reverse osmosis – Page 2 – NOAA Teacher at Sea Blog

June 30, 2013August 13, 2021

Yaara Crane: Engineering a Floating Town, June 29, 2013

NOAA Teacher at Sea
Yaara Crane
Aboard NOAA Ship Thomas Jefferson
June 22, 2013 – July 3, 2013

My roommate, Ensign Kristin, is teaching me how to steer at the helm.

Mission: Hydrographic Survey
Geographical area of cruise: Mid-Atlantic
Date: Saturday, June 29, 2013

Latitude: 38.81°N
Longitude: 75.06°W

Weather Data from Bridge:
Wind Speed: 13.50 knots|
Surface Water Temperature: 22.61°C
Air Temperature: 23.30°C
Relative Humidity: 87.00%
Barometric Pressure: 1001.38mb

TJ sunset — Sunset over the bow of the Thomas Jefferson.

Science and Technology Log

At any given time, the Thomas Jefferson is home to about 30-40 individuals. These individuals come from all walks of life to become deck hands, engineers, stewards, scientists, or officers. Yesterday, I spent a couple of hours with Chief Engineer Tom learning about how his team of engineers works to keep this home afloat and functional. There are currently 4 licensed engineers, and 3 QMEDs (Qualified Members of the Engine Department) aboard the TJ.

engineering console — The engineering control console keeps and eye on all of the mechanics of the ship. If the bridge loses control, the engineers could steer the ship from here!

How do you become an engineer on a NOAA ship? There are two routes to becoming an engineer on a NOAA ship. If you wanted to start working immediately aboard a ship, you could apply to start as an undocumented engineer. You are required to work 180 days at sea, pass a basic safety course, and then would become eligible to take a test to become a QMED. Another 1080 days would make you eligible to take a licensing test to become third engineer. From there, time and more licensing tests help you work up the ranks. There are a myriad of licensing tests that depend on the horsepower of the ship you want to work on. For example, most NOAA ships require the same license, but the NOAA ship Ron Brown has more horsepower and requires what is called an unlimited license. All licensing falls under the purview of the U.S. Coast Guard and various federal regulations. A different route to becoming an engineer involves attending a four-year program at a maritime academy. The maritime academy gives graduates the necessary skills to move straight into a third engineer position because it includes internships and semester at sea opportunities. The students from the academy must still take all of the same licensing tests. Clearly, engineers must have a great amount of knowledge as part of their toolkit no matter their background.

What really stood out to me was when Tom mentioned the fact that the word engineer comes from engine. The primary purpose of the engineer is to make sure that the ship has enough power for all of the tasks that happen around the clock. The TJ has two engines for propulsion and three generators for electricity that can be put online to boost the power output. When I was in the engine room yesterday, second engineer Steve was on watch and communicating with the bridge about having more power for their bow thruster. The bow thruster increases the maneuverability of the ship when it is slowing down, such as when anchoring. Steve made sure that Generator 1 was providing the energy needed for this particular task while Generator 2 was providing power for the rest of the ship’s needs. Overall, the Thomas Jefferson can hold approximately 198,000 gallons of diesel fuel, and uses about 1,500 gallons a day for all of its operations.

RO comparison — Can you tell which of these reverse osmosis machines is working, and which one is offline?

Most of the engineering equipment comes in duplicate just in case anything breaks down. For example, there are two reverse osmosis machines whose purpose is to turn seawater into potable water. One of them is currently down, so it is imperative that we have a second aboard. Reverse osmosis is the process by which seawater is pushed through a semi-permeable membrane in order to filter out the solutes, and only allow the water solvent through. The solute (sea salt) can then be dumped right back into the ocean. The water that is collected must be chlorinated before use, but will then go on to the galley, bathrooms, laundry, etc. The TJ can store around 21,500 gallons of freshwater and uses about 2,500 gallons of fresh water a day.

saline_diagram — The internal workings of reverse osmosis. Image credit: http://www.nrdc.org/onearth/04sum/saline_popup.htm

When being built, NOAA ships are outfitted for water usage in different ways, and Tom is busy planning how to make the ship more energy efficient. The TJ does not have the ability to use and recycle gray water or sea water very efficiently. Some NOAA ships have the ability to use seawater in the toilets, but the TJ does not. Have you ever thought of how much water is used when flushing a toilet? Well, you might have to think of that if you live in a desert area, or on a ship! Tom will be able to reduce the amount of water used in each flush by about 1.4 gallons with a simple valve that he plans on installing when the ship is docked for some maintenance work this summer. If we assume that there are 35 people on board the ship, and each person flushes 5 times a day, then the TJ can save 245 gallons of water each day with just a simple upgrade. This amounts to a reduction in water use of around 10% a day!

