alaska in February 2017. We found it!
Q: How did you become interested in communicating about science?
A: When I was in college studying geology, I realized exactly how important it is to communicate science, because there is a lot of knowledge there that we can all learn from and use.
Q: What advice would you give a young person exploring ocean or science career options?
A: There are a lot of different things one can do. There are many different degrees from engineering, to environmental science, to biology. You can study ocean science, but you don’t have to. Any science can be applied in the ocean. It is not just science. You can learn about many different careers in oceans. Engineers and deck crew are great fields to pursue. You could also be a steward and travel a lot.
Q: What do you think you would be doing if you were not working for NOAA?
A: I would probably be working for an environmental agency, but I would probably not be very happy. I might be at home with my dog.
Q: Do you have an outside hobby?
A: I like to paint. I also have a ukulele. I also love to read.
An Interview with EU Tommy Meissner, Fairweather Engineer
EU Tommy Meissner Hard at Work in Fairweather’s Boat Shop
First Assignment: In the Navy, Onboard the USS Forrestal, The World’s First Supercarrier at 1,060 Feet Long in 1990
EU Tommy Meissner: An Engineer & His Electric Guitar
Q:What is your role aboard NOAA Ship Fairweather?
A: I’m a utility engineer. I stand watch on the main engines and check all of the propulsion equipment. I do maintenance on the small boats. I work on air conditioning, refrigeration, heating, etc. I am jack-of-all-trades.
Q:Why is your work (or research) important?
A: There is always something too hot or too cold, something leaking or blocked. There is always too much of something or not enough of something else. That is really the challenge of the job.
Q:What do you enjoy the most about your work?
A: The travel aspect is the best thing about my job. I can go anywhere in the world I want to go, whenever I want to go. The oil field in Mexico is opening back up, and so now there is lots of work available.
From a work aspect, it is challenging to understand why a piece of equipment isn’t working. Fixing the engines. . .or anything really. . . is all about following a process, working methodically. It feels good to be able to fix the boat and keep it in the water.
Q:Where do you do most of your work?
A: I do most of my work in the boat shop on the small boats on E-Deck. That’s where all the maintenance is performed while the launches are in the davits (the machines that put the boats in the water). When underway, I spend eight hours a day in the machine room, but when in port I work mostly in the boat shop. Eight hours a day, four hours a watch. In addition to the two watches, I usually do at least two hours of overtime a day. During a watch, I walk around, checking all the machines, pumps, generators, boilers, air conditioners, fridge, freezer, etc.
Q:What tool do you use in your work that you could not live without?
A: The first thing I always grab is a pipe wrench. It is always good to have one nearby. A pipe wrench is a tool that we use to take apart plumbing and to loosen and tighten any connections. I am pretty well known on this boat for unclogging restrooms and showers.
Q:If you could invent any tool to make your work more efficient and cost were no object, what would it be and why?
A: I would want a third hand! There is always a time when you need another person. It would be helpful to have one more hand to do work more efficiently. There are lots of times when I can’t reach or need that extra hand.
Q:When did you know you wanted to pursue an ocean career?
A: I’ve been sailing since 1990. I joined the Navy in 1989. All my life I’ve liked being around boats and on the water. Even though I lived around the water when I was little, I never had the opportunity to go to sea, so it was something I dreamed about for when I was older. Living in Fort Lauderdale, I saw the Navy come through and watched all the ships. I thought it would be cool.
Q:What part of your job with NOAA did you least expect to be doing?
A: I had no idea where I would be going when I joined NOAA. Before I said yes to the job, they gave me the choice to go on the Fairweather or the Rainier. Initially, I wondered about Alaska. Nome, Alaska is as far away from home for me as Dubai. I had never been so far west. Alaska has been great, though.
Q:How do you help wider audiences to understand and appreciate NOAA science?
A: Everyone I talk to doesn’t seem to know what NOAA is. NOAA has various missions, mapping the bottom of the ocean, studying coral reefs, fish ecology (understanding how many tuna are in the middle of the Gulf of Mexico and what species of fish are on the reef off North Carolina). I don’t think people know enough about NOAA.
Q:What recommendations do you have for a young person interested in pursuing an ocean career?
A: I would study oceanography and math and science if you want to go to sea. Decide what type of career you would like; there are so many options at sea.
Q:What do you think you would be doing if you were not working for NOAA?
A: If I wasn’t working for NOAA, I would go back to South Carolina and work in building or construction. I prefer NOAA!
Q: Do you have an outside hobby?
I play guitar and teach guitar. I was always a metal head.
An Interview with 2C Carrie Mortell, Fairweather Steward
2C Carrie Mortell Serving a Delicious Meal in Fairweather’s Galley
Q: What is your role aboard NOAA Ship Fairweather?
A: I work in the galley (kitchen), which is very, very busy. It is kind of like the heart of the ship. We work to feed everyone, make sure everything is kept clean, etc. There is a lot to do! We work twelve hours everyday. Many people think the galley is just cooking, but there is a lot more to the galley such as keeping track of massive amounts of stores (supplies), keeping everything fresh, and more.
Q: Why is your work (or research) important?
