Mission: Northeast Fisheries Science Center Bottom Trawl Survey – Leg 1
Geographic Area of Cruise: Northeast U.S. Atlantic Coast
Date: September 10, 2026
Science and Technology Log
In many ways, ships are like their own living organisms. From pontoons to sailboats, rowboats to mega-yachts, ships come in varieties just like plants and animals.
Different types of ships used for emergency response in Kingston, New York on the Hudson River.
A view from the beach on Nantucket, Massachusetts of personal boats, including rowboats and sailboats.
Preparing for the trip, I tried to approach learning about NOAA Ship Henry B. Bigelow as a species to study just like any other fish or bird species. I find research very comforting, so I tried my best to learn about ships in general, and the features of Henry B. Bigelow. NOAA has some excellent resources that cover the history, construction, and scientific specifications of the vessel. The end of this blog post contains links so you can dive even deeper, but here are some of the highlights (including some of my observations from onboard).
Basic Anatomy: Important Parts of a Ship to Know
Also called a command deck, wheelhouse, or pilothouse, the bridge is like the brain of the ship. This is where much of the navigation and mission logistics happen. Those working on the bridge also must maintain constant communication with other teams aboard, such as the engineers, scientists, and other crew.
On the bridge of the NOAA Ship Rainer underway in the fog (Image credit: Jenny Thacker)
On Henry B. Bigelow the bridge is very spacious and well-equipped with technology used to ensure that factors like the direction and speed are maintained as the scientific operations are performed. The bridge is commanded by a team of officers from the NOAA Commissioned Officer Corps.
The engine room is the heart and lungs of the operation. Without the engine machinery to propel the ship, you’re not getting very far. I have yet to see Henry B. Bigelow‘s engine room; that is a sensitive area. I’m a little nervous to inquire further because I know one thing for sure: engine rooms are LOUD.
Engine room of the USC&GSS Pathfinder, circa 1955. The U.S. Coast & Geodetic Survey was one of NOAA’s predecessor agencies. Image from NOAA Photo Library.
What else could the mess and galley be other than the digestive system of a ship, of course? Food is stored and prepared in the galley and the crew aboard the vessel have their meals in the mess hall.
Also sometimes called cabins or berthings, staterooms for sleeping accommodations allow the hardworking crew aboard the ship to get some much-needed rest between watches. My room is a four-person room with two sets of bunk beds with a bathroom attached. There are also some rooms that are singles or doubles depending on the staffing needs of those onboard.
Life History
NOAA Ship Henry B. Bigelow is one of many within NOAA’s fleet of state-of-the-art research vessels. The construction of Henry B. Bigelow and other ships of the fleet were built with the intention of providing optimal facilities for NOAA’s scientists.
It was built in 2007 by VT Halter Marine Inc., in Moss Point, Mississippi. Because it was built for the purpose of being a fisheries survey ship, it has lots of unique characteristics not found in other vessels.
It has instruments used for recording crucial data for NOAA’s various projects. The ship is home ported in Newport, Rhode Island and its primary purpose is to perform fisheries stock research along the U.S. East Coast, including the Fall Bottom Trawl Survey that I am part of this year. Read even more about the other types of capabilities of Henry B. Bigelow here.
The wet lab is where the fish (and other critters) are sorted and processed.
All aboard! We’ve arrived, folks. I landed in Rhode Island and was able to explore Newport. Okay, okay, perhaps I overpacked, but listen – my father, a retired U.S. Coast Guard Captain, instilled the official “Semper paratus” motto meaning “always ready” deep within me. Who knows what I might need?? Trekking about 100 lbs of luggage through the airport was quite the journey. I chose to count that walk to my rental car as my workout for the day.
Carrying all my belongings for the next few weeks.
A fraction of the baggage we transported via small boat.
After a lovely stay in Newport, I met up with the science team members that were also boarding the ship for the first leg of the bottom trawl survey. The large van transported us to the Navy pier where we then boarded a small boat to be transferred onto Henry B. Bigelow. Because we had about a dozen scientists with all their gear, we took multiple trips. I was on the last batch of folks transferred over so I boarded in the late afternoon. The evening included a whirlwind of orientation of the ship, safety trainings, and sneaking in a quick meal.