Tom has thought through many other types of upgrades, most not so simple, to better put to use the resources on board. Instead of using reverse osmosis, some NOAA ships make water through an evaporator. An evaporator is a much more efficient way of creating water because it needs a reduced pressure and average temperature near 160°F. On ships that have evaporators, water is diverted into pipes near the heat of the main engine so that the waste energy created by the engine can be transferred to reduce the amount of energy needed in the evaporator.

Although I have a particular interest in wastewater treatment and energy usage, these are by no means the extent of the engineer’s tasks. They are also responsible for checking fuel levels, keeping the air conditioning running (crucial considering the heat generated by the servers required to hold all of the ship’s scientific data), maintaining a workshop, being the ship’s electricians, and much more. Finally, they also work to keep up the morale of everyone in this floating town.

Personal Log

I am trying to keep myself busy learning about all of the aspects of the ship. It is difficult to throw myself into the data analysis because the CARIS program is so complex; however, I spend lots of time watching the scientists plug at it. I have also been spending a lot of time on the bridge where some of the officers have been letting me help to collect hourly weather data, and teaching me to take navigational fixes. It is interesting to see that even with all of the digital data, the bridge officers must still take time to read a wall-mounted barometer and interpret cloud formations in the sky. For navigation, the officers still need to know how to use a compass and protractor, which brought me back to 1998 and my days in geometry class.

I also love hearing travel stories from the many people on board. Keith, a deckhand, has travelled all over the world on a NOAA ship based in Hawaii. It motivates me to continue to find opportunities to expand my horizons and see the world. I hope that I can also motivate my students back at Annandale to get creative with their ambitions.

Did You Know?

Officers must be on watch 24/7, even when at anchor. To help preserve their night vision after the sun sets, the bridge is stocked with red plastic squares which are mounted over the screens to help minimize glare from white light.

July 11, 2012August 11, 2021

Lesley Urasky: June 30, 2012, Goodbye Pisces

NOAA Teacher at Sea
Lesley Urasky
Aboard the NOAA ship Pisces
June 16 – June 29, 2012

Mission: SEAMAP Caribbean Reef Fish Survey
Geographical area of cruise: St. Croix, U.S. Virgin Islands
Date: June 30, 2012

Location:
Latitude: 29.1215
Longitude: -78.9042

Weather Data from the Bridge:

Water Temperature:
Air Temperature: 32°C (90°F)
Wind Speed: 9 knots (10 mph), Beaufort scale: 3
Wind Direction: from W-SW
Relative Humidity: 61%
Barometric Pressure: 1,012.0 mb
Surface Water Temperature: 28°C (82°F)

Science and Technology Log

During our last night, I had the Third Assistant Engineer, Steve Clement, give me a tour of the engine room and fresh water system. I can’t believe the engineers are able to work down there – the noise and heat (110°) is amazing!

Steve Clement explaining how things work in the engine room — Steve Clement, Third Assistant Engineer, explaining how things work in the engine room.

I’m not a mechanically oriented person, so Steve had to keep his explanations short; it was more of a show-and-tell tour. The engine room, majority of equipment controlling the ship’s motion, and water treatment are located on the bottom deck of the ship. The quantity of both electronic and mechanical equipment is mind-boggling; all the men who work in this capacity have to be proficient in so many areas so the ship can support the science missions. Hats off to all those hard-working and talented men!

Computer screen showing the operations in the generation plant on the Pisces. — Computer screen showing the operations in the generation plant on the *Pisces*.

The operation of the ship can be monitored on the main distribution computer screen. Levels of fluids and functioning of all the components are continually assessed and modifications to operation made from the control panel.

Computer screen showing current fuel consumption for each generator.

The ship uses lots of diesel fuel when it is operating at full steam (14.5 knots/hour) – around 2,500 gallons a day! The Pisces has a tank capacity of 110,000 gallons; I’d hate to pay their fuel bill when it’s time to fill up! This quantity of fuel allows it to travel about 12,000 NM (nautical miles) or 13,800 miles; that’s a little over half-way around the Earth on one tank of fuel!

Pisces' generators — Two of the *Pisces*‘ generators: the one on the left is a 12-cylinder and an 8-cylinder on the right.

The propeller is located at the stern (back) of the ship. I was able to look down through grating in the floor and see the drive shaft turning at 134 rpm. It has a diameter of 14.1 feet; it has to be so large so that it can efficiently move the ship through the water.

