“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.
I thought it would be interesting to compare some specifications of NOAA Ship Thomas Jefferson = TJ (research vessel) with my 2010 Toyota Sienna minivan + 2019 Viking camper = VV (recreational vehicle). I would also like to thank Chief Marine Engineer (CME) Tom Cleary and Husband Phil Grimm for information concerning the specifications of the research vessel and recreational vehicle, respectfully.
NOAA Ship Thomas Jefferson taken from the launch = TJ Research Vessel
2019 Viking camper + 2010 Toyota Sienna minivan taken in my driveway = VV Recreational Vehicle
What is the size of engine? How much power is produced?
TJ = 7,740 cubic inch, 2500 Horsepower. 12-cylinder mechanically injected EMD (a division of Caterpillar) diesel engine. This engine is commonly used on locomotives.
Engine of Thomas Jefferson
Engine of Thomas Jefferson with the “hood” open
What kind of fuel do you use and how big is your storage tank?
VV = Minivan uses 87 octane unleaded gasoline & has a 21 gallon fuel tank. Camper has a 20-pound liquid propane (LP) gas storage tank.
TJ = The ship uses #2 ultra-low sulfur diesel fuel and has a 131,789-gallon storage tank.
Where is the electricity stored? Quantity?
VV = Minivan has a 12-volt battery + Camper has a 12-volt “marine”, deep cycle battery
TJ = The ship has two 24-volt starting banks (2 batteries in series) for the emergency diesel generator (EDG), and two 24-volt emergency power banks for general alarm and other emergency circuits.
Where is the electricity produced? Quantity?
VV = Minivan: belt-driven alternator keeps battery charged. Camper: battery can be charged by the van or with the charger/inverter when plugged into AC.
TJ (underway / while at sea) = Three generators capable of generating 345 Kilowatts each (over 1 megawatt combined); one generator is online at a time. TJ has increased its energy efficiency (LED lighting, more energy efficient AC and appliances, etc.). Now, under normal house loads – not running any of the davits or cranes – TJ requires only 30% of the electricity generated with one generator.
TJ (onshore / while at port) = The ship has the capability to use power from shore via a plug on the port and starboard side. It uses power cables standard to all maritime ships. Each of its NATO plugs is capable of carrying 480 Volts of 3-phase power (400 amps). Typically, TJ only uses one of its NATO plugs while in port unless there is need for additional electricity.
First Assistant Engineer (1AE) Perry checks fluids in one of three generators
Each generator can generate 345 Kilowatts of electricity
How does the driver / engineer know what is happening with the engine and generators?
VV = Dashboard of the van, gauges, check engine lights and warnings
TJ = Modern, Windows-based control room with remote capabilities. This system sends information to the control room, Bridge, and the Chief Engineer’s office. Lots of gauges and computer displays. Multiple lights and warnings if there are problems.
1AE Perry checks gauges in the control room
How about locomotion? How does VV or TJ move forward or backward?
VV & TJ = Both use an internal combustion engine that turns a propulsion shaft. Both use a series of reduction gears (transmission in the case of the van). Speed is maintained via a fixed gear ratio in TJ, unlike the van that has multiple gear ratios. The Chief Marine Engineer (CME), Tom Cleary, tried to convince me that the mechanics of locomotion are very similar in both vehicles except the drive shaft of TJ is much longer and larger and at the end turns a propeller; where the drive shaft of the van eventually makes the wheels turn.
How do the drivers know where to go?
VV = looking out the window, maps, GPS, and when all else fails ask the spouse
TJ = refer to my July 18, 2022, NOAA Teacher at Sea blog post, “Who is driving this ship?”
Do both vehicles have windshield wipers?
VV = 2 windshield wipers
TJ = 9 windshield wipers + 2 Clearview screens which are rotational window wipers that work via centripetal force.
Clearview Screen – Centripetal Windshield Wiper
How big is the freshwater (potable water) tank?
VV = 23 gallons
TJ = 47,382 gallons. The ship also can make its own freshwater from saltwater using a reverse osmosis system
What is greywater and how big is the collection tank?
Greywater is the relatively clean wastewater from baths, sinks, washing machines, and other kitchen appliances.
VV = 25 gallons
TJ = 27,878 gallons
What is black water and how big is the collection tank?
Black water is sewage or the wastewater from toilets.
VV = 25 gallons
TJ = 29,440 gallons
What about the hot water systems?
VV = Has a 6-gallon water tank where water is heated using natural gas.
TJ = Has two separate hot water systems. The first uses electricity to heat water in a 60-gallon tank. This water is available for decks 01, 02, and 03. These are the three decks above the main deck. The other system has two 60-gallon tanks plumbed in series that serve the laundry room, galley, and staterooms on decks 2 and 3. These are the two decks below the main deck. Pumps constantly move water through the systems helping to provide (almost) instantaneous hot water from the tap.
What is the size and amenities of the kitchen (galley)?
VV = 2 burner gas stove, microwave, no conventional oven, two cupboards used for food storage, 1 cupboard used to store pots, pans, and other miscellaneous kitchen items, approximate size of counter next to the sink is 6 square feet.
TJ = Areas including food prep, cooking, serving, dish washer, dry storage and steward’s office are all in an area roughly 800 square feet.
What about where people eat (mess hall)? What is it like?
VV = One table (roughly 2’ x 3’) plus two benches. Entire area is approximately 24 square feet. A picnic table is also an option when available. It is provided by the campground.
TJ = Three tables (roughly 2.5’ x 10’), 20 chairs, multiple refrigerators, freezers, beverage & coffee dispensers, salad bar, sink, and snack shelves. Entire area is about 250 square feet.
Do these vehicles have refrigerators and freezers?
VV = 3 cubic foot refrigerator + ½ cubic foot freezer. Ice is made with a mini-ice cube tray.
TJ = All staterooms have a mini fridge. There are a mixture of small and home-sized refrigerators and freezers in the galley and mess hall for the convenience of the stewards and crew. There are also two very large walk-in refrigerators and freezers that are used by the stewards. An ice maker is housed in the galley and is used to fill coolers, etc.
How many berths (beds) are aboard?
VV = The camper and van each have two, making a total of 4 places where people could sleep.
TJ = There are 36 places for people to sleep, and the hospital has one bed.
What is a “head” and how many are there?
According to a Navy history website, “Head” in a nautical sense referring to the bow or fore part of a ship dates to 1485. The ship’s toilet was typically placed at the head of the ship near the base of the bowsprit, where splashing water served to naturally clean the toilet area.” (Icky!)
VV = One toilet/shower unit in the camper + a portable toilet if needed.
TJ = Each stateroom has access to a toilet/shower unit + a public toilet on the main deck.
How many stairs are there?
VV = Two steps into the camper
TJ = It all depends upon how a flight of stairs is defined and who you ask. If a flight is defined as at least 8 steps, the consensus among those asked is somewhere between 20 and 22 flights of stairs. TJ is essentially a 6-story building after all.
What about doors? How many are there?
VV = Van has 5 doors (if you count the trunk); camper has 1 door
TJ = Too many to count! There are five doors, however, that are very important. They are the internal watertight doors that isolate areas of the ship in case of emergencies. There are also additional watertight doors that one uses to go from the internal spaces to the decks of the ship.
Closed watertight door
Open watertight door
What is the outer cover made of?
VV = Van is painted steel; camper is painted aluminum
TJ = Painted steel. The deckhands really do a fantastic job of keeping TJ in great repair!
What are the external dimensions of each vehicle?
VV = Van: Length: 17”, Width: 6’ 7”, Height: 5’ 10”; Camper: Length: 16’ 7”, Width: 7’ 4”, Height: 10’; total length of the Van + Camper = 33’ 4”
TJ = Length: 208’, Width (beam): 45 ‘, Height (from the keel to the wind birds): ~ 100 feet
Meet the Crew
Chief Marine Engineer (CME) Tom Cleary got his first paycheck for a boat job when he was 16 years old and has not stopped working on boats since. This extremely competent engineer is originally from Cape Cod and has worked for NOAA for over 20 years – the last 11 years have been aboard Thomas Jefferson. His off-ship activities revolve around his wife and four children, and maintaining an 80-year-old home.
Tom states that that, “A jack of all trades is a master of none, but still always better than a master on one”. He enjoys the variety presented to him by his work duties. No two days are alike. He oversees 9 people, and his duties require mechanical, electrical, plumbing, and managerial skills.
He is a classic hawsepiper. This means that he did not go to a maritime academy to become an engineer. He learned from the ground up first by working on sight seeing boats and ferries in the Cape Cod area to working on several NOAA ships. From working as a deckhand, steward, to chief engineer – he has literally crawled up the hawsepipe.
If budget was not a limiting factor, what could I invent for you that would make your job easier? He wanted to be clear that he meant no disrespect, however, he replied that he would like some robots. Much of his job is spent dealing with people. Budget management meetings, payroll, planning schedules, rating performance, training, drills, and dealing with “hotel” services for the crew (refrigeration, air conditioning, plumbing, hot water issues, etc.) take up much of his time. Tom likes the crew, however, if there were fewer people and more robots working on the ship, he would have more time on engineering challenges. (I wonder if he has contemplated the challenges presented by maintaining a gang of robots?)
1AE Perry and CME Cleary
What is the difference between a boat and a ship?
According to Britannica Kids, “A ship is a large boat that can carry passengers or cargo for long distances over water. People have been using ships for transportation, exploration, and war since ancient times.”
Parts of a Ship
Diagram showing the main parts of a ship
“Most ships are much larger than most boats, but they have many of the same parts. As on boats, the front of a ship is called the bow. The back is the stern. A ship’s left side is known as the port side. The right is the starboard side.
A ship’s frame, or body, is called the hull. The keel is like the ship’s backbone. It is a central beam that runs along the bottom of the ship from front to back. The keel keeps the ship from tipping over.
Ships usually have many decks. The decks are like the floors of a building. Cabins for passengers, engine and control rooms, and spaces for cargo are often on different decks.
An engine inside the ship provides energy to propellers at the back of the ship. The propellers push the ship through the water. The rudder, which is also at the back of the ship, helps in steering. When the ship is not moving, a heavy metal anchor may be lowered into the water. This keeps the ship from floating away.” (Britannica Kids)
This excellent video clearly defines all the parts of a ship labeled in the diagram above.
Watch this video to help you learn the parts of a ship!
Did you know?
Earlier, I stated that I use GPS (Global Positioning System) on my phone to help navigate while driving. Just what is GPS? It is a highly accurate satellite-based navigation and location system. With a GPS receiver (like my phone), users can quickly determine their precise latitude, longitude, and altitude.
If I need to drive from Los Alamos, NM to Los Angeles, CA., I place these end points into Google Maps and GPS helps me plan a path to drive. Some people use GPS-capable watches to help them determine how far they have run and how much elevation they have gained. We also use GPS on the ship. At any one time, the survey is using between 25-30 GPS satellites at a time – some from other countries.
Something else I learned today is that GPS is the system developed by the USA. Other countries have their own systems that work in much the same way. Countries cooperate and use each other’s satellite systems. Here is a list of GPS-like systems used by other countries.
GPS = United States
GLONASS = Russia
Galileo = European Union
QZS = Japan
BeiDou = China
SBAS = Korea
Watching this NASA Space Place video, “GPS and the Quest for Pizza” will also help you understand how GPS works.
GPS and the Quest for Pizza
Personal Log
For the Little Dawgs . . .
Q: Where is Dewey? Hint: You use these to climb up or down.
Dewey, what are you sitting on?
A: Dewey is sitting on a step of a flight of stairs. All the steps on the ship have a non-skid surface. They are very effective at giving you sure footing as you climb up or down the stairs. There are flights of stairs inside and outside of the ship. They go from one deck to another. All in all, there are between 20-22 flights of stairs on Thomas Jefferson.
Dewey is sitting on one of the ship’s many flights of stairs.
Many a fine sailor . . .
With only a few more days to go on this incredible journey, I was excited to read on the next day’s Plan of the Day (POD) that I would be going out on the launch (small boat) to help with surveying close to shore. We had a large area to survey and also pick up some “holidays” in areas that were previously surveyed. A data holiday is an area that was missed in a previous survey. I packed my backpack, got a good night’s sleep, and ate a small breakfast to prepare for the day.
TJ Launch = Bucking Bronco
Let’s just say, it was a rough day. The waves were not terribly high (~ 2 feet), however, the launch rode like a bucking bronco! I was fine for the first 30-45 minutes. Then, I started to feel all hot and woozy. After “revisiting” my breakfast several times and losing my TAS hat overboard, the crew brought me back to the ship. I was taken to the infirmary where the medical officer took my vitals every 15 minutes for an hour and encouraged me to eat some saltines and drink Gatorade. After a long nap, shower, and Ramen noodles for supper, I felt much better.