A: Keeping the mess deck (dining area) clean and keeping people happy and healthy with good meals is key. We boost morale. People look forward to sitting down and having a good meal at sea. We try to take peoples’ requests and keep the crew satisfied.
Q: What do you enjoy the most about your work?
A: I love being at sea. I love to cook. I like to see people happy and satisfied. I always try to keep upbeat. We all have to live together, so it is important to keep morale up. We’re like a big family at sea.
Q: Where do you do most of your work?
A: I spend most of my day in the galley. All of the stewards cook. We rotate every week. One week, one cook is in the galley, and then we switch into the scullery (where dishes are cleaned).
Q: What tool do you use in your work that you could not live without?
A: My hands!
Q: If you could invent any tool to make your work more efficient and cost were no object, what would it be and why?
A: Another pair of arms to help cook. It is really, really busy in the galley!
Q: When did you know you wanted to pursue an ocean career?
A: Well, I used to commercial fish. I have always loved being on the ocean. I grew up around fishing people. When I was little, I always wanted to live in a lighthouse. I also like being able to go to different places. It is exciting to always get to travel when at sea. I loved the French Polynesian Islands, where I traveled with NOAA. I worked out of Hawaii for about eight years, so I spent a lot of time sailing around the Pacific, visiting Guam, Sonoma, the Marshall Islands, and crossing the equator several times. On the East Coast, I enjoyed sailing Puerto Rico and the Caribbean. I also love Alaska, so sailing on Fairweather is great! Eventually, I want to move back to Alaska.
Q: What part of your job with NOAA did you least expect to be doing?
A: I really love cooking, which is what I get to do everyday. I feel really passionate about my job. There isn’t anything I didn’t expect. You do have to really like what you do, though, at sea.
Q: How do you help wider audiences to understand and appreciate NOAA science?
A: All the ships do different missions. NOAA Ship Fairweather, for instance does mapping. Another NOAA ship I worked on put out buoys for tsunamis. NOAA helps keep oceans clean. NOAA also works with fisheries and brings many scientists out to sea to study the population of our oceans. NOAA even has gone on rescue missions for aircraft and other ships in distress.
Q: What advice would you give a young person exploring ocean or science career options?
A: First, you should love the sea. It is hard sometimes if you have a family. Sometimes you miss out on important events, but if you pick a ship in the right area, you can see your family more often. Sometimes, NOAA isn’t what people expect. It is really hard work, but I love it. There are lots of different departments and jobs on the ship though, so it is possible to find something you love.
Q: What do you think you would be doing if you were not working for NOAA?
A: I definitely would be working in culinary arts somewhere.
Q: Do you have an outside hobby?
A: I love to write, paint, draw, crochet, and read. I’ve always dreamed of writing children’s books. I used to tell my children stories, especially scary ones which they loved.
An Interview with ENS Linda Junge, Fairweather Junior Officer
ENS Linda Junge on the Bridge
ENS Linda Junge Leading a Navigation Briefing, Explaining Fairweather’s Course for the Inside Passage
Q: What is your role aboard NOAA Ship Fairweather?
A: I’m a junior officer (JO).
Q: What’s the process for becoming a JO?
A: The process to apply to become a JO is much like applying to graduate school. You write essays, get three to five letters of recommendation, fill out the application, and have an interview. You need a BS in a field relating to NOAA’s mission, which can be pretty much any math or science field (geology, physics, calculus, engineering, biology, environmental sciences, etc.). Then you attend BOTC (Basic Officer Training Class), which is held at the Coast Guard Academy along with their officer candidate school. Another way to become a JO is to transfer in if you were formerly enlisted. BOTC for JO’s lasts five months, and we have lots of navigation classes.
Q: Why is your work (or research) important?
A: NOAA Ships have three main categories: oceanography, hydrography, and fisheries. The major job of JO’s on ships is driving, we’re like bus drivers for science. When we are underway, 50% of my work is navigation, driving the ship, and deck stuff. 30% is collateral duties, extra administrative things to make the ship run such as thinking about environmental compliance and working as a medical officer. 20% (which can fluctuate) is focused on hydrographic survey, driving small boats or helping with survey sheets, managing an area, collecting data, and being sure data is processed on time.
Q: What do you enjoy the most about your work?
A: I really enjoy knowing that I’m keeping people safe while they are sleeping. I really enjoy traveling. I really enjoy the sense of family that comes from living on a ship.
Q: Where do you do most of your work?
A: All of the navigation is done from the bridge. The rest of the work is desk work. Any ship needs lots of administrative work to make it run. It’s like a space ship, a hotel, a restaurant, a family. To make all of those things run you need cooks, plumbers, etc., you need a lots of admin. It is like a government-run hotel. There is lots of compliance to think about. It’s a JO’s job to make sure everything is done correctly and all is well taken care of because it is paid for and continues to be paid for by tax payers. Everyone who serves aboard a ship has documented time of when you have been on the ship, sea-service letters. A commercial ship may have human resources (HR), and yeomen (arranges paperwork for travel, keep everything supplied and running, stocked, etc.), pursers (who manage money and billable hours), but all of these tasks are done by JO’s on Fairweather.