Main shaft of the Pisces' propeller — Main shaft of the *Pisces*‘ propeller.

Lastly, I got to see the Pisces‘ water generation system. This is as important as the ship’s engines because without fresh water, the scientists and crew members wouldn’t have drinking water as well as no water for washing or cooking. The ship isn’t big enough to carry all the freshwater that it needs for a long cruise. But with reverse osmosis technology, and the fact that we’re surrounded by nothing but water, fresh water is readily available. The Pisces takes in seawater which is pumped through a reverse osmosis (RO) system.

Reverse osmosis (RO) system that creates fresh water for the *Pisces*.

In reverse osmosis, the salty water is forced (pumped) through membranes with very small openings. These are so small that the ions making the water “salty” cannot pass through; the water is able to pass and after leaving the ions behind, becomes fresh water. The RO system on the Pisces generates about 624 gallons per hour. The tan “box” in the picture above contains all of the controls and gauges. The long, white tube behind it contains the permeable membrane that the water is forced through.

Personal Log

It is with some sadness that my adventure as a NOAA Teacher at Sea has come to an end. Today I said goodbye to the crew of the Pisces. They are an amazing crew, and made my final portion of the cruise without the scientists interesting and fun. I admit that I was a bit apprehensive about being without the scientists and seeing the ship under different circumstances (lacking a specific scientific objective), but the Pisces steamed forward with two goals in mind: retrieving the buoy (see my last posting on June 27), and arriving in Mayport in a timely manner to receive the next group of scientists as they embark on their cruise. I’d like to invite you to continue to follow the Pisces and their new Teacher at Sea, Marsha Skoczek as she learns about Deep Sea Corals.

Pisces life preserver — *Pisces* life preserver

On the afternoon of the 28th, we encountered a line of squalls generated by Tropical Depression Debby as she moved off the coast of Florida and into the Atlantic. At one point, we had 40 knot (46 mph) winds and rain. After the winds had died down a bit, I spent some time up on the bridge. Being up so high in the ship, coupled with 8-foot confused seas (waves coming in from different directions) began to make me feel seasick. I took another meclazine (similar to Dramamine), had some saltine crackers and ginger ale, and sat on deck looking at the horizon for a while. When even this failed to make me feel better, I crawled into bed. I really must have been feeling poorly to miss dinner!

By next morning, the seas had calmed down dramatically, and I was feeling as good as new. As this was our last full day at sea, I headed up to the bridge to do one last thing that the Commanding Officer told me I could do – drive the ship! While the ship is underway, it is usually under “auto-pilot”. A course can be entered into the computer and the ship doesn’t need anyone actively at the helm. The Navigational Officer, Ensign Michael Doig, placed the Pisces under manual control and showed me how to steer the ship. The Pisces is an incredibly responsive ship and can turn very quickly in just a few feet. I was shown the current heading and the compass and tried to keep the ship on course – it was definitely much harder than it looks! After zig-zagging back and forth, off course by about 10 degrees, I handed control back to Ensign Doig.

Lesley Urasky at the helm (aka “driving” the ship).

After this concentration zapping task, he had me plot our current position on the navigational chart and record the hourly weather information. This included the ship’s current latitude and longitude, course heading, wind speed, air temperature, relative humidity, barometric pressure, and cloud cover.

These are some of the nautical charts the Pisces used while on our cruise: Puerto Rico and the U.S. Virgin Islands and East Coast of Florida: Approaches to St. Johns River

Plotting our position — Lesley Urasky plotting the *Pisces*‘ current position

While many aspects of travel in the modern age have various computer based technologies to assist with navigation, the crew still needs to know how to find their location manually. I spent some time learning about navigation with Peter Langlois, 3rd Mate on the Pisces. He showed me how they plot their course on a navigational chart. Once a ship’s current location is determined, those crew members on watch will use dead reckoning to determine where they will be at a given point in time if all the current conditions remain the same (course and speed). Peter also attempted to show me how to determine the time of sunrise/sunset for each specific location using our latitude, longitude, and an almanac. For an interesting way to determine when sunrise/sunset (as well as moon rise/set) for your specific location, NOAA has a great website called Solar Calculator. This site will also tell you when solar noon occurs (point where the sun is most directly overhead) and show you the path the sun takes across the sky.

Plotting our current position and using dead reckoning to project future positions.

Unfortunately, at that point in time, I wasn’t able to fully understand Peter’s directions as the seasickness was just beginning to hit me. The effects were compounded by being up on the bridge (almost the highest point on the ship) and trying to follow lines of small numbers in the almanac while the ship was being buffeted by waves from all directions.