At supper, the three crewmembers who were on the launch with me said that they tried to look for my hat. They found a dead fish, but they thought it wouldn’t look very nice on my head. I kidded back that Dewey, who was in my backpack, threw up a little bit, also. It sure was an adventure!
I cannot say enough nice things about the crew members who took care of me in my time of need. They were professional, kind, and had my wellbeing first and foremost in their words and actions. I am very grateful. Thank you!
Later that evening the Chief Boatswain Pooser told me, “Many a fine sailor has lost their lunch on the launch.” It made me smile. I was finally part of the club.
Mrs. Grimm and her First Mate Husband Phil
Please note – As I complete this post, I am now home. I am on land, however, I have more to share. My final blog posts will be sent from my home office. (Funny. . . Why does the room seem to be rolling from side to side? No one told me that I would still feel the rocking of the ship the day after my disembarkation. I don’t mind. It is pleasant reminder of my time aboard ThomasJefferson.)
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!
NOAA Ship Thomas Jefferson is one BIG ship. Here is a list of some of its characteristics:
Length overall: 208 ft
Beam: 45 ft
Draft: 14 ft below the keel (15.6 ft below the transducer pod)
Registered gross tonnage/Displacement: 1767 tons
Cruising speed: 11 kts
Survey Speed: 10 kts
Cruising range: 19,200 NM, 45 days
Authorized Officers and Crew: 34
Scientific Berths: 4 (They can take up to 4 visiting scientists.)
Follow this link for more information about NOAA Ship Thomas Jefferson.
One thing not on this list is that currently, TJ is carrying four other boats + 6 life rafts aboard. Of the boats aboard, two are the survey launches (mentioned in a previous blog), one is a Fast Rescue Boat (FRB) that is very fast and maneuverable (more about the FRBs in a future post), and the last is a work boat affectionately called 1717. It is an inflatable boat with a ridged hull. It is frequently used to do preservation work on the hull and inspect areas for future work.
Today, the crew used the 1717 to do a crew transfer to Erie, PA. A crane (not a davit) is used to move this boat on and off the ship.
Step #1 They get the crane in position.
Step #2 Attach the crane to the boat harness.
Step #3 The crane lifts the boat off the cradle.
Step #4 The Chief Boatswain (CB Pooser in the blue hard hat) orders the crane to lift the boat higher.
Step #5 Swing 1717 over the fantail of TJ.
Step #6 Continue to swing the boat to TJ’s starboard side.
Step #7 Get the boat in the position to lower it into the water.
Keep swing!
Step #8 Lower . . . Lower. Be careful!
Step #9 Place the boat in the water.
Step #10 Once it is secured with lines to TJ, the crew can go aboard.
Able Bodied Seaman (AB) Thompson runs the crane and Chief Boatswain (CB) Pooser supervises getting the 1717 work boat in and out of the water.
AB Thompson & CB Pooser get it done!
The crane can lift 3800 lbs when it is extended 50 feet. Running this powerful piece of machinery is second nature for Able Bodied Seaman (AB) Thompson.
There are many different types of ships. People have been using ships for a long time!
According to Britannica Kids,
“People use different types of ships for many different purposes. Some of the main types are trade ships, warships, industrial ships, and pleasure vessels, or cruise ships.
“Trade ships carry different types of cargo. Container ships carry cargo packaged in large containers. General cargo ships carry lumber, farm products, and other goods that are hard to ship in containers. Bulk ships carry coal, grains, and other loose cargo. Tankers carry oil and other liquid cargo. Refrigerated ships, or reefers, carry meat, fish, and other products that need to stay cold.
“Navies use several different kinds of warships. The largest are aircraft carriers. A carrier has a large flat surface called a flight deck that airplanes can use for takeoffs and landings. Other types of military ships include cruisers, destroyers, and submarines.
“Industrial ships are sometimes called factory ships. Some industrial ships are oil rigs. They have big machinery that pumps oil from the ocean floor. Another type of factory ship processes fish that the crew catches at sea.
“Before airplanes made long-distance travel quick and easy, people traveled in ships called ocean liners. Ocean liners had dining rooms and cabins where guests could sleep. Today this type of passenger ship is called a cruise ship. Cruise ships carry tourists and vacationers to seaside locations around the world. Cruise ships often have swimming pools, shopping malls, and live entertainment.”
A cargo ship loaded with freight containers sails toward its destination.
History of Ships
From Britannica Kids:
“In early times people moved ships with oars. Many early ships also used the wind to move across the seas. These ships had sails—large, raised pieces of cloth that caught the wind. Ancient Egyptian warships had at least 40 oars and a single sail. The powerful longships of the Vikings also had oars and one sail.
“By the 1400s European ships had several sails. Sailing ships known as galleons carried large guns along their sides for making war. In the 1800s long, slim ships called clippers also had several sails. Clippers traveled faster than any ship before.
“Ships were made mainly of wood until the middle of the 1800s. At that time iron ships began to replace wooden ones. Steam-powered engines also began to replace sails.
Today most ships are made of steel or other modern materials. They have internal-combustion engines that run on diesel fuel or gas. Some modern ships run on nuclear power.”
Human-Interest Poll of the Crew
Crew’s responses to “What were the highest seas you have ever experienced?”
Personal Log – Christmas in July!
The U.S. Postal Service does not have an official moto. If it did, it could be, “Neither snow nor rain nor heat nor gloom of night stays these couriers from the swift completion of their appointed rounds.” What about Santa Claus? He seems to deliver packages all over the world no matter the distance or weather!
Today, we had a delivery from a type of “Santa”. At least that is what it felt like! The U.S. Coast Guard delivered a package directly to our ship this afternoon.
Here comes Santa! He is bringing a very important package for our engineering department!
Our engineering department is very happy. Maybe now they have what they need to fix one of our davits. If the davits can be fixed, we will be able to deploy a launch (small survey boat) to assist with the survey mission.
Here comes the U.S. Coast Guard!
Package delivery!
Thank you very much! See you later!
It was fun to have some visitors, even if they just stayed for a few minutes.
For the Little Dawgs . . .
Q: Where is Dewey? Hint: He is sitting is a very important chair. But which chair?
Peak ‘a Boo, Dewey!
There are some clues in this picture!
Can you find the chair in this picture?
Dewey is sitting in the chair that AB Thompson sits in to control the crane that lifts the boat in and out of the water.
Did you know . . .
Lake Erie is the fourth largest lake (by surface area) of the five Great Lakes? It is the eleventh-largest lake in the whole world!
As I sign off, I will leave you with this thought: There are so many examples of career opportunities on Thomas Jefferson. Do you like water? Ships? Machines? Technology? Cooking? If you answered, “Yes” to any of these questions, a career with NOAA may be for you! Think about it!
Current progress of the hydrographic survey near Presque Isle, PA
Science and Technology Log
There is a lot of technology used in the science of hydrography. Each system and software have a monitor that needs to be checked and manipulated to be sure good data is being acquired. I like to call this array of monitors the “Eyes of the Beast”. At the Acquisition Desk, one can see what each of 10-15 cameras, software programs, navigational systems, and sensors are doing.
The “Eyes of the Beast”
A description of what each monitor is connected to will occur below the diagram. I will refer to each monitor by letter.
Letters I will refer to as I describe the “Eyes of the Beast”
A = This is where you will find a suite of security-like cameras on the fantail (deck at the stern or back end of the ship) that monitor various pieces of equipment. These include the MVP (Moving Vessel Profiler) and the (SSS) Side Scan Sonar. The MVP and the SSS are attached to different winches on the stern and can be used at the same time. We are currently not using the SSS because the water that is being surveyed is too shallow. The TJ will often use the SSS between 25-40 meters of water. We are surveying water with the MVP that is between 10-20 meters deep.
B = The monitor shows what is going on with a software called “Hypack”. This displays data that has been processed (it is blue and green in this picture) and coverage of data being collected real-time that has yet to be processed (yellow). Blue = water that is between 22-25 meters of depth; Green = water that is between 10-22 meters of depth. It also has the nautical chart displayed in the background showing water (light blue) and land (tan). It helps hydrographers visually keep track of what data has been taken and what still needs to be completed.
C & D = These are currently not conveying any information. They can be used when other sensors like the SSS and a different Multibeam Echo Sounder, referred to as the EM 710 (pronounced “seven-ten”), are in use.
Warning! Warning! Nerd Alert! –
The MBES that we are currently using to acquire data is more technically called the EM 2040 (pronounced “twenty-forty”). It uses between 200-400 kilohertz (kHz) of sound energy. One kHz equals one 1000 hertz (1000 Hz). Therefore, 200 kHz = 200,000 Hz. A hertz is a measurement of frequency of sound or how quickly a wave of sound moves past a fixed point. 1 hertz = 1 cycle per second. The EM 2040 can measure as deep as 300 meters. It is for higher resolution of images in shallow water.
The EM 710 emits sound energy in the range of 70-100 kHz. It is used to survey deeper waters and can image as deep as 2300 meters. The resolution is lower than the 2040.
Increasing kHz = use in shallow water with more resolution
Decreasing kHz = use in deeper water with less resolution
E = This monitor is also linked to the Hypack software. It is used to plan the survey (what “lines” to drive), show the real-time acquisition of data, and help to communicate with the bridge – letting them know where to go next. There is constant conversation between the bridge and the hydrographers in the survey room. They frequently discuss what line should the ship go to next. They also talk over the width of the lines with respect to sonar coverage (and adjust them accordingly) and plan what will happen when there are small fishing vessel or other obstructions (buoys, primarily) in the area.
F = MVPs actions and controls are shown on this monitor. The Hydrographer in Charge (HIC) can also keep an eye on the MVP by looking at camera monitor “A” explained above.
This is the computer that controls the MVP. The Hydrographer in Charge (HIC) does this from the acquisition desk in the Plot Room. The blue line above shows the movement of the MVP and its location in the water column. It was sent down to 1.5 meters above the floor of the lake.
G = This is the monitor for the Positioning & Attitude System (POS). It provides information with respect to the ship’s position (latitude and longitude), its direction and how it is “sitting” in the water.
There is a soft spoken, ever pleasant Chief Hydrographic Survey Technician (CHST), who is great at taming the “beast”. Her name is Erin Cziraki. She supervises the survey department that is comprised of 6 members, makes the watch schedules, oversees training, is a mentor to new hydrographers as they work through their first project, compiles a lot of data for reports, and has various other administrative duties. She also stands watch at the data acquisition desk and serves as a substitute when needed. If you need assistance with trouble shooting technical problems or answers to questions regarding hydrographic data, Erin is your go to person! She is very knowledgeable, competent, and approachable.
How long have you been with NOAA? Please explain your school and career path. Erin went to college at Coastal Carolina University and majored in marine science. Her major included classes in marine chemistry, geology, physical oceanography, physical geography, and biology. After graduation, she was unable to secure employment in the field of marine science, so she entered the field of veterinarian medicine. She worked as the customer service supervisor of a veterinarian hospital for 5 years. The dream of working in marine science was ever present, so she went back to school at the local community college to obtain a degree in marine technology after which she got a job with NOAA. She has worked as a hydrographic scientist for four years.
What do you do when you are off the ship? Do you have any hobbies? Erin enjoys scuba diving (in fact, she is an instructor) and enjoys traveling.
You are a role model for others when it comes to following your dream. Thank you, Erin, for your expertise, attention to detail, and service to NOAA.
Literary Connection
Earlier this summer, I read The Lobster Chronicles by Linda Greenlaw. I came across a real-life reason for hydrographic surveys! Read this account of an early 1900s shipwreck off the coast of Maine.
“Soon they were in the midst of a howling northeaster, and a blinding snow squall. It was then that the captain decided, for the safety of his crew and vessel, which were both being wracked by the storm, to try to find safe harbor, a lee from the seas that threatened to pound men and boat to pieces. The southwestern and leeward shore of this mountainous island would have been the ideal place to anchor and wait out the gale, if it hadn’t been for the ledges that peppered the area. From Western Ear to Trail Point, vicious ledges lay just beneath the surface, while other boldly poke their heads above. These remote outcroppings of rocky peaks are surrounded by deceivingly deep water; some rocks are as far as a mile from the coast. The men, convinced that they were doomed if they remained at sea, took their chances at navigating the treacherous gauntlet.”
If only the captain had had access to a NOAA hydrographic survey of the area! He could have navigated the island safely and all souls aboard would have been saved! (Spoiler alert: they all swam to shore safely although they almost froze to death in the frigid waters!)
There are LOTS of books about adventures at sea at your local public library! One of my favorites is The True Confessions of Charlotte Doyle by Avi. Check it out!
For the little Dawgs . . .
Q: Where is Dewey today? Hint: It is important to visit this room to keep your clothes fresh and clean.