The view of Henry B. Bigelow from the small boat.
My first onboard meal!
Now, time to get some much needed rest before the mission officially begins; can’t wait to start my first watch tonight!!!
Did You Know?
Something interesting I learned in my research was about some of the traditional terminology surrounding shipbuilding. Did you know that ships have specific stages of their construction? Laying the keel is the formal start of the ships construction.
It’s wild to think that this opportunity could have drifted past me if I hadn’t opened a random email from one of the many environmental newsletters I’m subscribed to. In some ways, though, it was something that I manifested back in elementary school. My name is Melina Vella and I am thrilled to be writing my first blog post as a NOAA Teacher at Sea. Currently, I work for the Delaware Division of Fish and Wildlife as an environmental educator at the DuPont Nature Center.
By almost all accounts, my dream career growing up was to be a scientist. I recently sifted through bins of keepsakes spanning my years of schooling, and every “get to know me” assignment documents a clear plan. Aside from one deviating record that listed my aspiration to be a dentist (perhaps around the time my brother was getting his braces put on), science was always my end goal.
Assignments from elementary school demonstrating my aspirations of being a scientist. Two-year-old Melina, a very serious junior scientist, fully suited up with personal protective equipment.
My decorated undergraduate cap.
I wonder if past me would consider my present-day self a scientist. My undergraduate degree is technically a science degree, but in practice I’m not a scientist. So, in some ways, this expedition is fulfilling a childhood dream that no one will be able to argue: I’ll be a scientist.
Why the trip down memory lane? Well, I bring up these artifacts from many moons ago to illustrate that my interest in science started when I was only five years old. My passion was enhanced by field trips to the aquarium and my very first lab dissection of a flower in fifth grade. I was encouraged by my teachers to compete in the science fair each year. Through my position as a naturalist at the DuPont Nature Center, I have the chance to make that core memory for hundreds of kids visiting on field trips. Every single week for months I lead programming for students from dozens of local homeschool groups, public schools, daycares, and more. The overarching goal of these field trips while the kids visit is to connect them to the Delaware Bay, one of the state’s most important natural resources.
Seining program with a homeschool group. (Image Credit: Heidi Bacon)The Delaware Bay absorbing our Nature Center parking lot at high tide during a storm surge.
We all have some sort of relationship with the Earth, whether we want to or not. For some, the love they have for the planet is what drives them day in and day out. For others, they might not give a second thought to the impact their decisions have on the land, sea, or atmosphere. However, sometimes all it takes is finding a beautiful bivalve shell on the beach or petting a horseshoe crab for the first time to instill that desire to keep exploring.
That brings me to how I ended up here, as part of this program. The foundation of my education is environmental science, with an intense focus on ecology in marine environments. Unfortunately, one of the results of the COVID-19 pandemic spanning my junior and senior years of college was that the classes that typically offer field and lab opportunities were instead virtual. Alas, I never dissected a shark in my elasmobranch class. So, when the chance to actually go on a research cruise with NOAA came across my screen, applying was inevitable.
In front of Sankaty Head Lighthouse on Nantucket Island with my 2024 intern cohort.
A group of visitors attending a Storybook Saturday Program at the Nature Center.
This upcoming trip will be the longest I’ve ever been on a boat at once! I hope to absorb as much as I can through this experience and take it with me for the rest of my life. This opportunity will give me an entirely unique experience that very few people get to have each year. I’m excited to meet new people and learn more about what it actually takes for a research project to be successful day-to-day. We’ll all have our roles, and I hope to add value to the team while I’m there by bringing my natural strengths and past experiences along with a passion for pushing myself to always try new things.
Today’s Tune:
How Far I’ll Go by Auli’i Cravalho (from Moana)
“See the line where the sky/meets the sea, it calls me”
Mission: Shark/Red Snapper Bottom Longline Survey, Leg 1
Geographic Area of Cruise: Western North Atlantic Ocean
Date: August 19, 2026
Late afternoon on August 11, 2026, my last night aboard Oregon II.