Q: What tool do you use in your work that you could not live without?
A: Red lights. At night, it is dark on the bridge. We can’t destroy our night-vision, so we use red lights, which are gentle on the eyes and don’t affect one’s night vision. It’s important to be able to see the charts as well as to maintain night vision while keeping watch.
Q: If you could invent any tool to make your work more efficient and cost were no object, what would it be and why?
A: I would hire someone to be the yeomen to make sure we never ran out of pens, always had travel vouchers, made sure copiers ran, and helped with all the other random jobs.
Q: When did you know you wanted to pursue an ocean career?
A: Before I did this, I was a fisheries observer. I was a biologist who went out to sea. I always loved standing on the bridge and hearing the stories. I loved not commuting, not having to go to the office. I loved casting out to sea, working hard, and then, pulling in, tying up, and feeling a huge sigh of relief that the crew worked hard and arrived safely back in port. It stuck with me, I enjoyed that, and I decided to pursue a career with NOAA.
Q: What part of your job with NOAA did you least expect to be doing?
A: All the administrative stuff!
Q: How do you help wider audiences to understand and appreciate NOAA science?
A: NOAA is everywhere, and sometimes people don’t appreciate that. NOAA produces weather reports and regulates fisheries in Alaska, where I’m from. NOAA could do a better job of advertising to the public its many pursuits.
Q: What advice would you give a young person exploring ocean or science career options?
A: There are many cool internships on research vessels. The commercial sector will always take people looking for adventure. If you don’t make a career of it, that’s fine. At the worst, you learn something new about yourself while having a really cool experience. That is not such a bad thing. I highly recommend giving an ocean job a try.
Q: What do you think you would be doing if you were not working for NOAA?
A: I would probably be in grad school. I would study city planning.
Q: Do you have an outside hobby?
A: I like walking. I like being in the woods.
Personal Log
While most of the crew spends days working on the bridge (navigation), the plot room (data analysis), in the galley (preparing meals), or in the engine room/boat shop (keeping everything running smoothly), there are a lot of other areas on the ship that help make Fairweather feel more like home. Below are some pictures of such key places:
The Ship’s Gym Next to the Engine Room
The Ship’s Movie Theater. Some Nights the Crew Gathers to Watch Films Together or Play Games.
The Ship’s Library – Lots of Science Fiction and Suspense!
The Ship’s Mailroom – Mail is Sent to Each Port; One of the Many Things to Look Forward to in a New Destination.
The Ship’s Conference Room Where Navigation Briefings and Safety Meetings Are Held
The Ship’s Laundry Room
The Ship’s Store – Candy & Snacks – Treasures at Sea
The Ship’s Store – Swag
A Berth (or Living Space) on the Ship Shared by Two Members of the Crew. Note the Bunk Beds & Curtains. The Crew Works Various Shifts 24/7.
Did You Know?
There is a lot of lingo aboard! Here are some terms helpful to know for navigating a ship:
Aft: towards the back of the ship
Bow: the front of the ship
Bridge: the navigation or control room at the front/top part of the ship
Deck: a floor/level on a ship
Flying Bridge: the top-most deck of the ship that provides unobstructed views
Fantail: area towards the back of the ship
Galley: the ship’s kitchen
Hands: a popular way to refer to the crew or people working aboard the ship
Head: the bathroom on a ship
Helm: the “steering wheel” of the ship
Hull: the outside sides/bottom of the vessels
Mess: dining area on the ship
Scullery: where dishes are washed
Starboard: to the right of the ship
Stores: the supplies kept in the hull that the crew will need while away at sea for a long time
Stern: the back of the boat
Port: to the left of the ship
Challenge Question #3: Devotion 7th Graders – Create a scale drawing of your ideal research or fishing vessel! Be sure to include key areas, such as those shown above. Remember that your crew will need space to eat, sleep, navigate, research, work, and relax. At a minimum, include the plan for at least one deck (or floor). Include your scale factor, show conversions and calculations, and label each area using some of the vocabulary included above. Needs some ideas? Check out this link to NOAA’s Marine Vessels for some inspiration.
Weather Data is not available for this post because I am writing from the Biloxi/Gulfport Airport.
WHO WORKS ON NOAA SHIP OREGON II? (Part 1)
In the last few days I have had the opportunity to become better acquainted with some of the great people aboard the OREGON II. The variety of backgrounds and experiences provides richness to the culture we work in.
Firstly, there is our Commanding Officer, David Nelson. Upon meeting him when I came aboard I felt immediately welcomed by his warm, informal greeting, “Hi Teach.” His drawl gives him away as a life-long southerner. His friendliness and casual manner in conversation make it easy to see him as just one of the people who work here. BUT, make no mistake: Dave Nelson is a smart, perceptive, capable leader who understands ships and crews from the keel up.