Oh, no! Dewey it might be dangerous to stay in there!
A: Dewey is in the laundry room. There are two washers and dryers available to the crew . . . soap and fabric softener are provided. We are asked to only wash full loads and not to use the washer when we are in heavy seas (periods of time when the waves are big).
Sign on the Laundry Room door
Dewey in the dryer
I hope Dewey doesn’t go exploring and end up in the washing machine!
Personal Log
One of the questions I have received from my family is, “What is your day like? How do you spend your time?” Well, each day, we receivea Plan of the Day (POD) from the Operations Officer (OPS). It is a schedule of what is happening on ship that day. It also assigns you your watch or duties. I use this information to plan my personal schedule. A typical day for me might look like the following (I will be stating times using a 24-hour clock):
0510 – Rise and Shine
0530 – Report to my watch as a Hydrographer in Charge in Training (HIC-IT) at the Acquisition Station in the Plot Room
0730 – my watch is over, and it is time for breakfast
0800 through 1130 – I usually work on my blog post, interview crew members, hang out on the Bridge, do whatever it takes to learn about all aspects of living and working on Thomas Jefferson. There are often meetings scheduled for the morning that I am not expected to attend.
1130 – Lunch
1200 through 1630 – I attend various safety training sessions, observe what others are doing on the ship (like yesterday when I watched the Ensigns training in the Fast Rescue Boat), safety drills, work on blog posts, etc. This is also the time when I work out in the Exercise Room, take a shower, and/or do laundry.
1630 – Dinner
1700-1930 – Continue the work that was started earlier in the day, read, play a card game, enjoy looking out at the lake, or sometimes we have a “Morale Event” like BINGO or a movie. If we have good cell phone coverage, I call my family.
1930 – Bedtime!
It is a full day! Everyday is different, and you can be sure I am learning tons and making friends. To be honest, sometimes I forget that I am on a ship, especially when the waves are small.
Ship Joke of the Day
Q: What do you call a boat owned by a bunch of football players?
We are making great progress! This is an Electronic Chart Display and Information System (ECDIS) display of our current hydrographic survey progress. ECDIS is a system used for nautical navigation that serves as an alternative to paper nautical charts. The colorful lines indicate where we have used the Multibeam Echo Sensor (MBES) to measure the depth and physical features of the lake bottom.
Science and Technology Log
Seeing several people aboard in uniform caused me to ask, “Is NOAA part of the military?”
NOAA Commissioned Corps Insignia
According to the NOAA Corps website, “The NOAA Commissioned Officer Corps (NOAA Corps) is one of the nation’s eight uniformed services. NOAA Corps officers are an integral part of the National Oceanic and Atmospheric Administration (NOAA), an agency of the U.S. Department of Commerce, and serve with the special trust and confidence of the President.”
The National Oceanic and Atmospheric Administration Commissioned Officer Corps, known as the NOAA Corps, is one of just two uniformed services with no enlisted or warrant officers. The Corps is made up of engineers, oceanographers, geologists, and meteorologists (among others) who support federal departments in earth science projects. The officers operate NOAA’s ships, fly aircraft, manage research projects, conduct diving operations, and serve in staff positions throughout NOAA. Prior to going out to sea, NOAA Corps officers attend 18 weeks of training at the US Coast Guard Academy’s Officer Candidate School (OCS) in New London, CT. They are not always out to sea; NOAA Corps officers who work on ships rotate between driving the ship for two years and supporting science missions ashore for three years. NOAA Corps officers enable NOAA to fulfill mission requirements, meet changing environmental concerns, take advantage of emerging technologies, and serve as environmental first responders.
The history of the NOAA Corps can be traced back to 1807 when Thomas Jefferson signed a bill establishing the “Survey of the Coast,” which charted the country’s coasts and waterways. Their mission has expanded well beyond coastal mapping. It currently has 320+ officers who oversee more than a dozen ships and nine specialized aircraft, including the Hurricane Hunters.
Aboard NOAA Ship Thomas Jefferson, ~ 30% or 10 out of 34 souls aboard are part of the NOAA Corps. The positions of Commanding Officer (CO), Executive Officer (XO), Operations Officer (OPS), and Operations Officer in Training (OPS IT) are all filled with members of the NOAA Corps. The OPS is also called a Field Operations Officer (FOO). (OPS = FOO) The Medical Officer (MO) is often an ensign, however, on TJ, our MO is a professional mariner. All officers are trained to be an Officer of the Deck (OOD); prior to qualification they serve as a Junior Officer of the Deck (JOOD). These are the people who drive, or are learning to drive, the ship. Other duties the Junior Officers serve are Navigation Officer (Nav-O), Damage Control Officer (DCO), and the Environmental Compliance Officer (ECO).
TJ serves as a training ground for Ensigns. These are people new to the Corps. Some have attended maritime academies, or been in prior service, such as the U.S. Navy. However, their prior experience must include a baccalaureate degree, and completion of at least 48 semester hours in science, technology, math, or engineering course work pertaining to NOAA’s missions. They become ensigns after graduation from OCS, also known as NOAA’s Basic Officer Training Class (BOTC). You see them all over the ship. They are eager to learn and seem to train or study non-stop! No wonder! There is so much to learn. Ensigns fill many “collateral positions” such as Medical Officer (MO) and Damage Control Officer (DCO). The DCO are on the fire and emergency squad.
Currently, there are five NOAA Corps Ensigns on Thomas Jefferson. From left to right are ENS Geiger, ENS Brostowski, ENS Castillo, ENS Foxen, and ENS Meadows. They are all very fun-loving, dedicated, knowledgeable, and eager to learn.
The maritime academies in the United States are listed below. Click on the links below if you wish to learn more about any of these institutions.
College Degree granting institutions offering maritime degrees and USCG-approved courses include:
I wish I had known about the NOAA Corps when I was making career decisions. It has the discipline and culture of the armed services, yet it is focused on the sciences. The upper age limit to enter the Corps is 42 years old. I guess at this point, I can only encourage others to consider the NOAA Corps as a career option. 😊
Click here &/or watch the following video for more information about the NOAA Commissioned Officer Corps.
NOAA Corps Recruiting Video
Personal Log
I have been asked to give a presentation to the crew about the Dalton Local School’s STEAM program. They also would like to know possible lesson ideas I will develop in the future and “takeaways” from the Teacher at Sea experience.
The following is a slide show of my presentation.
A presentation given to the crew about the Dalton Local School’s STEAM program.
Dalton Local Schools serves students in the Kidron and Dalton communities in rural Ohio.
LEGO EV3 Mindstorm robots and 3D printing are the focus of 8th grade.
Students focus on energy and inventions in 7th grade STEAM.
The 6th grade STEAM curriculum focuses on life sciences.
Let’s go to Mars!
STEAM supports the elementary science curricula.
Katherine Johnson was a “calculator” during NASA’s Apollo program.
Thomas Jefferson is a ship dedicated to hydrography.
Enriching the middle school STEAM lessons
Enriching future elementary STEAM lessons
I’ve learned so much during this experience!
I am very grateful for this experience! Thanks, NOAA!
Human Interest Poll (HIP)
Recently, I started a Human-Interest Poll (HIP) where I post a question on the bulletin board outside of the lounge and give the crew 2-3 days to respond. The latest question was, “Where was the coolest place you have gone on a ship?” See their responses below.
Results of Human-Interest Poll. It is so HIP!
A = The Channel Islands
B = San Juan Islands
C = Japan
D = Guam
E = Norfolk, VA (Home)
F = Bering Sea in Winter
G = Point Hope, AK
H = Panama Canal
I = Little Diomede Island, AK
J = St. Lawrence Seaway
K = Bali
L = Adak, AK
M = The Equator
N = Ocean View, DE
Stay tuned! The next HIP is, “What were the highest seas you have ever experienced? Where?”
For the little Dawgs . . .
Q: Where is Dewey today? Hint: Athletes like to use this room.
Dewey likes to move around, stretch and strengthen his muscles. After All, he is a monkey.
A: Dewey is in the Exercise Room. This room is in the bottom floor of the ship. I heard that it is one of the best exercise rooms in the NOAA fleet of ships! Even though this is a large ship, you really do not get many “steps” each day. Exercising is part of staying healthy. I try to work out each day. It is an interesting experience to use the treadmill when we are experiencing 4–6-foot waves!
Welcome to the TJ Exercise Room.
Dewey is hanging from a piece of exercise equipment.
Looks like he is going to do some heavy lifting!
Wow, Dewey! Can you lift that heavy barbell?
Is Dewey taking a break?
Nope! He is getting ready to work out on the treadmill.
How about using the exercise bike or the elliptical trainer?
Dewey has many hand weights to choose from!
The flag of the Thomas Jefferson exercise room. See the eagle lifting weights?
Joke of the Day
Q: Where do ghosts go to sail?
A Lake Eerie!
I am one very happy NOAA Teacher at Sea!
I am enjoying sharing my NOAA Teacher at Sea experience with you. I am looking forward to sharing it with my K-8 STEAM students in the fall!
(*** As the wave height increases, going up or down stairs is a lot like being on a roller coaster. As the ship moves up on a wave, you feel somewhat weightless. As the ship moves down, the G-forces (gravity) make you feel “heavy”. It is fun – until you run into the wall!)
Science and Technology Log
Standing on the bridge, one hears a lot of radio communication between boats and occasionally the Coast Guard. The bridge also communicates frequently with the survey technicians via an intercom.
This made me start to wonder about how the ship communicates in other ways. Let me tell you, there are many other ways for the ship to communicate other than radio. One way is via Morse code. According to Kiddle Encyclopedia, “Morse code is a type of code that is used to send telegraphic information using rhythm. Morse code uses dots and dashes to show the alphabet letters, numbers, punctuation and special characters of a given message. When messages are sent audibly (with sound) by Morse code, dots are short beeps or clicks, and dashes are longer ones.”
Morse code is named after Samuel Morse, who helped invent it. It is not used as much today as it was in the 19th and 20th centuries. Some people still use Morse code to communicate on amateur radio. I have a friend who is an amateur radio operator. He communicates with people all over the world using Morse Code. (He even signs birthday cards in Code!) In Girl Scouts, we were encouraged to learn Morse code. All I remember is the distress code: SOS (. . . – – – . . .).
International Morse Code chart of letters and numbers
Another way the ship can communicate is with a signal light. The operator opens and closes louvers in front of the light using the same Morse code dot & dash patterns.
Morse code is still used on ships using lights.
Messages can be relayed via the ship’s horn. I discussed in a previous post the ship’s alarm signals that indicate a fire or other emergency, man overboard, or abandon ship. However, the ship also has bells and whistles (different types of horns) that can be used for additional communication; these broadcast a message to a wider audience. There are rules that regulate horn usage in inland and international waters. These signals can communicate navigation or emergency information – and so much more.
Example: two prolonged blasts followed by one short blast = “I intend to overtake you on your starboard side”
If you are in distress, other ways to communicate include lights; a rocket parachute flare or a hand flare showing a red light; guns or other explosive devises; flames on the vessel (as from a burning tar barrel, oil barrel, etc.); a smoke signal giving off orange-colored smoke; slowly and repeatedly raising and lowering arms outstretched to each side; etc.
Flags are also used to communicate with other ships or people ashore. They consist of flags and pennants of varying colors, shapes, and markings. The flags have independent meanings; however, when used together they can spell out words and communicate complex messages. The book International Code of Signals lists literally hundreds of 1-3 flag combinations that mean everything from describing medical conditions of crew members to issues regarding safe maritime travel. The International Code Signal of distress is indicated by the flags that represent the letter “N” followed by the letter “C”.
N C = International Code Signal of Distress
International Flags and Pennants sometimes referred to as the Nautical Alphabet.
Something else you should know about communicating on a ship (or as an airplane pilot), each letter is represented by a word. A = Alfa, B = Bravo, C = Charlie, D = Delta, etc. To learn more, see the International Flags and Pennants illustration above.
For the little Dawgs . . . (and older)
Q: Where is Dewey today? Hint: People on the ship use these to communicate.
I’m not sure where you are, Dewey! But it looks like you have found a very colorful playground.
A: Dewey is in the signal flag storage area.
Signal flag storage area
The radio call sign of NOAA Ship Thomas Jefferson is WTEA (Whiskey Tango Echo Alfa). Do you see the flags flying from our mast in the pictures below? The triangle pennant above the flags that indicate our radio call sign is called our commissioning pennant- indicating a government vessel (NOAA ship) in commission. The triangles on this pennant symbolize a concept in navigation called triangulation. According to Wikipedia, “triangulation is the process of determining the location of a point by forming triangles to the point from known points”. It is a perfect pennant for a hydrographic vessel.
Radio call signs for NOAA Ship Thomas Jefferson WTEA (Whiskey Tango Echo Alfa)
Radio Call Sign Flags
Students, I challenge you draw out your name using International Flags.