On August 12, 2026, I disembarked from Oregon II and set foot on land for the first time in 17 days in Charleston, South Carolina. Gradually, the team we had formed for the first leg of the survey began to break up as people went their separate ways. Some would be embarking again in three days’ time for the second leg of the survey. Some were taking their vacations or heading back to work on land but would return for legs three or four. Others, like me, were only part of this one journey from Pascagoula to Charleston.
Arthur Ravenel Jr. BridgePhoto credit: Gretchen ArndtArriving at port in Charleston, SC
It is certainly a strange experience to work so intensely with a group of people – even living and eating meals together – and know that the same team will never come together again exactly as it is. Those of us who wouldn’t return were making way for new people to arrive and gain their own experience. (There is even another Teacher at Sea expected later in the survey!) This is also something we have to accustom ourselves to in education. For a year, we build a sort of family in a classroom, with our own rituals, inside jokes, and memories. Then we ultimately have to say good-bye so that everyone can move on and keep growing somewhere else. As a teacher, I want to make sure that what students experience in my class helps them to contribute the best of themselves to every new team they join.
This week I am returning to school to get ready for the new academic year. I am reflecting on what I learned from my work and life aboard Oregon II and how I can bring that to bear on my teaching and collaboration with colleagues this year. Of course there are many lessons about science and maritime careers. But there are also lessons about resilience, curiosity, and being willing to take risks. I enjoyed so much support from my family, friends, and colleagues at home. My entire district was cheering me on and colleagues told me how brave they thought I was for trying this. Yet it is this very support that allowed me to feel brave enough to go for this opportunity and follow through with it. Having a foundation of trust and support makes people more willing to take on new challenges. We can risk failure because we know somebody will be proud of us just for trying. This is the kind of culture that needs to be built in a classroom. As I decorate my classroom and write lessons, I am thinking of how I can both challenge and support my students this coming year.
That being said, I am also super excited to show my students pictures of sharks, sharks, and more sharks! It occurred to me how very few people have been able to touch, tag and hold sharks like I did. My students are going to be so excited and they will have so many questions for me. Besides sharks, I want to show them pictures of scientists working outside with tools that are like what they might find in a toolbox at home or what their parents might use at work. I want to show them strong scientists holding shark heads and tails to keep their colleagues safe while they measure and tag an animal. I want them to know that some of the scientists I met didn’t always have the easiest time at school, but they still went on to learn, achieve, and snag one of the coolest jobs in the world. I’m also eager to show them pictures of some of the cool machinery aboard ship and allow them to imagine what skills they might need to be an engineer or steward. A boat is like a floating city and it requires many talents to keep it safe and moving forward.
I’m looking forward to sharing what I’ve learned with other educators. (I’ve already had other teachers ask me about they can become NOAA Teacher at Sea!) In our first meetings back at my school, we discussed our main objectives for the year, one of which is to strengthen students’ writing in science class. Being a Teacher at Sea gave me a lot of first-hand experience with how difficult it can be to express scientific concepts clearly and how important it is to be precise. Yet the processes of recording, writing, and drawing can actually help us solidify new learning. Next week my students will be putting together their science notebooks in which they will record all their observations during classroom experiments. We will discuss the importance of taking precise measurements and recording them carefully with the correct units. (After being the data recorder while a team of scientists holds down a thrashing shark to measure it in millimeters, I feel like I have some insights to share.) I can’t wait to see those notebooks fill up with all of their learning and — most important — new questions to investigate.
If you have been following along on my journey, I want to take a moment to thank you. At times, it was a real challenge to sit down and write but then I would think about everyone who told me they enjoyed reading my blog or looking at my pictures. Knowing I had people excited to read about what we were up to on Oregon II or to learn something new about the ocean motivated me. It’s been such a pleasure to share this with you.
Mission: Shark/Red Snapper Bottom Longline Survey, Leg 1
Geographic Area of Cruise: Western North Atlantic Ocean
Date: August 8, 2026
Latitude: 31° 36.130’ N
Longitude: 79° 40.546’ W
Weather Data from the Bridge: South to southeast winds, 5 to 10 knots. Seas 4 to 5 feet. Showers likely and scattered thunderstorms.