CO Dave Nelson’s route to command has not been the typical college to NOAA Corp Officer track. He got where he is today by working through the ranks. After high school graduation he worked on commercial long-line and shrimp boats in the Gulf, gradually moving on to oil field supply boats. At some point he decided to look into marine work that offered worker benefits and more chance of vertical advancements. Dave had earned his card as an AB (Able Bodied Seaman) and been captain of fishing boats. He hired on as a Skilled Fisherman at NOAA and began a new phase of his career. His skills set matched the needs of NOAA well enough that he moved from deck hand to deck boss to 3rd, then 2nd officer and in 1998 he got his First Mate’s papers and became part of the wheel team.
Advancement at that point began to require more formal training and certification. He had had to invest 700 days at sea with NOAA to get that first license. The big prize became the Master rank requiring an additional 1000 days at sea and rigorous formal testing. He headed to Seattle where he enrolled at Crawford Nautical School, lived aboard NOAA Ship RAINIER at Sand Point, and spent seven days a week for 10 weeks immersed in preparing to take tests for the Master rank. It was a proud day in 2003 when he called his family to report success.
Today, Dave is one of only two people in command of NOAA ships who are not NOAA Corps officers. He brings to his job a depth of knowledge that positions him well to understand the challenges and rewards at every level on his ship. He appreciates the continuity possible for him because he is not subject to the mandatory rotation of postings every 2 or 3 years as are members of the Corps. He has the first-hand experience to know where the rough spots may be and to address those proactively. I am not saying other ship’s Captains don’t have those same abilities, but CO Nelson has truly earned his position working from the bottom up.
Captain Dave Nelson on the bridge as we came into Gulfport, Mississippi
Executive Officer Lieutenant Commander Lecia Salerno, born in Halifax, PA, has loved the ocean for as long as she can remember, back to family vacations at Delaware beaches in her early childhood. She vividly recalls running joyfully into the water and being lifted high in the air by family members so the waves wouldn’t crash over her head! Later, a family visit to Sea World may have been the start of her fascination with marine mammals.
In her soft southern accent, no doubt developed during her undergraduate years in college at Myrtle Beach, SC, she tells of graduating with a degree in Marine Biology in 2001. She returned to Pennsylvania where she spent the summer as a volunteer at Hershey Park before moving on to Gulfport, MS, in 2002. There she trained sea lions which she remembers as uniquely intelligent and interesting to work with. Training dolphins: not so fun and that changed her attitude about working with captive animals. She began to see that type of work as a dead-end so she started looking at other options. That is when she discovered NOAA Corps. For her it seemed the perfect mix of military-style structure and science at sea.
Now, several years into her NOAA career, she views her role as being a “science facilitator.” Her daily work is with management of people and resources. She is mostly in an office and does not work in the science lab. Rather, she helps organize the support necessary to make the science at sea possible.
Lieutenant Reni Rydlewicz worked a lot of jobs in a lot of places before she became a NOAA Corps Officer. Raised in Milwaukee, Wisconsin, she attended the University of Wisconsin – Whitewater and graduated with a degree in Ecology Field Biology. An early goal of hers was a move to Alaska so after graduation she worked as a contracted observer on commercial fishing boats in the Bering Sea and Gulf of Alaska. NOAA Fisheries employs regional contractors all over the country so next she moved to Chincoteague, Virginia, where she also worked as an observer on fishing boats. Then, for a few years, she was back in Wisconsin conducting seasonal work for the state Department of Natural Resources collecting data on recreational catches on Lake Michigan including salmon and steelhead.
Eventually Reni moved to New Jersey to a position as a coordinator for the mid-Atlantic observer program, working hand in hand with the commercial fleets and managing biologists aboard the vessels to gather data for NOAA Fisheries. After a change in contractors a few years later, she again found herself in Virginia, this time working as a dockside monitor for recreational species.
By this time Reni had spent almost a decade as a contract worker on NOAA jobs. A retired NOAA Corp Captain in her local American Legion suggested that she apply to NOAA Corps based upon her experience. With that encouragement she met with a NOAA recruiter on a trip to Washington DC and has now been working on fisheries research ships as a NOAA Corps Officer for over seven years. She is currently the Operations Officer aboard NOAA Ship Oregon II. Reni has considered returning to college to earn an advanced degree, but juggling work and school can sometimes be a difficult process. She will soon be due to rotate to a land-based assignment for the next three years and is considering positions on the West Coast, continuing her work with NOAA Fisheries.
Reni’s advice to students is to take lots of science and math classes. Science is a broad subject and can be applied in many different ways to so look around and find what really captures your interest. Finding jobs in science fields can be very competitive so get as much education and experience as you can. A career in science can be one that you really love, but it likely will not ever make you rich. How do you decide what to study? “Well,” she says, “Think of something you want to know more about and then go to work finding answers to your own questions. Go with you interests!”
Ensign Brian Yannutz is another young person from the central part of the United States who has chosen marine science as a career. Raised in Colorado, he went to University of Hawaii with assistance from the NOAA Ernest F. Hollings Undergraduate Scholarship Program. He earned his degree and presented his work in Washington DC, then returned to Hawaii where he worked on a temporary job in the NOAA Marine Debris Program. In 2014 he applied to NOAA Corps and was graduated from the Coast Guard Academy in December 2014.