As my final day at sea came to a close, I spent quite a bit of time “prowling” the ship and taking pictures of all the little things that had become so “ordinary” to me. After dinner, I climbed up to the flying deck and spent time watching the sunset with the Commanding Officer (CO), Peter Fischel. It was a beautiful sight; one that I’ll always remember.

Sunset from the Pisces' flying deck — Sunset on the last night of the cruise.

Before I went to bed, I checked the ship’s information board to find out when we’d be arriving in Mayport, Florida. The board holds important information and updates the crew needs to know as part of their jobs as well as other useful information.

Last night when I went to bed, there was nothing but open ocean surrounding the ship. When I woke up the next morning, the sun was rising and Mayport/Jacksonville, Florida could be seen along our port side (left). It was a welcome sight after not seeing land for a few days. However, I knew this view was also bringing my adventure to an end. It was an amazing journey and full of wonderful experiences. I met so many kind and knowledgeable people who I won’t soon forget. A HUGE thank you to NOAA, the science team, and the crew members of the Pisces!

Panoramic view of Mayport harbor — Panoramic view of the Mayport Harbor as we pull in at the end of our cruise.

August 13, 2011March 12, 2021

Jennifer Goldner: Underway/Behind the Scenes, August 12, 2011

NOAA Teacher at Sea
Jennifer Goldner
Aboard NOAA Ship Oregon II (NOAA Ship Tracker)
August 11 — August 24, 2011

Mission: Shark Longline Survey
Geographical Area: Southern Atlantic/Gulf of Mexico
Date: August 12, 2011

Weather Data from the Bridge
Latitude: 29 03.78 N
Longitude: 080 32.183 W
Wind Speed: 9.76 kts
Surface Water Temperature: 29.20 C
Air Temperature: 29.88 C
Relative Humidity: 84%
Barometric Pressure: 1012.55 mb

Science and Technology Log

NOAA Ship Oregon II is like a city. This 175’ research vessel has the capability of making potable water, processing sewage, and making its own power. Yesterday I followed around the engineers as they prepared for us to go to sea so all these things would run smoothly.

Because there are so many fluids on board (such as lubricating oil, hydraulic oil, waste oil, and diesel), it is very important to know their levels in order to be able to balance the ship. The Captain runs stability tests before going to sea. The engineers measure these fluids. How do they do it? They take tank soundings. If the engineer is measuring how much diesel is in the tanks, it is called innage. If the air space in the tank is measured, it is ullage.

Stainless steel tape and brass plumbob used for sounding the tanks

William, 3rd Assistant Engineer, sounding a tank

The lid to the tank is taken off first. Next a stainless steel measuring tape with a plumbob (weight) is lowered down into the tank. (Stainless steel and brass are used to prevent static electricity.) When the plumbob hits the buckler plate at the bottom, the tape is reeled in to see the level of the diesel. On this ship the readings are done in feet and inches. Some ships use the metric system. Either way, it is crucial that the measurements are read accurately. After the readings are taken, they put the numbers into a sounding table to calculate how many

Gene, 1st Assistant Engineer, making conversions on the sounding table

gallons still remain in the tank. There are 9 diesel tanks for NOAA ship Oregon II. Can you guess how many gallons of diesel the ship holds?

After soundings are taken for diesel, hydraulic fuel, and lubricating oil, a sounding is done for waste/dirty oil. All ships have to keep an oil record book to account for proper disposal of the dirty oil. In the event there is an oil slick on the ocean, the record book will show where all the oil for the ship went. NOAA is very cautious with the oil. One drop of oil can contaminate 100,000 gallons of water!

Another task to perform before going to sea is cleaning the strainers. Salt water is used to cool the engines; however debris comes in, too. The strainers stop the debris. When they get full the engines will overheat if they aren’t cleaned. According to the engineers, the strainers are much fuller in Pascagoula than in Charleston.

NOAA Ship Oregon II also makes potable (safe to drink) water. This is done by the reverse osmosis machine. Essentially the water is squeezed through membranes. The government allows up to 700 parts per million (ppm) of salt, but on this ship it is kept to 150 ppm. Water is made 22 miles or more from the coast. This is due to the fact that there are more pollutants closer to shore. The ship can carry 7,000 gallons of potable water.