Science and Technology Log
NOAA Operations Officer Heather Gaughan and science volunteers Maysin Douglas and Kleys Morillo measure the length and weight of an Atlantic sharpnose shark (Rhizoprionodon terraenovae)
In the past couple days, we have begun to catch a greater number of small sharks that do not require the cradle. When a smaller shark is hauled up, length measurements are taken on a board that’s like a big ruler. They can be weighed by hanging them from a handheld scale. During this process, I was able to hold a juvenile tiger shark!
How do you hold a shark safely? Sharks are similar to alligators in that they have very strong muscles for biting down but weak muscles for opening their mouths. If you hold them firmly in the right spot, it is possible to keep their jaws clamped shut. In the cradle, the person controlling the shark’s head applies downward pressure to keep the jaws closed. On the deck, grasping with thumbs and fingers on either side of the jaw does the trick.
I was assisting with measuring when suddenly everyone around me insisted that I hold the shark. I am not going to lie: I was terrified to hold that shark! But everyone here is very encouraging and they want to make sure I don’t leave anything on the table. After all, I came out here for a challenge. So I took the shark that was handed to me and now I can live without regret. I sent this picture to a student’s mother to show him and he said, “Aww, that’s my teacher, she’s a shark catcher!” New teaching level unlocked.
Because this leg of the survey spans the end of July and the beginning of August, we have had to participate in abandon ship drills twice. During these drills, we practice getting to our muster stations for fire, mariner overboard, and abandon ship emergencies. For the abandon ship drill, we have to practice putting on our survival suits. These all-in-one suits are designed to keep you afloat and prevent hypothermia while awaiting rescue. They are also equipped with whistles and lights so that you can alert other ships to your location. My suit was comically large, but I was assured that it would still keep me warm and afloat should I need it.
You might wonder why we would need protection from hypothermia in the summer when the water is around 80° F. Water conducts heat better than air. This is why you can briefly stick your hand into a 400° oven without injury but 212° water will burn you instantly. Being immersed in water below your body temperature will sap your body heat much faster than air at the same temperature would and your body can’t keep up with maintaining warmth. You can become hypothermic in 80° water within a couple of hours. When you are far from shore, it could take much longer than that for another vessel to know you’re in trouble, locate you, and arrive to rescue you.
Although being aboard ship — or out on a recreational boat — can be a lot of fun, safety should always be first in everyone’s mind. If you’re planning to get on the water, please make sure you’re ready for emergencies and have all required safety equipment. Boating laws vary by state but this site from the US Coast Guard is a great place to start learning: https://www.uscgboating.org/recreational-boaters/
Cheyanne Vanderdonckt wearing a survival suit during a safety drill (Photo credit: Maya Seehotlz)
While the deck crew and science team work in the well deck hauling in the line, the officer driving the ship is just as busy up on the bridge. NOAA vessels are under the command of officers from the NOAA Corps, which is a uniformed service branch. Oregon II’s commanding officer (CO) is Commander Jesse Milton and he was kind enough to give me a tour of the bridge during haulback operations one evening. It is the quietest place on the ship and it has a wonderful mix of 1960s era control panels and new technology. After dark it is illuminated only with red lights to preserve night vision. Even with modern radar and sonar systems, the most important safety feature is the vigilance of the person at the helm.
In the picture below you can see Operations Officer Heather Gaughan looking out the starboard window to maneuver the boat from the controls there. There is a similar setup on the port side, as well as the primary controls in the center. Being able to operate the vessel from these different vantage points assists with operations such as docking and hauling in the fishing lines. After the fishing line is set, the line is cut so it is no longer attached to the ship. This means the ship must go back and pick it up again. The ship must approach the high flyer close enough for crew members to be able to catch the line attached to it with a grappling hook, but not so close that it runs over the line. Then the ship must change its angle of approach so that the line is more or less parallel to the side of the ship. These are delicate maneuvers that require coordination and communication between the bridge and the crew hauling in the line.
In the bridge, Operations Officer Heather Gaughan drives the ship while looking out the window to starboard while Commanding Officer Jesse Milton looks out the front.