Brian’s first assignment is the OREGON II where he will be until December of this year. His land-based assignment will be as an Operations Officer at the Monterey Bay National Marine Sanctuary in California. His job there will have him working with schedules and boat maintenance. He will be the officer in charge of deployments on the two research boats stationed there, one a fisheries boat and the other a diving platform.
Outside of his work for NOAA, Brian is an enthusiastic runner. He ran cross country in school and since then has run marathons and ironman races. His advice to young people getting ready to find a career is to “follow your dreams and passions.” His have led him to a career in NOAA where he can travel, learn and grow with his job.
Ensign David Reymore can be described as the “renaissance man.” He grew up mostly on a small family ranch in Tonopah, NV. His high school years were spent rodeo riding: team roping, calf roping and saddle bronc riding. After high school he continued to enjoy rodeo as he worked as a farm mechanic rather than enter the family construction business. Eventually he enrolled at Embry Riddle Aeronautical University and earned a degree in aeronautical science. While in college he joined Air Force ROTC, but after a visit from a Navy ROTC recruiter, he switched to the Navy and earned a scholarship to Officer Candidate School. Dave remained in with the Navy, on active duty, and then as a civilian flight test engineer until 2008.
The next step was to enroll in premed training at University of West Virginia, but the demands of supporting his young and growing family made it more important to settle immediately into a job with benefits and advancement opportunities. For the next several years, after completing training, he worked as an engineer for Burlington Northern Santa Fe Railroad, running mainly between Vancouver, Tri-Cities, Wenatchee, and Seattle, WA.
Still eager to learn and grow, NOAA Corps caught his eye and he spent 5 months at the US Coast Guard Academy in officer corps training to become an Ensign in NOAA Corps. What’s next? Dave has his heart set on getting back in the air and has been accepted into training to join the NOAA Aviation team. Maybe he will be flying small planes that do aerial surveys of marine mammals, using helicopters, or even flying with the Hurricane Hunters. At this point, the sky is the limit.
Lieutenant Commander Lecia Salerno, Ensign Dave Reymore and Ensign Brian Yannutz
NOAA Teacher at Sea Kathleen Gibson Aboard NOAA Ship Oregon II July 25 – August 8, 2015
Mission: Shark Longline Survey Geographic Area of the Cruise: Atlantic Ocean off the Florida and Carolina Coast Date: Aug 4, 2015
Coordinates: LAT 3323.870N
LONG 07736.658 W
Great Hammerhead (Photo Credit: Ian Davenport)
Weather Data from the Bridge: Wind speed (knots): 28
Sea Temp (deg C): 29.2
Air Temp (deg C): 24.2
Early this morning the night shift caught and cradled a great hammerhead shark (Sphyrna mokarran). This is a first for this cruise leg. I’m sure that just saying “Hammerhead” conjures an image of a shark with an unusual head projection (cephalofoil), but did you know that there are at least 8 distinct Hammerhead species? Thus far in the cruise we have caught 4 scalloped hammerheads (Sphyrna lewini), one of which I was fortunate to tag.
Science and Technology Log
All eight species of hammerhead sharks have cephalofoils with differences noted in shape, size, and eye placement, to name a few. Research indicates that this structure acts as a hydrofoil or rudder, increasing the shark’s agility. In addition, the structure contains a high concentration of specialized electro sensory organs (Ampullae of Lorenzini) that help the shark detect electric signals of other organisms nearby. The eye placement at each end of the cephalofoil allows hammerhead sharks to have essentially a panoramic view with only a slight movement of their head – quite handy when hunting or avoiding other predators.
Great hammerheadsharks are highly migratory. They are found worldwide in tropical latitudes, and at various depths. There are no geographically Distinct Population Segments (DPS) identified. The great hammerhead, as its name implies, is the largest of the group and average size estimates of mature individuals varies between 10-14 ft in length with a weight approximately 500 lb.; the largest recorded was 20 ft in length. The one we caught was ll ft. in length.
Great Hammerhead Photo Credit: Ian Davenport
Great Hammerhead
As with most shark species, the numbers declined rapidly between 1975 and 1995 due to the fin fishing industry and focused sport fishing often fueled by fear and misinformation. One has to wonder what the average length was before that time.
Scalloped Hammerhead sharks are the most common hammerhead species. Their habitat overlaps that of the great hammerhead, though they are more often found in slightly shallower waters. In contrast to the great hammerhead, scalloped hammerheads are only semi-migratory, and scientists have identified Distinct Population Segments around the world. This is important information when evaluating population size and determining which groups, if any, need regulatory protection.
Weighing a small scalloped hammerhead Photo Credit: Ken Wilkinson
Scalloped hammerhead on deck Photo: Ian Davenport
The average life expectancy for both species is approximately 30 years. Males tend to become sexually mature before females, at smaller weights; females mature between 7-10 years (sources vary). In my last log I discussed shark reproduction – Oviparous vs. Viviparous. (egg laying vs. live birth). All hammerheads are viviparous placental sharks but reproductive patterns do differ. Great hammerheads bear young every two years, typically having 20-40 pups. A great hammerhead recently caught by a fisherman in Florida was found to be pregnant with 33 pups. Scalloped have slightly fewer pups in each brood, but can reproduce more frequently.