These flags spell out, “GRIMM” (Golf, Romeo, India, Mike, Mike)
Click on this link and/or watch the video below for more information about International Flags and Pennants.
International Code of Signal Flags
Ship Joke of the Day
How do boats say hello to one another? (They wave!) . . . Or, do they wave their flags?
Personal Log
Speaking of flags, I had very meaningful thing happened today. I was just hanging out in the bridge. I like to see how they navigate and steer the ship. (It is also a great place to bird watch.) Operations Officer, LT Levano, asked me if I would like to have a flag that flew over the NOAA Ship Thomas Jefferson. Whenever a flag becomes a bit tattered or torn, they take it down and replace it with a new one. They usually give the old flag to the Boy Scouts of America for disposal. This time, however, they gave it to me! It brought me to tears. It was a very special moment for me as a Teacher at Sea.
Able Bodied Seaman (AB) Kinnett and ENS Brostowski folded the flag and made the formal presentation.
First, AB Kinnett and ENS Brostowski hold the flag by its corners.
They fold it lengthwise in quarters…
… and then make a series of triangle folds.
Almost finished
ENS Brostowski and AB Kinnett present the folded flag.
Previews of coming attractions:
Tonight, is movie night in the lounge. Word has it that the featured film will be Monty Python and the Holy Grail! Woo Hoo! That is one of my favorites!
Also, the Plan of the Day (POD) for tomorrow states that the crew will be deploying and recovering the Fast Rescue Boat (FRB). Sounds like fun!
I will share the results from the first Human-Interest Poll (HIP) of the crew.
An Electronic Chart Display and Information System (ECDIS) display of our current hydrographic survey progress. ECDIS is a system used for nautical navigation that serves as an alternative to paper nautical charts. The colorful lines indicate where we have used the Multibeam Echo Sensor (MBES) to measure the depth and physical features of the lake bottom.
Science and Technology Log
As explained in a previous blog, hydrographic survey uses sound energy. NOAA hydrographers use various tools to measure the speed of sound from the time it is sent out to the time it is received as an echo. Sound waves traveling through water of different density cause refraction (or bending) of the energy wave. The density of water is affected by the salinity, temperature, and depth of the water. Scientists need to measure these parameters (things) and then use this knowledge to correct the data depending upon the properties of the water the sound is traveling through. (If you have been following this blog, nothing so far is new.)
Today’s question is how is the temperature and salinity of a column of water measured? Hydrographers use different types of tools to measure the temperature, salinity, and water depth. As a group, these tools are called “sound velocity profilers”. A conductivity, temperature, and depth sensor (CTD) can measure these three things in a column of water and then it calculates the speed of sound in water using a formula called the Chen-Millero equation. (I do not claim at all to understand this equation!)
To make matters more interesting, there are two (I’m sure there are more than two, however, to simplify things, we will assume that there are only two) types of CTDs. One type is sent overboard when the ship is not moving. The other type can be used when the ship is moving. Using a CTD while the ship is moving is a great thing, because to get good data, CTD data must be taken frequently (every 1-4 hours) and this big ship is difficult to stop!
Most Valuable Player Award
NOAA Ship Thomas Jefferson has both types of CTD sensors. They rely heavily on the type that can be used when the ship is moving. In fact, it is so important that we call it our MVP. This does not stand for Most Valuable Player – although it is extremely important! A moving vessel profiler (MVP) can be used to measure the water column when the ship is moving at regular survey speeds (8-10 knots). It kind of looks like a torpedo. The MVP system can be set up to drop to a given depth determined by the hydrographers in charge of the project – not to shallow & not too deep . . . just right.
Moving Vessel Profiler (MVP) utilized by NOAA field units.
Here is the information should you want to order a MVP. :o)
After the MVP is put in the water, it can deployed and controlled with a computer in the Plot Room.
The MVP is placed overboard and into the water using a crane.
It can be controlled remotely with a computer without needing someone to be on deck. Deploying the MVP is called a “cast”. The benefit of deploying a sound speed profiler like the MVP while the ship is moving is significant. It is a real time-saver! Surveyors do not need to stop the ship at regular intervals – this makes their time at sea much more efficient.
Yesterday, I got the opportunity to deploy the MVP. From the acquisition desk in the plot room, one first needs to get permission from the bridge (the “upstairs office” filled with people driving and navigating the ship), to take a “cast”. The conversation over the intercom goes something like this:
Laura: “Bridge, this is Survey.”
Bridge: “Go ahead Survey.”
Laura: “May I please take an MVP cast?”
Bridge: (If the area is clear of small boats and obstructions, they will respond,) “Go ahead Survey.”
Laura: (Once permission is granted, all you need to do is to push the “start” button. A lot of cable attached to the MVP automatically pays out and it drops to a set depth, a few meters above the bottom. Once this started to happen, I informed the Bridge by saying,) “Fish is away.”
Bridge: “Copy.”
Laura: (After reaching the designated depth, the cable drum turns quickly in reverse and hauls the MVP back up to near the surface. I finished by saying,) “Cast complete”.
I was a bit nervous talking to the bridge, but I think I did okay.
This is the computer that controls the MVP. The Hydrographer In Charge (HIC) does this from the acquisition desk in the Plot Room. The blue line above shows the movement of the MVP and its location in the water column. It was sent down to 1.5 meters above the floor of the lake.
Meet the Crew
Sydney Catoire is using a gyro compass to get a visual reading on a prominent antenna near Erie, PA.
Sydney Catoire is a Lieutenant in the NOAA Corps. (More about the NOAA Corps in a future blog post.) She is an Operations Officer in Training (OPS IT). Sydney comes from a Navy family and grew up on Virginia Beach, VA. Ms. Catoire studied marine biology and mathematics at Old Dominion University in Norfolk, VA. Wanting to combine aspects of the Navy as well as work as a scientist led her to apply to the NOAA Corps. She received her Master of Science in Geospatial Information Sciences (GIS) while working for the Office of Coast Survey.
Why is your work important? The safety of navigation is our primary goal as hydrographers. We use the data to update nautical charts to make it safe to sail. The bathymetric products provided are open source (free for anyone to download and use) and are used for ocean and lake bed mapping. For example, the data can be used for tsunami storm surge modeling, coastal erosion, and habitat mapping. All this data is super critical and is used by a wide variety of scientific organizations and research institutions.
How will your job change once you become an Operations Officer (OPS)? She will still be involved with the day-to-day workings of the hydrographic survey, however, once she becomes an OPS, she will take a leadership role in the survey, assigning sheets (areas to survey), and mentoring sheet managers who develop the line plans (the path that the ship travels to complete the survey). In other words, she will decide on the most efficient methods to “mow the lawn.” She will also help to train junior officers, organize the processing of the data, and work directly with the Office of Coast Survey Hydrographic Division.
What is the thing about your job you like the most? She likes being on the bridge, navigating and driving the ship, as well as looking out the window for marine life – which lately has been very limited since we are sailing on the Great Lakes.
Tell us a few things about yourself outside of being an OPS IT. Sydney and her sister have a dog named, Max. She likes to scuba dive, hike, and hang out with her family and nephews when she is on shore.
Good Luck, Sydney as you strive to become an Operations Officer! For not originally knowing about thiscareer path you sure have excelled and are an example for others with similar interests.
Personal Log
All the people on TJ have been very nice and hospitable. They freely answer my questions and are fun to hang out with during meals. There are three people, however, who are super important to the smooth sailing of TJ. They are the stewards, Ace & Brent and the Chief Steward, Miss Parker. I never imagined that the food would be so varied and tasty! A well-fed crew = a happy crew!
Each day the menu is posted outside of the galley. Just look at Tuesday’s offerings!
Roasted duck, grilled vegetables, and wild rice. Just a normal meal on the TJ.
Beautifully decorated three-layer cake with strawberry icing and filling.
The Heroes of the Galley (from left to right): Brent, Miss Parker, and Ace.
For the little Dawgs . . .
Q: Where is Dewey today? Hint: it is the back of the ship.
Be careful, Dewey! We don’t want you to fall into the water!
A: Dewey is sitting on the stern of the ship. The propellers are under the stern.
Dewey is sitting on the stern of the ship. “Stern” rhymes with “learn”. We are learning the different parts of the ship.
Well, that’s all for today. Spending time aboard NOAA Ship Thomas Jefferson has been a terrific learning experience. I am so thankful for the opportunity!
An Electronic Chart Display and Information System (ECDIS) display of our current hydrographic survey progress. ECDIS is a system used for nautical navigation that serves as an alternative to paper nautical charts. The colorful lines indicate where we have used the Multibeam Echo Sensor (MBES) to measure the depth and physical features of the lake bottom.
Science and Technology Log
The Great Lakes system including all five lakes plus the St. Lawrence Seaway is one of the largest concentrations of freshwater on Earth. It carries billions of dollars of cargo to and from the Atlantic, has about 10,000 miles of coastline, hosts a $7 billion fishing industry, and heavily influences the climate in the region.
Vessels that sail on the Great Lakes are getting bigger and are super important to the US economy. For these ships to travel safely they need a certain depth of water. If the water is too shallow, they run aground and essentially get stuck. “Draft” is the vertical height between the waterline and the lowest point of the hull. It is how deep the hull can go, allowing the boat to float freely and without touching the bottom of the body of water such as the sea, ocean, or lake. NOAA Ship Thomas Jefferson has a draft of 14 feet + the equipment secured to the hull making the working draft 15.5 feet.
Those individuals navigating the ship use a huge variety of tools. One of them is a navigation map, also known as a nautical chart, on which has listed the water depth* at various locations. Just like you and your family might use a map to get from Cleveland to Boston, those navigating a ship use a chart to cross lakes and oceans.
(* Most of these numbers were made using ancient technology called “lead lines”. They are old data, but apparently, they are pretty accurate considering the technology hydrographers had at the time.)
The above is part of a nautical map of Presque Isle off of Erie, PA. Do you see the small numbers in the blue portion of this map? These are water depth measurements. It is very important to look at the unit of measure. It could be in feet, meters, or fathoms. A fathom is equal to one 2 yards or 6 feet. The above unit of measure is meters.A road map of Presque Isle. How are “on land” maps similar to “on water” maps? How are they different? What symbols would they have in common? What symbols would be unique?
A great amount of data on nautical charts of the Great Lakes is more than 50 years old, and only about 5 to 15 percent of the Great Lakes are mapped to modern standards.
One of NOAA’s missions for 2022 is to conduct several hydrographic survey missions on the Great Lakes.
“Missions” are broken down into field survey “projects”, which in 2022 include surveying Western Lake Michigan, the Thunder Bay National Marine Sanctuary in Western Lake Huron, the Detroit River (Michigan) between Lake St. Clair and Lake Erie, and the Cleveland area as well as the vicinity of South Bass Island and Presque Isle (Pennsylvania).
In collaboration between the Office of Coast Survey and the ship’s command, projects are broken down into “Sheets”. Survey ships will work at completing one sheet at a time. The number of sheets per project various greatly depending on a myriad of factors.
Sheets around the Cleveland area surrounded by blue. There are 13 sheets in this project.
Sheets are further divided into “polygons”. Polygons are a more manageable “chunk” to work on . . . one polygon at a time.
So overall, the order of magnitude and size in each assignment from largest to smallest is thus: Mission, Project, Sheet, and finally Polygon.
When working on polygons, the survey is done either by the ship itself or by smaller boats called “Launches”. Launches work on the part of the polygon that is in shallow water &/or close to shore. NOAA Ship Thomas Jefferson has two launches, 2903 & 2904. These smaller boats are stowed onboard the main ship. The launch is a smaller vessel than the TJ, only 28 feet in length, with a 10-foot beam (width) and draft of 4 feet 8 inches. They are equipped with survey equipment similar to TJ.
TJ launch #2904
Both launches come alongside the TJ.
So, today’s question is how do they get these smaller boats (launches) on and off the main ship? This is accomplished by an awesome hydraulic piece of machinery called a davit. Vestdavit, a company from Norway, makes the davits that are on the TJ. Taking the launches off or putting them back on the TJ is a team effort! It can be dangerous so everyone helping wears personal floatation devices (PFDs) and hardhats.
Launch secured in the davit.
The launch is sitting in its cradle. It is snug as a bug in a rug!
Notice that the launch in the previous pictures is secured to the davit by bow ropes, cables & hooks, ratchetted straps, and bumpers. Ships move around a lot. We don’t want the launches swinging and slamming into the davit. As mentioned previously, this piece of machinery uses hydraulics. Unlike the hydraulics we use in STEAM class, these use oil as the hydraulic fluid and not water. The hydraulic fluid used by NOAA is very environmentally friendly.