As part of my Teacher at Sea experience, I was invited to deploy two drifting buoys as part of NOAA’s Adopt-a Drifter Program. This program helps connect students to ocean science as they track the movements and data from their drifters.
The drifter itself consists of a spherical float — like a large, rigid beach ball — attached by a tether to a drogue. The drogue looks kind of like a large windsock or a fabric play tunnel. It helps to anchor the buoy in the upper surface of the water, rather than allowing it to be tossed around in the wind and the waves. Students can track the drifter buoy as it moves along in ocean currents and gathers data on sea surface temperature. Other data gathered can include barometric pressure, wind speed/direction, and salinity.
The data from drifters can be used to support weather forecasting, as well as climate research. All of these drifters are part of the Global Drifter Program, which aims to maintain an array of these mobile data transmitters around the globe. You can see all the drifters on a map and click on each one to learn more about it here: https://www.aoml.noaa.gov/global-drifter-program/
Before deploying the first drifter, we decorated it with stickers and messages for my students. We chose a spot within the Gulfstream current to give the drifter buoy a good chance of traveling far. The batteries typically last about 400 days but they have been known to last much longer. Before we tossed it off the stern, the bridge made an announcement for anyone who wanted to come watch. It felt like a little celebration.
Our decorated drifting buoy ready to be deployed, deployment with lead fisherman Sean Gronquist, and a view of the buoy drifting away. (Photo credits: Cheyanne Vanderdonckt and Maysin Douglas)
Aboard ship, we are beginning to ask one another what we miss from land. We miss our pets and going barefoot (not allowed for safety reasons on the ship). I miss my husband and taking naps on the couch with my dog. It’s also a little frustrating to see all this water and not be allowed to swim!
I am still enjoying being at sea, but I miss working within my realm of expertise. At my workplace, I am an experienced employee that people may come to for help with challenging student behaviors or ideas for teaching a tricky concept. Here I am helpful with routine tasks, but way over my head in scientific conversations. This is also really helpful for understanding the emotional dimensions of learning. When students are struggling, they need support but they do not need us to remove all of the discomfort. This is often our first instinct as we teachers tend to be compassionate people, but being able to tolerate some level of discomfort is critical to learning. Supporting students through this — rather than seeking to eliminate all friction — is how we can help them to become lifelong learners. Instead we can remind them that making mistakes and temporary confusion are normal parts of the learning process. You can invite students to think about skills they have now that used to be difficult or impossible for them and think about how they improved. Sometimes all we need is a reminder that we have done hard things before and we can do them again.
While learning more about sharks, I have also been learning how scientists and the ship’s crew manage to write reports and e-mails in an office swinging from side to side at an inconstant rate. For the last few days the ship has been rocking quite a bit due to swell from a storm off the coast of Florida. This has made it challenging to read or write. Large objects on the ship are secured to keep them and us safe, but not everything can be strapped down so there are still some things falling off shelves. We will go on deck for a set or haul and return to find computers or other equipment on the floor. Everyone takes it in stride as part of life at sea. When I applied for the Teacher at Sea program, the application stressed three qualities above all: flexibility, fortitude, and the ability to follow orders. I can see these traits in the people working aboard Oregon II and I’m thinking of ways I can help to cultivate them in myself and my students.
Did You Know?
A chronometer is a highly accurate clock that can keep time under extreme conditions, such as those encountered at sea. Accurate timekeeping was difficult at sea when clocks relied on mechanical components whose movement was affected by the constant motion on the water. Being able to keep time accurately was important for navigation, particularly for calculating longitude. The marine chronometer was invented in the 18th century and began a new era for navigation.