Setting and retrieving the Longline requires coordination between Deck Operations and the Bridge. Up until now I’ve highlighted those on deck. Let’s learn a bit about two NOAA officers on the Bridge.
The NOAA Corps is one of the 7 Uniformed Services of the United States and all members are officers. The Corps’ charge is to support the scientific mission of NOAA, operating and navigating NOAA ships and airplanes. Applicants for the Corps must have earned Bachelor’s degree and many have graduate degrees. A science degree is not required but a significant number of science units must have been completed. It’s not unusual for Corps recruits to have done post-baccalaureate studies to complete the required science coursework. New recruits go through Basic Officer’s Training at the Coast Guard Academy in New London, Connecticut.
Lt. Lecia Salerno – Executive Officer (XO) – NOAA
Lt. Lecia Salerno at the helm or the Oregon II during Longline retrieval.
Lt. Salerno is a 10-year veteran of the NOAA Corps and has significant experience with ship operations. She was recently assigned to the Oregon II as the XO. This is Lecia’s first assignment as an XO and she reports directly to Captain Dave Nelson. In addition to her Bridge responsibilities, she manages personnel issues, ship accounts and expenditures. During these first few weeks on her new ship, Lt. Salerno is on watch for split shifts – day and night – and is quickly becoming familiar with the nuances of the Oregon II. This ship is the oldest (and much loved) ship in NOAA’s fleet, having been built in 1964, which can make it a challenge to pilot. It’s no small task to maneuver a 170-foot vessel up to a small highflyer and a float, and continue moving the ship along the Longline throughout retrieval.
Lecia has a strong academic background in science and in the liberal arts and initially considered joining another branch of the military after college. Her assignments with NOAA incorporate her varied interests and expertise, which she feels makes her job that much more rewarding.
Laura has always had a love for the ocean, but did not initially look in that direction for a career. She first earned a degree in International Business from James Madison University. Her interest in marine life took her back to the sea and she spent a number of years as a scuba diving instructor in the U.S. and Australia. Laura returned to the U.S. to take additional biology coursework. During that time she more fully investigated the NOAA Corps, applied and was accepted.
Laura has been on the Oregon II for 1.5 years and loves her work. When she is on shift she independently handles the ship during all operations and also acts as Navigator. What she loves about the Corps is that the work merges science and technology, and there are many opportunities for her to grow professionally. In December Laura will be assigned to a shore duty unit that is developing Unmanned Underwater Vehicles (UUV).
Personal Log
Notice the white spots on the dorsal side of this atlantic sharpnose, characteristic of this species. Photo: Kristin Hannan
It’s amazing to think that just over a week ago I held my first live shark. We caught over 30 sharks at our first station and our inexperience showed. At first even the small ones looked like all teeth and tail, and those teeth are not only sharp but carry some pretty nasty bacteria. It took all of us (new volunteers) forever to get the hooks out quickly without causing significant trauma to the shark–or ourselves. A tail smack from this small-but-mighty tiger shark pictured below left me with a wedge-shaped bruise for a week!
Immature Male Tiger Shark. He’s cute but he taught me a lesson with his tail.
Since then we have caught hundreds of sharks. We’ve caught so many Atlantic Sharpnose that on occasion it seems mundane. Then I catch myself and realize how amazing it is to be doing what I’m doing– holding a wild animal in my hands, freeing it from the circle hook (finally!), looking at the detailed pattern of its skin, and feeling it’s rough texture, measuring it and releasing it back into the sea.
A beautiful sandbar shark on the line.
I’m pleased to be able to say that my day shift team has become much more confident and efficient. Our mid-day haul yesterday numbered over 40 sharks, including a few large sharks that were cradled, and it went really smoothly.
An Atlantic Sharpnose weighing in at 2.1 kg. Photo: Kristin Hannan
Taking a closer look at an Atlantic Sharpnose shark. Photo: Ian Davenport
At this point I’ve had a chance to work at most of the volunteer stations including baiting hooks, throwing off the high-flyer marker, numbering, gangions, throwing bait, data entry, tagging shark, removing hooks, and measuring/ weighing. A highlight of last night was getting to throw out the hook to pull in the high-flyer marker at the start of retrieval. I’m not known for having the best throwing arm but it all worked out!
Clouds: Overcast
Visibility: 10 Nautical Miles
Wind: Var.
Temperature 14 ° Celsius
Dry Bulb: 12.0 ° Celsius
Wet Bulb: 8.0 ° Celsius
Barometer: 1228.4 millibars
Latitude: 41°71’58” ° North
Longitude: 072°0’07” ° West
Science and Technology Log
Good Morning Thomas Jefferson! Today I woke up and felt very spritely. Even though we were still docked I was excited to see a new city and leave Connecticut’s shores by noon. I started by walking around New London and learning about its
Halloween Morning on Thames RIver Harbor. Thomas Jefferson is on the left and a U.S. Coast Guard ship is on the right.
history. New London is a mariners town and is home to a Naval submarine base as well as the United States Coast Guard Academy. New London was also home to the Eastern shores largest whaling industry in the 1700’s.