The following videos and pictures will show how the davit is used to capture and raise the launch from the water and back onto the TJ:
Step #1 – Get the launch close to the side of the ship where it will be stored. (2903 is stored on the starboard side (right side when looking toward the bow) of the ship. 2904 is stored on the port side (left side when looking toward the bow) of the ship.)
Coming along the side of Thomas Jefferson.
Step #2 – Get the lines ready and attach the painter line to the bow. The painter line is the white line in the video below.
Securing the painter line.
Step #3 – Attach the davit clip to the hook on the bow.
Attaching the davit clip.
Step #4 – Engaging the hydraulics will start to raise the boat out of the water. Notice that the large orange bumpers on the side of the launch help to protect the boat from bumping into the side of TJ. At this point, it is safe for the crew to disembark (get off) the launch.
Engaging the hydraulics.
Step #5 – The davit lifts the launch and places it in its hold or cradle.
Final lift of the davit.
Step #6 – Finally, secure the launch with a ratchetted straps or webs.
Securing the launch vessel with a strap pulled up the port side…
…across the bow…
… and over the starboard side, then ratchetted tight.
Unfortunately, they are having some difficulty with the davits aboard Thomas Jefferson. No launches will be deployed until they can get the issue resolved. In the meantime, data will continue to be taken using the Mulitbeam Echo Sounder (MBES) and other technology on Thomas Jefferson. I read recently that the CO (Commanding Officer) always puts personal safety before data acquisition. He and the crew really mean it!
Personal Log
Yesterday morning, I enjoyed watching the crew deploy both launches to do surveys close to the shore. It was choppy with 3-5 ft waves. I have not felt seasick on TJ, but choppy seas on a small boat would have made me revisit my breakfast. The launches came back in earlier than expected due to the rough water. It was exciting to see how efficient the crew was at deploying and recovering the launches . . . like a well-greased machine.
Operations Officer (OPS), Michelle, asked me to work with Operations Officer in Training (OPS IT), Sydney in the Plot Room. She will teach me all I need to learn about hydrographic data acquisition. (More on that in a later blog). There is so much to learn! If you are interested in math &/or science, you might want to look for a job at NOAA!
Image created by Hypack, the hydrographic software used by TJ.
My time in the Plot Room was cut short because we had a fire drill followed immediately by an abandon ship drill. At school we have a variety of drills (fire, wind, lock down). Sometimes we take these drills for granted. We get lazy. Let me tell you! I was not prepared for the ship drills! Each drill is announced by the ship’s whistle. This is great and heard everywhere – however, it is worthless of you have not done your homework and learned what the whistles mean! I am guilty of not doing my homework! I was running around like a crazy person! Suddenly, I could not find my way around the ship! What was the drill? What did the whistles mean? What should I bring? Where should I go?
I think this is what I must have looked like!
From now on, I WILL do my homework. I will be prepared, and I will no longer take drills at school for granted. They are important!
Alarm
Signal
Where to report
What to bring
Fire or Other Emergency
Continuous sounding of general alarm or ship’s whistle
Main deck, port side, outside of the damage control pathway
Nothing, egress ASAP
Abandon Ship
6 short blasts of ship’s whistle followed by one prolonged blast
02 deck, starboard side, by raft #3
Must wear PFD (life preserver), hat, long sleeves and carry survival suit (affectionately known as the Gumby Suit)
Man Overboard
3 prolonged blasts of ship’s whistle
02 deck, starboard side, watch aft
Nothing, egress ASAP
I made a table to help me organize my “homework”!
For the little Dawgs . . .
Q: Where is Dewey today? Hint: it is usually underwater and helps move the boat.
This part of the boat is usually under water.
A: Dewey is sitting on the propeller, also known as the prop. The motor of the boat spins the prop which makes the boat go forward, or if it is spun in the opposite direction, the boat goes backward.
This is the prop of the small boat or launch. The propeller on the Thomas Jefferson is much larger! Behind the propeller is the rudder. This can be moved side to side allowing the boat captain to steer in one direction or the other.
One of the TJ’s engineers shared this picture of the Thomas Jefferson’s propeller. It was taken in the past when the ship was in “dry dock” undergoing repairs.
Just look at the size of the propeller and rudder of NOAA Ship Thomas Jefferson compared to the size of a man!
Well, that is all for now. I am assigned to be in the Plot Room again tomorrow morning from 6:00-8:00 am (0600-0800)*. I hope things go a bit more smoothly tomorrow. These wonderful scientists have so much knowledge + they do not mind me asking many, many questions = a great learning experience! Thank you, NOAA!
(*The ship runs on a 24 hour clock. Examples: 9:00 am = 0900. 3:00 pm = 1500. It’s easy once you get used to it. Also, I found out this morning that if you are scheduled for 0600, you really are supposed to show up at 0530. Oops! I try to keep a growth mindset in all I do!)
Relative Humidity: 83% (calculated using the following table)
Once you know the wet-bulb and dry-bulb temperatures, you can use the conversion table above to calculate the relative humidity.
Science and Technology Log
The mission of a NOAA hydrographic survey is to make bathymetric maps of the floors of bodies of water. Bathymetry is the study of the “beds” or “floors” of water bodies, including the ocean, rivers, streams, and lakes. So, what is the difference between bathymetry and topography? Topographic maps show elevation of landforms above sea level; bathymetric maps show depths of landforms below sea level.
NOAA ships are equipped with lots of different types of equipment to make such maps. One of these is the Multibeam Echo Sounder (MBES). It is used to survey large swaths or bands of the floor of oceans and lakes. This type of technology collects a tremendous amount of bathymetric data.
Multibeam Echo Sounders (MBES) gather information about how deep a body of water is, the physical features of the seafloor, and how close to the surface items like wrecks and obstructions are that might make it dangerous to maritime travel. Obstructions are things sticking up from the floor.
Multibeam Echo Sounders send out sound energy and analyze the return signal (echo) that bounces off the lakebed, seafloor, or other objects. Multibeam sonars emit (send out) sound waves from directly beneath a ship’s hull to produce fan-shaped coverage of the seafloor. These systems measure and record the time for the sound energy to travel from the sonar to the seafloor (or object) and back to the receiver. The longer it takes, the deeper the water. Multibeam sonars produce a “swath” of soundings (i.e., depths) to ensure full coverage of an area. This is sometimes referred to as “mowing the lawn”. Scientists want to be sure that they don’t miss anything!
Multibeam sonars are secured to the bottom or the hull of the vessel to collect data.
MBES Data showing seafloor topography
Multibeam Echo Sounder (MBES) showing bathymetric data, also known as, seafloor topography. Bathymetry is the study of the “beds” or “floors” of water bodies, including the ocean, rivers, streams, and lakes. Topography is a detailed description or representation on a map of the natural and artificial features of an area.
Small wreck found using multibeam sonar.
When looking at a hydrographic image, keep in mind that blue = deep water, red = shallow water.
This is one of the launches (small boats) that is used to collect hydrographic data close to shore. A Multibeam Echo Sounder (MBES) is attached to the hull (bottom) of the boat.
The black and red piece of technology is the MSEB
A close up of the MBES that is secured to the hull of the launch.
The red rectangle in the foreground is the transmitter. It sends out the sound energy. The other red rectangle is the receiver. It “hears” or receives the echo of the sound. This information is then sent to a computer that analyzes how long the echo took and then calculates the depth.
The small silver latch-looking piece of equipment is the sound speed indicator. It calculates the actual speed of sound in the conditions under which the measurement it taken. A “ping” is sent out from one end and is received at the other end. The speed of sound is then calculated.
I always thought that the speed of sound was a constant number. I guess not! So why is calculating the speed of sound so important? The speed of sound in water is affected by the temperature and salinity of the water. The warmer the water, the faster sound energy travels. Once a molecule starts to vibrate, it passes this energy on to the next molecule, and to the next, and so forth. Water molecules in warmer water are moving quicker so sound energy transmits faster; cold water is more dense and therefore the sound transmits slower. The colder the water, the slower sound energy travels.
Salinity also affects the speed of sound. Salinity is the measure of dissolved salts in water. This accounts for all salts, not just sodium chloride (table salt). The salinity of fresh water is very low compared to that of the salt water in the oceans. Water that has a lot of salts dissolved within will transfer sound energy more quickly. Electroconductivity is a measurement of salinity. (Students – you may remember that we use an electroconductivity probe to help us understand how much fertilizer is in the water used to grow plants hydroponically in the greenhouse.) Knowing the speed of sound in water helps hydrographers interpret the data from the MBES more accurately.
Something to think about . . .
How is a Multibeam Echo Sounder like and unlike echolocation that is used by bats?
For the little Dawgs . . .
Q: Where is Dewey today? Here is a hint. It is also called the “front” of the ship.
Where is Dewey today? Here is a hint. It is also called the “front” of the ship.
A: Dewey is on the bow of the ship. “Bow” rhymes with “cow”.
Do you see Dewey? He is sitting on the bow of the ship.
Dewey is sitting on the bow by the Jackstaff (flagpole). The Jackstaff is a flagpole that flies a maritime flag called the Union Jack of the United States whenever it is at anchor or in port.
Union Jack of the United States. Just the stars and not the stripes.
Dewey and I are enjoying the fresh air on the bow.
Personal Log
We had fun last evening. Patrick, a Seaman Surveyor, told us that he had several flares that had expired. Instead of throwing them away, he decided to have us light them. What a great thing to do around the 4th of July!
Patrick with flare
Prepping a flare
Here it goes!
Happy Fourth of July!
More flares
Flare
More flares
Flare guns
Readying the flare gun
Fire!
Because we were surveying near Lake Erie, we had the opportunity to watch the 4th of July fireworks over Cleveland and surrounding communities. Such a lovely way to spend Independence Day.
Around 2300 (11:00 p.m.) we started to transit (move) toward Erie, PA. It’s been a good day. I look forward to waking up in the waters near Presque Isle.
Today, I am going to share some science and technology information from the engineering department. The engine room is located on the two decks below the main deck. The engineers have many tasks and responsibilities on the ship. I am going to share some of the main ones.
The first responsibility is to make sure the ship engine is working properly. Engineers work around the clock to make sure that in the case of an emergency, they can act quickly. As you may imagine, the ship has a huge engine with many cylinders. I was very lucky to see the engine before and after it was working. When we anchored our ship near the Rocky River, we stopped the engine. The ship’s electric power is powered by three diesel generators. This powers various systems in the ship such as AC, heating, computers, refrigerators etc.
When we were ready to get underway from anchorage for our next journey on Lake Erie, I thought it was a good idea to observe the engineering department and see how they start and operate the engine. Anyway, I went down there about 20 minutes before our departure. Engineers were busy as bees around the machines touching, clicking, opening/closing valves. There was a constant movement. They all know what to do, including me. My job is to watch how the ship engine operates. I was roaming around to see what would be the best place for me to videotape the moment when they start the engine. Luckily, I found one, and “loudly” waited there. Oh, I forgot to mention. Before you enter this place, you have to have hearing protection. I put my ear plugs in and on top I put on ear muffs. I was told the noise was going to be so loud. Once they checked all the parts, it was time to start the engine. All the pistons started to move, and it reminded me of the sound of my mom’s old sewing machine, where there was constant ticking, clicking sounds. It was fascinating to witness that moment.
Starting the ship’s engine
The ship engine is fully operationalLearning about engineering conceptsEngineering room monitorsI Complex engine room
Hear this! Every important part in the ship has a back up. Some of them even have third, or fourth back up. For example, when I went to the bridge to learn about how they control the ship up there, the first thing they told me was that everything has a back up. If one screen shows a map, here is the same map on a different screen. So the engine also has a back up, an auxiliary engine, in the case of an emergency it would quickly kick in. However, the auxiliary engine does not have the same power as the main engine. Its role is to keep the ship out of danger, until the main engine issue is resolved, or the ship can pull into port. There was also a steering room down in the engine room in case the deck loses its steering control, they can manually steer the ship down below. Isn’t that cool! For that purpose, there is always an engineer on watch who monitors the steering gear around the clock. Remember, the ship works 24 hours.
Besides engines, the ship has a water treatment system down in the engine room. To be honest, this was the moment where my excitement made its zenith point. You would understand this when you read what I am about to say on this. The water treatment system consists of many tubes which contain membranes to filter the water, desalinate it, and make it ready to drink. The system uses the concept of reverse osmosis (RO) to make drinkable water out of any water systems, even the ocean. However, I must note that even though the technology allows you to make the water, engineers make decisions whether to make the water based on several factors. First, it is preferred to be at least 12 nautical miles offshore in open water. This is because the water is less likely to have pollutants that could clog the filters, which would quickly lead to other issues for engineers to deal with. Deep water is also preferable for similar reasons; sediment, mud, and sand that can be churned up in shallow waters is another way for the filters to be clogged. In the case of Lake Erie, engineers decided to NOT make water because we are working relatively close to shore, and would not be an efficient use of resources. This is because the ship fills all its potable water tanks (~50,000 gallons!) in port using municipal water from the City, which is enough to supply the ship for several weeks. The ship uses ~1,500 gallons of freshwater a day! But remember, that is for a 30 person crew – eating/drinking, showering, cleaning, etc. Long story short, we have sufficient water in the tanks for the duration of our mission. Therefore, there is no need to make more water.