During my tour of the bridge, Commander Milton told me I should get an engineer to take me down to the engine room to see Oregon II’s chronometer. It was originally part of the ship’s predecessor Oregon and is 100 years old. NOAA has educational activities to learn more about geography and navigation at https://nauticalcharts.noaa.gov/learn/educational-activities.html
Oregon II’s chronometer, originally part of its predecessor Oregon’s equipment
Geographic Area of Cruise: West Coast Pacific Ocean
Date: August 9 , 2026
Weather Data from the Bridge
Latitude: 45°46.3’N
Longitude: 124°15.9′ W
Wind Speed: 12 kts
Air Temperature: 15.0°C
Science and Technology Log
Today we had safety drills, and I felt more confident knowing what to do in an emergency. They also checked fire hoses, and the fire response team practiced suiting up and going to their stations as quickly as possible. We were going to light expired flares into the air, but unfortunately we were unable to do so due to the waves and the acoustic sonar being in the water.
Safety drill with expired flares
Commanding Officer Erick Estela led us on a tour of the engine rooms to see how the ship runs. It also gave me a better idea of how the net is deployed. Here is one of the winches that connects to the doors that hold the net open underwater:
Winch that controls the net door, located in the engine room
This is the rudder indicator of the ship:
Ship’s rudder
The engineers have everything they need to keep things running smoothly. They have a number of work areas, including a welding area:
Welding station
This hallway shows some of the electronics that control the generators that power the ship:
Automatic ship controls
There are many backup equipment processes in case something goes wrong. Here is an area that an engineer can control propulsion if there was an issue on the bridge. Also, if the power goes out, there is an old-fashioned sound-powered “land-line” that you crank to call:
Engineer Operating System Location where engineers can control the ship in case of emergency
Sound powered telephone
Before I came on board, I was worried that we would have to take “Navy” showers, like my father used to talk about when he was in the service. These are where you only turn on the water to wash away soap and shampoo. Luckily, times have changed and NOAA makes its own water onboard! Here is a photo of one of the evaporators where fresh water is distilled from salt water. They have multiple units, but they usually don’t need to use all of them, unless people take extremely long showers.
Fresh water distilled on board
There are also HVAC systems and sewage pumps (they use bacteria to break down solid waste):
Organic waste material is processed by bacteria
There are a few areas of the ships that have watertight doors that close during a flooding event, so that you can remain safe.
Doors that can be closed automatically by the bridge in case of emergency
We also checked out the damage control lockers located on opposite sides of the ship. If there is damage done to the hull, materials for containing the leak are available, along with fire mitigation supplies.
Damage Control Locker
Oil leaks are mopped up with items located in these yellow tubs:
Spill clean-up materials
The Dive Locker has wet suits, an air compressor for dive tanks, and other tools necessary for staff that are certified. Once a month, they check the hull outside of the ship to make sure everything is clean and intact. Divers train once a month to maintain their skills and certifications.
Dive locker
Did you Know?
Every night, the chief of science, the chief engineer, the operations officer, the commanding officer, all of the deck crew, and the survey lead meet to go over the trawl plan for the night. Based on the days acoustic data, they go over fishing locations, the weather, if any vessels or buoys are in the area, the topography, and if there are any concerns or updates from the crew.
Then they do an operational risk assessment. Each person puts up a finger, with 10 fingers being the highest risk, and zero fingers being no risk. They rate Resources (Boat and Equipment, Supervision, Communication, and Support), Environment (Surf Zone, Remoteness, Ice, Rocks, Traffic, Shallow or Uncharted water), Team Selection (Experience, Training, and Familiarity), Fitness (Physical and Mental), Weather (Effects on mission and safety),and Mission Complexity (New or experimental, or restricts maneuverability). If the total score is high, that can affect whether trawling proceeds or how many trawls will occur that night.
Operational Rish Assessment Form used during meetings
Personal Log
Before I left Eugene to fly to San Francisco, I was excited to start my time with NOAA but also nervous about how well I would adapt and fit in on a research expedition. Admittedly, the fish trawling and sampling is rigorous and switching to a night schedule was tiring for the first few days. But everyone has been so patient and open to all of the questions I have (they even let me steer the ship!), even though I struggle sometimes with understanding some of their answers. I’ve learned an incredible amount about marine biology, fisheries, and NOAA, along with learning about the people behind the jobs on board. Now, near the end of my time on board, I feel that I’m more than capable in the wet lab, I’ve adapted to life aboard a ship, and I’m now part of an incredible crew and team. Maybe it’s time I switch to a science teaching position…? 🙂