After having a glimpse of New London (only 2.5 hours north of NYC) I returned to the Thomas Jefferson and watched as the ship readied herself to leave the dock and begin yet another survey (mapping the ocean floor) of the ocean floors. While I watched the deck hands, officers, and surveyors ready the ship I asked random shipmates who exactly worked aboard the Thomas Jefferson. Based on our conversation I was able to make the following chart. This chart breaks down the five basic groups that are aboard the Thomas Jefferson. The only person I did not account for is the amazing ET (Electronics Technician), Mike, who helps with all computer and system related problems (there are enough aboard to keep him busy 24/7.
Who works on the Thomas Jefferson:
Stewards (Kitchen Crew)
Dave cooking a tasty dinner.
Deck Department
Tom repainting the exterior of ship.
Hydrographic Surveyors
Surveying crew (Frank, Matt, FOO Mike, and XO Denise)
Mechanical Engineers
Ivan and Otis manning watch.
NOAA Corp Officers
Ensign Anthony on constant alert in the bridge.
Let’s start with the cooking crew, because food is the best place to begin any conversation. . Dave, Nester, and Ace are the stewards for this journey and make incredibly tasty meals…even vegetarian ones for me and Shaina (Shaina is on an internship with NOAA while she attends College in Seattle). The kitchen on a ship is also called the “galley.”
The deck department works by maintaining the ship. The tasks include chipping and painting (this is important because the sea water is constantly chemically eroding the surface of the ship) moving the launches in and out of the TJ, and keeping the ship balanced as a whole.
The “surveyors…” this team is quite large and essential to the ship because they conduct and perform all of the seafloor mapping (hydrographic surveying). The surveyors work around the clock and continually modernize old nautical charts to be used commercially and for recreation purposes.
The mechanical engineers or “the heart of the ship.” The ME’s maintenance the engine, electricity, sewage, water, and keep all life lines to the ship running. There are multiple positions in the ME department:CME (Chief Mechanical Engineer), licensed engineers, JUE (junior unlicensed engineers) oilers, wipers, GVA (General Vessel Assistants).
The officers are essentially the supervisors or parents of the ship. The officers “run” the ship in respect to giving directions, deciding where TJ will go, how fast she (all ships are referred to as she) should go, and pull the stops when things aren’t going well or need to be revised.
What is a scientific research vessel?
So, let’s break it down. The Thomas Jefferson specifically is used to map sea floors, however it can be called to plane crashes (they saved a pilot last year off of the Florida keys!!) when they go down in the area or ship wrecks. The Thomas Jefferson, or TJ, has three deployable ships (small ships that can be moved from the larger ship to the ocean). Two of the deployables are hydrographic survey launches named 31-0-1 and 31-0-2 (aptly named for their position on the ship) and the FRV (fast rescue vessel). The 31-0-1 and 31-0-2 are used daily to map areas that have shoal bottoms (shoal=ship term used for shallow). Sadly the 31-0-1 is awaiting a new multibeam scanner so instead is used for small missions like going ashore to pick up mail (this is
Deploying 3102
very exciting for the crew) or retrieving tidal data from instruments that lost power from our Nor’Easter last weekend (this is also exciting because it allows you to go onto land). TJ is 208ft long (just short of a block). Thomas Jefferson was the first President to realize the importance of surveying and safe navigation. Thomas Jefferson’s father, Peter was a land surveyor and was able to emphasize the importance of national surveying to his son. Thomas Jefferson commissioned the first surveying crew through the U.S. Government and as a result NOAA named their ship after him.
A scientific research vessel basically means I am not on a cruise ship, and unfortunately there is no swimming pool, or drinks with little umbrellas. Instead it is like a business office on the water. Everybody is working all of the time. The only difference is that everyone eats and sleeps in the same place they work. Everybody works in 4 hour “watches.” If you are the 4-8 watch that means you work from 4am-8am and 4pm to 8pm everyday. Though this watch may not interest you, I love it because you are able to observe the sunrise and sunset each day.
Red skies at night a sailors delight, Red skies in morning a sailors warning. (SUNSET)
Other watches are from (8am-12pm and 8pm to 12am) and (12am-4am and 12pm-4pm). Imagine waking up at school, eating breakfast going to school for four hours (let’s say 4am-8am), taking a break and going back to school again for another 4 hours (4pm-8pm) and then going to sleep only to wake up the next morning to start anew. On a research vessel work is achieved and performed 24/7. I can wake up any hour and move throughout the ship to find the “new crew” that are on just beginning their new watch.
How She Moves:
OKAY, so the motion of the ocean (known to me as seasickness). The motion is kind of like being on the subway and not holding onto anything. If the subway moves back and forth on a ship that would be called the roll (like you rocking from right to left foot), if we were able to take a subway car and move it up and down that would be known as the heave, if you took the subway car and just tipped it up in the front (bow) and down in the front (bow) this would be known as the pitch and last but not least if you swung the subway car through turn after turn, right to left to right to left again this would be known as the yaw or side to side from port to starboard. Depending on the weather or if you are anchored (when the ship lets down a chain connected to a huge weight that is pushed into the sand) you can have ALL FOUR motions going at the same time. Last night while we were anchored offshore, the TJ was rock’n and roll’n and we had yaw, roll, heave, and pitch all while moving in a circle around the anchor…and I sadly was able to see my dinner twice in one evening!