Reverse Osmosis (RO) System
Okay, let’s go back to the concept of desalination by using reverse osmosis. It sounds complicated, right? It is quite simple in principle. To be honest, even myself, who trained in biology both during my bachelors and graduate school, thought that so many people in the world can’t use ocean/sea water to solve the water crisis because the technology is very “expensive” and that is not an option. On the contrary, it is a very simple science concept and it is relatively cheap when you think of the product and the benefits it has. However, why is it still not accessible to everyone in the world? I guess the question will stick in my mind from now on.
Let’s get back to the science concept of osmosis and reverse osmosis. In osmosis, you have a semi-permeable membrane where water moves freely without energy input to the system until the two sides of the membrane have equal number of water molecules. The osmotic pressure to the membrane is equal in both sides due to having the same amount of water molecules on both sides of the membrane. Cells in our body are semi-permeable and water can go in and out of the cell based on the concentration of solutes in both sides of the membrane. You can see the concept of osmosis in every biological system. We have even applied the concept of osmosis since ancient times to preserve foods by dehydration with salt or sugar such as jams, pickles, pastrami and so on. The microorganisms that make food go bad can’t survive without the presence of water. That’s why honey is the only natural product that never goes bad due to its high concentration of substances.
In reverse osmosis, the movement involves water molecules passing through a higher substance concentration (sea water) to a lower substance concentration. As you can see it is the opposite of osmosis. Water should move the other way around. How do we achieve that? When we apply a pressure high enough to the point where it is higher than the osmotic pressure to the saline water, it causes fresh water to flow through the membrane while holding back the salt. The higher the applied pressure above the osmotic pressure, the higher the rate of fresh water transports across the membrane. Here you have freshwater on the other side of the membrane. Pure and simple. Based on the membrane you use in the system, it also traps all the other pollutants as well. Mind blowing! This is how the ship makes its own freshwater.
So far, we talked about engines and the RO system of the ship. We also have generators down there. They are the ones that generate electricity by using fuel. The ship generally runs on one generator at a time, but may require two during some operations. However, the ship has three generators on board in case others fail.
One of the generators
I guess I’ll leave it here and let you learn more about the science and technology of ship engines and RO systems on your own!
Personal Log
As educators, we often fail to connect our discipline to other disciplines. We usually don’t understand how one concept has many other applications. If being a Teacher at Sea on Thomas Jefferson taught me one thing, it’s that science concepts intervene with other disciplines. If students don’t see these connections, or how the concepts they learned apply to different circumstances, then I believe they fail to see the bigger picture. As a result, “true” learning will never be achieved.
I was a scientist by training before I became an educator, and of course I know what osmosis is in biological systems. However, I must confess that I did not see the applications of osmosis this far, not even during my graduate studies. There has not been a single educator who showed me the concept of osmosis in this perspective. I don’t blame them. They probably haven’t had a chance to learn that way too. All I remember is the “U” shaped diagram with a semi-permeable membrane in the middle, and each side having different concentrated solutions, which shows how the water moves freely. And then they explained how once it reached equilibrium, both sides of the membrane had equal concentration. From there, they talked about different solution types, energy requirements of moving molecules from one side to another, etc. I guess you all remember this from your biology or related courses.
From this teaching, did you ever think about how this science concept is used in different applications? Like in this case, reverse osmosis to make freshwater from seawater. If you did, lucky you! You are one of those lucky ones- I didn’t have that opportunity. At least, I did not think about it at the moment. All I worried about was learning the concept and moving on. I guess my teachers at that time had the same “vision” as me. Teach the concept, test it with multiple choice questions and then move on thinking that students learned. When those students come across the same concept in different settings, they mostly fail. The justification of the educator would be like, “I don’t know why they failed. I taught them the materials and had great scores. They must have had a bad day during the testing.” Yeah! Yeah! Yeah! I know those.
Sorry for my long thoughts about our educational system. We really should, at least, teach science concepts to our classroom through its real world application. Only then, would they appreciate the power of the science concept they are learning, which could open a lot more creative ideas on their own, leading to innovation. These were thoughts that sparked my mind thanks to reverse osmosis (RO) system technology on the ship.
Another important thing that came to mind while I was down in the engine room was the importance of teamwork, and how important it is to always have a back up. We all know the importance of teamwork, and how the members of each team are equally important. But when it comes to teaching teamwork to the kids who have not experienced real teamwork, do they really understand its importance? If we want our students to work as a team in our classrooms, we need to design our lessons in a way that if one of the team members fails to complete a task assigned to them, the whole task fails along with it. Once they know this, I think the true understanding of teamwork will prevail to the students.
These were the thoughts that I have been contemplating while witnessing all the cool things I saw in the engine room. Who knows how students would be impacted if they saw these things?
Did you know?
Waves in Lake Erie are mainly caused by winds because of its shallow nature. If those waves move away from their generation zone, they become more regular and then are referred to as swells.
I am standing near the bow (front end) of the ship.
This experience started on land. NOAA provided a lot of information and training that needed to be read, studied, and completed prior to even setting foot on the ship. (Like I said previously: I am going to be more of a student and less of a teacher on this voyage!)
I found this statement on the “Standing Orders” to be very inspiring. It is from the Commanding Officer:
Command Expectation/Philosophy
“Thomas Jefferson is an ocean mapping platform that surveys the Exclusive Economic Zone of and for the United States. As such, we are responsible for maintaining and developing the Nation’s hydrographic expertise and technological capacity, as well as for producing timely quality surveys that can be efficiently used for many purposes, but primarily for updating NOAA’s suite of nautical charts. By sailing aboard Thomas Jefferson, you are part of this. Everyone aboard should be working to help Thomas Jefferson fulfill this role to the best of her ability, regardless of their individual role on the ship. To do this, we must work together to take care of ourselves, take care of each other, and take care of the ship. Be kind to yourself and to others; and work to build and keep the trust you earn from each other and the Command. This work of measuring our ocean territory is noble, challenging, unique, arduous, and ultimately rewarding.”
This is a hydrographic survey vessel. So just what is hydrography?
Hydro = water; Graphy = to write or record
Hydrography is the science that measures and describes the physical features of those areas on Earth that can be navigated by ships. These areas include oceans, lakes, seaways, and coastal areas. Hydrographic surveyors study these bodies of water to see what the “floor” looks like. NOAA’s Office of Coast Survey is concerned about the safe passage of ships traveling to and from ports. Hydrographic surveys measure how deep the water is and make sure the coastal regions of the United States are safe for boats and ships to navigate. Surveyors pay particular attention to mapping locations of shallow areas and various obstructions (things sticking out of or sitting on the seafloor). Surveys also determine what the sea floor is made of (i.e. sand, mud, rock). This is important for anchoring, dredging, structure construction, pipeline and cable routing, and fish habitat. NOAA uses all this data to update nautical charts and develop hydrographic models.
This is a hydrographic map of the Great Lakes. When looking at a hydrographic image, keep in mind that blue = deep, red = shallow.
Can you tell from this image which lake is the deepest? Which lake is most shallow? Why do you think that the coasts of lakes look like rainbows?
This ship does very important work! By mapping water depth, the shape of the seafloor and coastline, the location of various obstructions, and physical features of bodies of water, hydrography helps to keep our maritime transportation system moving safely and efficiently.
What equipment and technology is used to do a hydrographic survey?
LOTS! I will include more information about the equipment and technology hydrographers use to get all of this data in a future blog post.
Personal Log
Yesterday was so very exciting! My husband drove me to the port of Cleveland.
Port of Cleveland. Downtown Cleveland is in the background. The Brown’s stadium in immediately to the left.
There it is!
Thomas Jefferson is docked at Pier 26. After all this time, it was wonderful to finally see the ship. I contacted the Officer of the Deck (OOD), he gave me permission to come aboard and immediately gave me a COVID test. Negative test = I can sail! I was never so happy to be negative!
He showed me to my stateroom or berth. I have the upper bunk and a porthole! My roommate (you will meet her later) is a Hydrographic Senior Survey Technician (HSST). We share a bathroom (toilet and shower) “Jack and Jill” style with the room next door. On a ship, the bathroom is known as the “Head”.
This is the number on my stateroom.
2 = I am on the second deck. Each deck on a ship is numbered. The numbers from lowest to highest are 4, 3, 2, 1, 01, 02, and 03.
39 = the bulkhead the stateroom is closest to. A bulkhead is a dividing wall or barrier between compartments in a ship, aircraft, or other vehicle. The ship has about 100 bulkheads. They are numbered 1-100 from the bow (front end) to the stern (back end).
1 = This means that I am on the starboard (right side if standing on the ship looking toward the bow) side of the ship. If the last number was a 2, that would mean that my stateroom was on the port (left side if standing on the ship looking toward the bow).
This is my stateroom. I sleep on the upper bunk.
This is the “Head”.
The OOD then gave me a quick tour of the ship showing me the “Mess” (where we eat), the galley (kitchen), lounge, plot room (where they take the data that is collected during the day and where the data is made in to hydrographic “pictures”), laundry, and exercise room. He also took me to the bridge (where they pilot or drive the ship) and on all the decks. Later, I met one of the engineers and he took me on a tour of the engine room. So cool! I will include more information about these places on the ship in future blog posts.
Happy to be here! Happy to learn all about the important work being done by the National Oceanic and Atmospheric Administration (NOAA).
NOAA Ship Thomas Jefferson and me – the very excited Teacher at Sea (TAS)
For the Little Dawgs! Attention students in grades Kindergarten – 2nd grade. This section will be written just for you! I want to introduce you to my friend, Dewey. Dewey has been with me ever since my first year of teaching.
My travel companion, Dewey. See his sailor hat!
He will help you understand what I am doing on this big ship! He is excited to be on NOAA Ship Thomas Jefferson. He is also very thankful that we have a porthole in our bedroom. A porthole is a round window. I wonder why many of the windows on a ship are round?
Here is Dewey looking out of the porthole window.
Q: Where is Dewey?
Look at the surface. Can you tell where he is? Hint: You walk on it to get on to the ship.
Dewey is on the gangway!
A: Dewey is on the gangway. The gangway is the name of the ramp that you walk on to get on the ship.
Well, that is all for now. Later tonight the crew will have the opportunity to watch the 4th of July fireworks over Cleveland.
This picture was taken from the stern (back end) of the ship.
Happy 4th of July! Miss Parker, Chief Steward, decorated the Mess Hall for the holiday.
Decorated Mess Hall
During the night, we will head toward Erie, PA to map the area around Presque, Isle.
Latitude: 41° 31.9′ N Longitude: 81° 57.3′ 00 W Altitude: 138 m
Weather Data from Bridge
Wind Speed: 8 kts Surface Water Temperature: 23 °C Air Temperature (Dry Bulb Temperature): 25 °C Wet Bulb Temperature: 21 °C Relative Humidity: 78 % Barometric Pressure: 1014 mb
Science and Technology Log
Today, I am going to talk about anchoring the ship in Lake Erie, and some multibeam and side-scan images that NOAA Ship Thomas Jefferson obtained a while ago from different assignments.
The ship is mostly done scanning offshore portions of Lake Erie (2-7 nautical miles) from Lorain to Cleveland, OH, except near the shoreline. Waters near the shore are harder to scan for a ship like Thomas Jefferson because the water is shallower towards the coastline. Therefore, the ship decided to anchor closer inshore and launch its two boats to scan those areas. As I said before, the same multibeam and side-scan sonar beam technology is also in these boats. For the next couple of days while the ship is anchored, the boats will collect nearshore bathymetric data outside of Cleveland, OH.
The anchor is made of metal and is attached to the ship by a metal chain. First, it is important to decide where to anchor by looking at the chart. It’s usually preferred to anchor in sandy locations for stronger holding of the ship. However, most of the area we are surveying has a mud bottom, which is also okay for holding the anchor. The weight of the anchor is 3,500 lbs.! Once the ship was anchored, it swung around the chain due to the wind. The engine was off and we stayed there for about 4 days. Even though the engine was off, the generators were on. I will talk more about engines and generators in my next post.
Okay, let’s go back to multibeam and side-scan sonar. When the multibeam sonar scans to evaluate the depth of the water, the results can be shown in color schemes based on depth ranges. For example, during data acquisition we determined that 0-3.5 meters is black, 3.5- 5 meters is red, 5-10 is green and so on and so forth. This color coding is arbitrary as long as we have a legend at the bottom of the image that shows the depth of each color.
Scanning the water (color-coded legend on the left). The depth of water is not less than 5m.
There was one interesting thing I learned today. Side-scan sonar can also show the presence of fish. During our data collection, we found schools of fish that are both small and big. How do we know the object we found is a school of fish? Well, often the shadow of an object in a sonar image can tell more information than the image of the object itself. If the object’s image has a shadow that is not attached to the object then it may be fish. Since the fish is swimming in the water, its shadow would look unattached in the image. We not only found a school of smaller fish, but also found a school of bigger fish. How do we know that they are big? The shadow can tell you! When looking at the image, we can identify individual fish as a dot, and the shadow can be measured to determine the size.
Scan scan sonar image- There is no object detected. Use this image as a reference to interpret the following side scan images.
Side scan sonar image shows larger fish presence in Lake Erie (Credit: NOAA Ship Thomas Jefferson).
Side scan sonar image shows schools of small bait fish presence in Lake Erie. (Credit: NOAA Ship Thomas Jefferson)Both side scan and multibeam sonar imagery of a ship wreck from PREVIOUS mission of NOAA ship Thomas Jefferson. (Credit: NOAA Ship Thomas Jefferson)Both side scan and multibeam sonar imagery of bottom near Rocky River, Ohio during our this leg of acquisition. (Credit: NOAA Ship Thomas Jefferson)
Personal Log
I am almost halfway through my expedition in Lake Erie. When I say I am learning, I do not mean that I am listening and observing what others say, and jotting down what I heard. I mean that I am hands on, doing what others do on the ship. My title on the small boat is “Crew-IT,” meaning crew in-training, and they teach me everything that I need to know. I was even on the deck (ship control center) navigating the ship for about 10 minutes. It wasn’t that complicated to navigate a 208 ft long NOAA ship after all!
Driving NOAA Ship Thomas JeffersonChecking ship’s daily logs
I am not the only one who is training. There are many others, too: NOAA Corps officers, technicians, visitors, etc. The ship is not only completing its mission, but is constantly a training ground for others.
Okay, let me talk about my first time being sea sick. Except, I didn’t know what it was until somebody told me so the next day. So, I woke up earlier than usual that morning around 6 am. Because I had a full day boat assignment, I had to be fully ready. I packed a book to read, my camera, selfie stick and my notebook. I put on my sunscreen, and of course, my long pants. After eating my scrambled eggs with light roasted coffee, I quickly went down to my state room to brush my teeth to make sure I was on time for the 8 am safety briefing in the survey room. A safety briefing happens every day the small boats go out. We go over what work needs to be done for the day (general overview), what the weather will be like, and what the following days will look like. It takes about 15 minutes. At 8:15 am, we put on our safety gear (always confused whether to wear a crash helmet or hard hat), and lined up to be boarded. In about 10 minutes, we were on the boat, did routine safety checks, and started to survey. The weather was so hot and the bugs were of course in full bloom. Besides the hot “bug-gy” weather, the Lake was churning so bad that I couldn’t stand still. I had to either sit or stand while holding onto something. On that day, we were out until 7 pm. When we got back on the ship, I was so hungry but also so tired that I could not eat much. When people are late for the dinner which is eaten between 4:30pm to 5:30 pm, you make your orders before you leave for the boat, and they prepare your plate and put it in the fridge. I couldn’t eat anything that I ordered. Instead I ate an apple and went straight to bed.
I started to have a headache that I knew would eventually turn into a migraine. It was 10 pm, and my headache turned into a migraine. My migraine was so bad that my lids became so heavy that I could not open it. I was constantly turning in the bed, thinking that it would eventually go away once I slept. Nope! Nothing worked. I woke around 2 in the morning, took a shower and decided to take some ibuprofen. The medicine kicked in quickly and the next thing I remember was waking up at 7:30 am. I talked to my friend Justin that morning about what happened to me last night. He said that some people experience sea sickness in the form of a headache and suggested that I take the seasick medicine and eat a good, solid breakfast next time. I guess this is what I am going to do from now on when I have a boat assignment!
Did you know?
NOAA Ship Thomas Jefferson is holding about 130,000 gallons of fuel which could last about 45 days. The ship has 33 tanks across the ship that includes fuel, drinking water, sewage, dirty water, etc.
There is a “speed limit” on waterways? For example; Canada allows speed limit of 10 knots (11.5 miles/18.5 kilometers) in areas where the North Atlantic right whale have been reported in Gulf of Saint Lawrence which connects the Great Lakes to the Atlantic Ocean. The North Atlantic right whale, which is much larger than a humpback or a gray whale, is one of the most endangered whale species. More information about the species can be found here. Lake Erie doesn’t have speed regulation on open water unless there is a violation of marine laws or criminal activity.
The North Atlantic right whale (Credit: NOAA fisheries)
I believe you have a pretty good idea what we are doing on the ship. We are mapping Lake Erie. We are all familiar with general maps, right? The ones we see in schools, maybe having a nice globe on our writing desk, or even every day on TV when meteorologists forecast what the weather looks like. Maps are everywhere. Those maps are simple visual representations of any information we are interested in, such as cities, countries, mountains, rivers, oceans, roads etc.
Sand, clay, mud places on Lake ErieBigger map to show bottom materials (sand, clay, mud, sandy clay, rock)
Similarly, we also have a map for oceans, seas and lakes so that whoever wants to use Lake Erie “road” will use this map to navigate themselves safely. In the science of hydrography, these maps are called nautical charts. During my past two blogs, I have kind of explained how scientists map the waters. They use multibeam sonar to get the depth of the water and side scan sonar to take images of the bottom. I also described the condition of water such as salinity and temperature.
Lowering of CTDCTD instrument connected to a computerCTD dataTook out CTD instrument from the boatConductivity, Temperature, and Depth is measured manually on the boat. The boats navigate to certain predetermined places on the lake and the CTD instrument is lowered towards the bottom.
Lowering Down CTD instrument manually
Now, you may wonder what other data hydrographers collect that goes on the chart. The field units collect data on what material is at the bottom. The easiest way to do it is bottom sampling. They simply send a clamp-like instrument with a rope attached over the side of the boat, and when it hits the bottom it automatically closes itself and catches whatever it is at the bottom. And then, you pull up the rope and examine what type of materials are at the bottom. This information is so crucial for many reasons. For example, ships need to know where to anchor near the shore. Thomas Jefferson prefers sandy places so that the sand holds the anchor very strong. They stay away from rocky, boulder places to prevent the anchor from getting snagged. So, when a ship comes closer to Cleveland, not only do they know how to navigate the ship safely but also where to anchor. If it can’t anchor it poses a great risk not only for the ship but also for the public at the coastal region. You get the idea! The bottom sampling information is important. It seems simple to do, correct? Yes it is! But the information it provides is extremely important for government and public stakeholders.
Bottom sampler at the surfaceOpening of Petit Ponar bottom samplerRecovered bottom sampleMud sampleZebra mussels on the trayZebra musselsMe trying to find different species from the bottom sample
Bottom sampling can be used for other purposes such as what kind of organisms live there, what is the chemical and mineral composition, or even to know what life was like in the past. You can time travel by just looking at the sediment sampling of the sea/lake floor. However, the mission of NOAA Ship Thomas Jefferson is to find what material is at the bottom and navigationally significant, and ships use this information to use where to anchor.
Let’s go back and discuss more about the importance of studying seafloor composition. The more I research this topic the more I find it fascinating to get how much information we can obtain. I came across an article titled “ THE FUTURE BURIED in the DEEP ” by Jeremy Schwab, and it has very interesting information about why bottom sampling information is used. It is even used by NASA scientists who are studying conditions on other planets and moons that might support life. What mind-blowing research to do. I guess now I am interested in studying bottom sampling!
Personal Log
Speaking of bottom sampling, yah yah yah! You are tired of me repeating that. You may say “We got it Oktay, it is important. Tell me something else.” Well, I am going to share how one experience I had in the past came in handy, and how it led to something I never thought of.
When you do bottom sampling, sometimes you get mud, but if you are lucky you also get benthic organisms which live at the bottom of the lake/sea. In the case of Lake Erie, all we got is mud. Nothing else. Of course, it raises the question, why? I will leave you with that.
You may argue that even though there is no visible biology, there are tons of microorganisms potentially living in that mud. Yes, you are right. However, since we are not doing microbiological studies, and I don’t have my microscopes to see what is in there, I can’t see those microorganisms. So it looked boring to me, and I went straight back inside of the ship. Plus, I was tired of bugs that were eating me all over. I swear I think they were “Superbugs”, resistant to bug spray. I put bug spray all over me including my clothes, and they still bit me! Who knows, they might be mutated by all the industrial chemicals around Lake Erie, and compared to the chemical composition of bug spray, they were like “Is that all you got, Oktay!”
Swarm of bugs all over the ship
Sitting at a desk in the survey room, there was a call asking “Is the Teacher at Sea around? Could you please tell him to come down to the deck? We found an interesting bottom sample we think he should see ”. The officer responded, “Yes he is here and coming over”. I rushed to the deck and checked out what it was. The sample they took consists completely of mussels. Immediately, I took several pictures of them and wondered about what kinds of species they were. Then, it clicked! I can use my “Seek app” to identify them and put them into the “iNatural” database. Now, here is the good part. I learned about these two apps from naturalists and scientists who studied biodiversity in Acadia National Park, Maine last summer when I was an Earthwatch teacher fellow. You may know that the Gulf of Maine is one of the fastest warming bodies of water in the world and scientists are studying the effects of climate change in this place. I guess there is homework for you in there. Read about how climate change affects biodiversity in Acadia National Park and the Gulf of Maine, and what it means to the rest of the U.S. and the world.
Anyway, I took my phone and identified the species by using the Seek app. They were all zebra mussels. Then, I added my observation into the iNatural database. Since there were millions of bugs there, I decided why not identify these creatures as well! I found out that almost all of them are Giant Mayflies. Quite a few of them belong to the Genus called Chironomus, but the Seek app could not identify its species name. Of course, I put those observations into the iNaturalist database, too. At the end, I had a sense of relief because at least I knew what they were. By the way, zebra mussels are an invasive species and based on my research it was first seen back in the 90s in Lake Erie. Zebra mussels are filtering Lake Erie for sure, which is a good thing, but I wonder what environmental changes it created here since they are an invasive species.
Giant MayflyZebra MusselGenus Chironomus
Shortly after I logged my observations in iNaturalist, there was an email starting with a title “A new update in the last 24 hours from iNaturalist”. Usually I receive any emails relating to activity in my iNaturalist – whether somebody comments on what I posted or giving species identification, etc. I opened up my email and it said that “Lower Lake Erie Region CSI” curators added some of your observations.” That means, the observations I made ended up in their project as well. The aim of the Lower Lake Erie Region Citizen Science Initiative is to identify the various species living (biodiversity) in the southern Lake Erie region. Having a feeling of contributing something to science made me feel accomplished against these voracious bugs! At least for now.
iNaturalist observations made it into Lower Lake Erie Region CSI project
Why am I talking about all of this! I wanted to make sure you know that if I hadn’t participated in the study back in Maine, I wouldn’t have known about these apps, and I wouldn’t have made my observations while doing something else on the ship that could help some other scientists!
I guess this experience also made me realize how important it is to have been exposed to different environments and learning different things as a human being. You never know when, where, and how you will use what you know. I strongly believe that the more you know and experience different things, the more you make informed decisions. In other words, when you are at a point where you need to make a choice (life is all about choices), your decision would be closer to the truth than someone who has not experienced what you experienced.
Hahaha! Sorry for my philosophical thoughts. These are the emotions I have while typing this blog post, while comfortably sitting on my table in my “office” (remember it is located in the mess deck where food is eaten), with a cup of hot bergamot oil flavored early gray black tea on my right side.
You may ask the same question as some of my colleagues ask me. What on earth are you doing on a research vessel for twelve days, learning all these sciences, technologies, skills, and tools that you may never use in your classroom or teaching career? Or I was once asked, why are you spending your summer with these programs? Why don’t you enjoy your much needed summer break? They may even say, why are you thinking about school work? I am not sure what they mean about “school work”? Clearly, there is a different interpretation of school work among educators.
My answer is always this – “I love to learn, and I love to experience new things.” For me, learning is everywhere at any time. Whether it is in school, home, holidays, summer breaks… it doesn’t matter. If a learning opportunity comes up, I get excited and try to experience it – that’s it. When you have that mindset, it doesn’t matter whether you are teaching in school, playing at home with your kids, or sailing on a ship exploring the water!
As a concluding remark, I suggest you do the same thing. No matter what profession you have, always be curious, be a life-long learner, and be out of your comfort zone.