Do I need to go to college to work on a ship?
Some of the positions require technical skills in surveying that can not be acquired without going to college, however the majority of the positions are trades that can be taught in a semester or year-long course. Many of the wage mariners aboard did not attend college, but instead attended a maritime school for one semester to one year depending on their rank. Many of the mechanical engineers were trained either in the Navy or at a trades school as well. There is a maritime school in NYC between Hunts Point and Queens (click on purple/blue mariners school). If you are interested in becoming a NOAA Corps Officer you will have to graduate from a four-year college/university with a major in any science discipline. The NOAA Corps Officer training program is also located in NYC.
Clouds: 3/8 Cumulus
Visibility: 10 Nautical Miles
Wind: NW 21Knots.
Temperature 13.9 ° Celsius
Dry Bulb: 13.5 ° Celsius
Wet Bulb: 10.0 ° Celsius
Barometer: 1626.8 millibars
Latitude: 41°08’39” ° North
Longitude: 072°05’43” ° West
Science and Technology Log
First quarter moon
It is late at night and I am sitting on my bunk bed (top bunk) or crouching rather against the wall. I was given sheets and a pillow from NOAA to use for my trip, however I brought a small blanket my sister bought for me ages ago. It is true, creature comforts bring smiles and happiness in the quietest moments. My curtains are swaying back and forth, my coat sways to the same rhythm and there is a small creak from my bathroom door trying to break free from its steal holds. I just came from outside to breathe in one last crisp breath of air and peak at the first quarter moon shining on the Atlantic waters. It is amazing to look upwards or in any direction above the horizon and observe the celestial nighttime stars brilliantly held in the sky. Tonight there are no skyscrapers or brownstones blocking my view.
Sunset from the bridge.
At night-time, when we anchor, I find the best position for me to be in, is laying down (or crouching). This seems the only time my food wants to fight gravity. We have had smooth sailing thus far (with exception to this evening).
Today I was able to observe and listen to multiple meetings in the “plot room.” The plot room consists of all of NOAA’s hydrographic surveyors. Some surveyors were plotting today’s scan while others scoured through old data looking for areas on the most recently made map that were missing information and identifying features on the maps such as rocks, piers, sunken ships, and other interesting features.
True shape of Earth with daily changing tides (shape of Earth is called an Oblate Spheroid, not a circle)
While in the plot room I spent much of my time with James as he amazingly went through all of the many areas of surveying. One of the major issues of mapping the seafloor is finding the “true depth” of the ocean. The ocean rises and falls each day due the gravitational effects from the moon (tides). NOAA and the hydrographic surveyors must take this tidal change into account in order to determine the “REAL” depth of the ocean. The surveyors must also account for the motions of ship lifting the beam when it is yawing, pitching, heaving, or rolling.
Fire Drill!!
Halfway through my lecture with James the Thomas Jefferson sounded its bell for a fire drill. In school during fire drills everybody vacates the building, however on a boat it is important for “All hands on deck.” This is when everyone comes to specific areas they have been assigned to on the deck (mine is the bridge or second level). I met John and Kurt who are also visiting the Thomas Jefferson and we stood in the cold for about one hour as the deck crew pulled three different fire hoses from below and shot them into the water in order to test if they work. Initially this black brackish water shot out because the hoses had been sitting for so long, but eventually the hoses streamed clear salt water.
Myself and Ivan in our "Gumby" suits.
Upon going inside from the fire drill another bell rang loud and clear calling all persons to deck for a mandatory “man-over-board” drill. When there is a man/woman overboard everyone is to wear their pfd (personal flotation device or life vest) a warm hat, and bring along their immersion suit (also known as a gumby suit). I did not know we were supposed to wear a hat, so I looked like the only one trying to not follow orders…whoops. After the drill I had to try on my gumby suit with Ivan, and wished I could have worn it for Halloween. The “Gumby” suit floats and is incredibly warm, so if the boat goes down you do not necessarily need a life raft in order to stay warm and afloat.
When I returned to the plot room James had found a ship wreck and was cleaning the image. When the surveyors clean the images they remove fish, seaweed, or anything that takes away from the seafloor map.
Ship Wreck from aerial view (viewed from above).
Shipwreck profile (from the side). The grey stuff in back is a school of fish that will eventually be removed from the image.
Personal Log
There is an exercise room on deck and I went running after dinner today. It was really hard to run because not only are you on a machine that is moving, but the machine is located on a boat that is moving. Even though I was able to run 3 miles, I felt like I had run 5 miles while trying to fight the motions of the ship. It felt like I was exercising while standing on a roller coaster that was moving.
Exercise Room
Meals:
Breakfast: Grits and scrambled eggs
Lunch:Veggie Lasagna, green beans, Veggie Chili
Dinner:Veggie chili, potatoes
Dessert: Strawberry shortcake (I had mine without the strawberries…delicious)