Hope to see you in my next post.
Did you know?
Lake Erie is the warmest of all of the Great Lakes (southernmost positioned of all the other lakes), but it also freezes over more than other lakes (because it is the shallowest of all).
The water in Lake Erie was so polluted that it created “dead zones” due to algae blooms by the 1960s, and in 1969, the Cuyahoga River, which flows through Cleveland, Ohio, caught fire.
Learning is in full swing on NOAA Ship Thomas Jefferson. Previously, I talked about the multibeam sonar that the ship uses to map the bottom of Lake Erie. I also talked about how this technology related to other real-world applications. I hope I inspired you there.
Now, I am going to talk about another technology that Thomas Jefferson uses- side scan sonar. The technology basically detects and creates images of objects on the lake/ocean floor. The ship concurrently uses both technologies. Side scan sonar technology takes images of the bottom of Lake Erie and multibeam sonar records the depth; the seafloor/lakebed data is also known as bathymetry. For instance, if there is a big obstacle or a shipwreck in Lake Erie, side scan sonar would show an image. Then, multibeam sonar would be used to get the depth of the obstacle.
How does side scan sonar work differently than multibeam sonar?
If you remember from my previous post, multibeam sonar sends sound waves down towards the lake bottom. Side scan sonar also sends out sound waves, but from both sides of its transducer, sweeping the seafloor like a fan-shaped beam of a flashlight. So, the data needs to be composed of both the image and depth which allows a more comprehensive map of the seafloor.
A third technology used with the multibeam and side scan sonars is called “moving vessel profiler (MVP)”. The MVP is similar to a conductivity, temperature, depth (CTD) cast as it collects electrical conductivity, temperature, and pressure (to get depth) of water. The benefit of the MVP is that the ship can continue moving and receive sound speed information, rather than coming to a complete stop to deploy a CTD. This improves efficiency, allowing the ship to collect more data.
The MVP is a metal structure that looks like a big fish- also known as a towfish- located at the tail of the ship. As the ship moves, the instrument trails behind it, about a meter below the water’s surface. Sensors to collect sound speed information are located inside the towfish. When the MVP is deployed, the towfish free falls to the lake/sea bottom, before being automatically brought to the surface by the ship’s winch. Then, the ship receives a profile of the water column’s salinity and temperature, and can apply the sound speed measurements to the multibeam data. This information is critical for ensuring acquired depth measurements are in the proper location on the lakebed/seafloor. For the sake of Thomas Jefferson’s mission, CTD data is enough to process multibeam. However, other research vessels could have additional sensors within the MVP including some that measure chemical and biological parameters such as dissolved oxygen and chlorophyll fluorescence, etc.
The MVP Training; Deployment of Towfish
Geared up to learn about the Moving Vessel Profiler (MVP)
MVP instructions
Learning to operate the MVP
Navigating the MVP
On the radio
Let’s elaborate a few science concepts here. Conductivity is a measure of water’s capability to pass electrical flow. It does that based on how many ions are in the water. Therefore, the more ions present, the higher the conductivity of water. Ions are mainly coming from dissolved salts and inorganic materials such as alkalis, chlorides, sulfides, and carbonate compounds. These ions (positive/negative charges) in the water create electric current, so it conducts electricity.
Using the concept of electrical properties of dissolved salts, scientists measure the electrical conductivity of water so that they know the amount of salt present in the water (salinity). As you would expect, Lake Erie is freshwater so salinity is essentially zero.
Conductivity is one of the most useful and commonly measured water quality parameters. Knowing changes of dissolved solids in the water is an indicator of change in a water system. Different life forms adapted to different salt concentrations in the water. Even a slight change to this parameter could have a disastrous effect on life forms in water which creates a cascade of effects in other systems.
Personal Log
It was my second day on ship, and also the summer solstice. Today, sunrise was at 5:55 am and sunset was at 9:07 pm. It was the longest day for Lake Erie, indeed! It was also World Hydrography Day, yay! I am honored and humbled to be a part of Thomas Jefferson’s crew and to be the first Teacher at Sea on Great Lakes, especially on the longest day of the year and on World Hydrography Day in Lake Erie!
After eating my breakfast, I headed to MVP training. It sounded complicated but once I was on it, it was easy to navigate the instrument at sea. Then, I was called for my first boat ride. The ship has several “small” boats to assist in data collection, and they are beneficial for transiting and collecting bathymetry in more shallow places on the water. We had three people on the boat, doing side scan data collection closer to the shorelines. We also did several CTD casts, for nearshore sound speed profiles! On the ship the MVP can collect CTD data more frequently, whereas on the boat, we had to manually put it in the water every 4 hours. The boat was amazing, and I felt like I was on a private vacation boat! However, in this case, I was not only having fun, but also doing citizen science. I learned so much about the side scan, why it is used, and how the data helps the overall mission of Thomas Jefferson.
Deployment of our launch vesselGetting ready to launch our boatOur boat CoxswainOne of our boat crewmembers collecting sonar dataWe are away from our ship, Thomas JeffersonRelaxing back of the boat while collecting data
Recovery of our launch vessel
In this personal blog, instead of just including all the cool things I have done on the ship, I want to share some of my opinions about what I feel about my experience so far.
I would say about one-third of the crew on the ship are women in their twenties and thirties. Many of them are NOAA Corps officers and survey technicians/scientists. What an inspiring environment for women in STEM! They are involved in everything from navigating the ship to collecting data, from driving the boat to doing hands-on activities. I strongly believe that our female crew members are such an inspiration for future generations who will make things better!
Another feeling I have is how people are passionate about what they do. For example, I never thought a Commanding Officer (CO) and Executive Officer (XO) would be so friendly and approachable . I’m glad Thomas Jefferson has a great executive team. I’ve been having great conversations during lunch or any place I go on the ship. In one of our lovely conversations, both CO and XO strongly encouraged me to bring my students to visit the ship to give a tour. I said “This is exactly what I am here for!” I want to bring back my experiences to my school and community, and I can’t wait to bring them to the ship! They will absolutely love it.
In my last note, I should say that people who choose their careers based on their passion, are the ones who are successful, and also constantly inspire others to follow their footsteps. I have seen this in many professions across different fields. It is especially obvious when you have a public service job like educators, officers, doctors… You always have to do more than what your job asks you to do. If this is not something you are passionate about then the job becomes torture rather than enjoying.
Here, on Thomas Jefferson, seeing these men and women on a research vessel, working tirelessly around the clock, collecting data, once again proved to me that you have to be passionate about what you do.
Anyway, I think it is enough for me to stop talking about what I feel. But, you should know this – always follow your passion. That’s when you will find your real purpose in life.
Stewardship department- Two amazing chefsThis staircase goes to where engineers workSecond set of stairs behind me goes down to my stateroomLoungeOur safety gearExploring places on NOAA’s ship Thomas Jefferson
Do you know?
The National Oceanic and Atmospheric Administration Commissioned Officer Corps, known as the NOAA Corps, is one of the eight federal uniformed services of the United States. Those officers are made up of scientifically and technically trained officers. It is one of two U.S. uniformed services (the other being the U.S. Public Health Service Commissioned Corps) that consists only of commissioned officers, with no enlisted or warrant officer ranks.
To become a NOAA Corps officer, applicants must hold a baccalaureate degree, preferably in a major course of study related to NOAA’s scientific or technical activities. When selected for appointment, officer candidates must satisfactorily pass a mental and physical examination. For more information check out NOAA Corps eligibility requirements here.
I have been immersed in many science concepts in my very first day on the ship. Science is everywhere from how the engine works to navigating the ship to mapping the lake/ocean floor. I guess first I’ll start with explaining the science behind the research that the NOAA Ship Thomas Jefferson does in Lake Erie.
NOAA’s Ship Thomas Jefferson uses technology called multibeam sonar to map the seafloor and detect objects in the water column or along the seafloor. It is mounted on the bottom of the ship, also known as the ship’s hull. A multibeam sonar sends out multiple, simultaneous sonar beams (or sound beams) in a fan-shaped pattern which allows it to cover the space both directly under the ship and out to each side and then listen for reflections (echo).
An illustration of how a ship like Thomas Jefferson collects multibeam data (Credit: NOAA)
Why are sound waves used in water but not radar or light waves?
Because sound waves travel farther in the water than radar and light waves, and sound waves are created by vibrations. That means that sound waves travel faster in denser substances because the molecules are densely packed together. When one molecule vibrates the amount of time to vibrate neighboring molecules is shorter, meaning sound travels faster. What a great way to talk about different waves here but I am going to leave it here for curious readers like yourself to explore!
So, sound waves. If you were to compare one bottle of water with one bottle of air, the one bottle of water would have 800 times more particles than the bottle it has air (According to Scientific American).
Here it comes to the question. Do sound waves travel differently in saltwater than freshwater? The answer is yes! Because seawater has more particles due to salt (salinity) than freshwater. Remember, the more particles there are in a substance, the faster the sound can travel through it. The comparison can be extended among sea, ocean and freshwater systems.
Many sea mammals use sonar to communicate with each other. Take the humpback whales, for example. Researchers believe that humpback whales’ low frequency sounds can travel more than 10,000 miles in the ocean. Imagine you are a whale singing, how far can you reach out? Mind blowing!
This also reminds me of the science behind human hearing. Our ear detects the sound vibrations that travel from the air through the ear canal and strike the eardrum and vibrate. These vibrations are then passed to three tiny bones in the middle ear. Those tiny bones then amplify the sound by sending out sound waves to the FLUID-FILLED hearing organ called the cochlea. Meaning, we as humans, eventually use water to amplify what we heard outside in the air.
What a great way to learn the physics of sound within real-world applications. I challenge you to find out more real-world applications of sound.
Personal Log
While I have so many science concepts to talk about, I also have so many other things to talk about.
Let me start off by saying what I did when I got on the ship prior to our departure the next day. First, I received Covid-19 testing prior to boarding and thankfully after getting a negative result, I was allowed on the ship. The OOD (Officer of the Deck) showed me my stateroom (where I sleep). It is like a bunkhouse with two people and I chose to sleep on the top. Between two staterooms, there is one common bathroom with showers. Every room has safety equipment, refrigerators, lockers etc. It was really way better than I expected.
Anyway, soon after one of the ship’s deck officers told us that we were meeting at a restaurant for dinner at 7pm. While I was enjoying my hot fried coconut jumbo shrimp ( it was so hot that it didn’t cool even 15 minutes later!), one of the crew members asked my name. I responded to him in a way that could be pronounced in English. After waiting a couple of seconds, he responded “ Benim adim Justin, sen Türkçe biliyor musun?” With the shock that Justin gave me, I couldn’t say a single word. Justin said – “My name is Justin, and do you speak Turkish?” He knew that I am of Turkish origin and wanted to make sure I could speak. If the time of this conversation is around 8 pm then we had so much deep conversation that we couldn’t keep track of time and realized it was around midnight when we got back to the ship. His wife is Turkish and he knows how to speak Turkish very well. Imagine how odd it is to meet a person on a ship who happens to know how to speak Turkish in a place far from Turkey. Justin is an electronics technician (ET) for the ship. Ohh I forgot to tell you, we also went bowling after the restaurant.
When I got to my stateroom, it was well past midnight. Even though I drove 4 hours on the road and was worn out from the day, spending more than 9 hours with this incredible team recharged me. I couldn’t be more excited about what my days will look like onward.
I put my head down and could hear the loud generator noise. I was so tired that I could not get up to put my ear plugs on. I slept like a torn out elephant until the next morning!
I ate my veggie burger with scrambled eggs in the mess deck (crew eating area) for breakfast, spinach ravioli for lunch, and baked salmon with alfredo sauce macaroni and potatoes for dinner. Believe it or not, their mess deck is sooo awesome that I picked one convenient spot as my “office” desk. You can find every type of snack (that includes ice cream), tea, coffee… in this small place. There are coffee makers, water fill stations, soda machines just to name a few. NOAA is clearly taking care of their crew very well. Keep up the good work NOAA!
We departed around 2:30 pm from Cleveland and headed out to the Lake where we started to survey. About an hour and a half later, the ship started sending out multibeam sound waves and our official work started. Again, there is more talk about the crew, the work they do, and how I feel. I think I will intentionally make you curious more about my adventures and stop here.
Greeting NOAA Ship Thomas Jefferson at the Cleveland portSafety first!Sailing board to set to departure timeGangway was about to be lifted. Cleveland downtown was in the backgroundWelcome onboardResidual waste water cleaning time before the departureThomas Jefferson-Cleveland-myselfThe ship was going its location into Lake Erie. The ship was moving faster than I thoughtOur awesome ship crew (see if you can find me!)You got me! I am at the very far rightThis is one of the numerous awards NOAA Ship Thomas Jefferson receivedMenu: Day 1Menu: Day 2
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