Brian, Junior Officer, laying down the tracks — Brian, Junior Officer, laying down the track lines

Charting is one of the many other things that must be done before sailing. This is done by the Junior Officer, Brian. He is responsible for laying down the track lines (the course the boat will take). At any given time, he has 3 days tracked. This is done electronically then it is logged on the paper chart. On the map, blue is shallow water and white is deeper water. For Charleston Port, blue is 18 feet and below and white is 18 feet or above. This differs from port to port.

Personal Log

NOAA Ship Oregon II has an entire crew of experts. Thanks to Brian, Electronics Technician, for fixing my laptop which had a virus. Had it been plugged into the network, it could’ve shut down the entire NOAA fleet! All the ships rely on the internet for weather, latitude and longitude, etc. Thank you, Brian for fixing the problem!

You may have noticed from the Ship Tracker that we left from Charleston rather than Mayport. This was a precaution taken because of Tropical Storm Emily. When I arrived at Papa Pier in Charleston, I was greeted by Commanding Officer, Master Dave Nelson. He told me to just call him “Dave.” He is extremely down-to-earth and eager to share what he knows with me. It is obvious he has earned the respect of the entire crew.

Over the course of the evening, I got to meet many of the crew members. They each were very helpful in getting me ready to sail. One of the fishermen, Cliff, greeted me and explained longline fishing. Right now, however, we are transiting, or steaming, down the coast for 3 days. They won’t start fishing until we round the Florida peninsula on Sunday. Suffice it to say, I’m having the time of my life! This crew is awesome!

I had two added bonuses for my trip to sea. My parents dropped me off at the airport. They said it reminded them of me going to my first day of kindergarten with my shorts, T-shirt, and backpack! I also got to see my sister and her kids on a layover in Dallas. My nieces made a card for me which I have in my locker. In it my niece Ellie asked, “What are you going to grow up to be?” I have to say, the very fact that she doesn’t think I’m grown up makes me smile. Robert Ballard said it best, “I am a lifelong learner . . . a kid who has never grown up.” So Ellie, in answer to your question, I want to be a kid when I grow up. I don’t ever want to stop asking questions and asking “why?” It’s what kids do best.

Picnic with my nieces and nephew on a layover at DFW

Photo Gallery from NOAA Ship Oregon II

Dolphin playing on starboard side of the ship

Walter, Second Cook, and Paul, Chief Steward in the galley- The meals are WONDERFUL! — Walter, Second Cook, and Paul, Chief Steward, in the galley- The meals are WONDERFUL!!

Mess Hall- Notice the Captain's Saints chair!

Hanging out in the lounge on our down time

July 28, 2011April 28, 2021

Maureen Anderson: Out To Sea, July 26, 2011 (Post #2)

NOAA Teacher at Sea
Maureen Anderson
Aboard NOAA Ship Oregon II (NOAA Ship Tracker)
July 25 — August 9, 2011

Mission: Shark Longline Survey
Geographical Area: Southern Atlantic/Gulf of Mexico
Date: Tuesday, July 26, 2011

Weather Data from the Bridge
Latitude: 27.90 N
Longitude: -086.42 W
Speed: 11.50 kts
Course: 140.00
Wind Speed: 9.10 kts
Wind Direction: 272.65
Surface Water Temperature: 30.10 C
Surface Water Salinity: 26.89 PSU
Air Temperature: 30.10 C
Relative Humidity: 64%
Barometric Pressure: 1011.94 mb

Science and Technology Log

We set off from Pascagoula, Mississippi yesterday at 3PM. We had a short delay in leaving due to some maintenance that had to be handled, but it wasn’t too long until we were underway. It turns out we will be motoring around the southern coast of Florida and up the Atlantic to reach our stations. This project’s mission is to monitor the variability in shark populations off the Atlantic coast and Gulf of Mexico. We should begin setting line with baited hooks on Thursday. Each shark caught will be measured for length, mass, and sex. Some sharks will also be tagged in order to collect more data after their release.

Map of our course — This is our course map. It may or may not change.

The Oregon II has 30 people aboard, including crew, scientists and volunteers. The crew includes officers, fishermen, cooks, an electronics technician, engineers, and other NOAA personnel. In addition to the mission of the NOAA survey, there are volunteers who are performing their own research, such as studying the stress levels of sharks, shark reproduction, and identifying plankton species. The boat itself is a 170-foot vessel.

Personal Log

I’m having a great time on the ship and the people aboard are wonderful. Everyone has been very welcoming and willing to answer my (many) questions about nearly everything. I will be working the day shift when we reach our first station (noon to 12AM), which is great because I can sleep at night normally. I settled into my room which has bunk beds, a sink, and a shared bathroom/shower with the room next door. One of the officers, Sarah, gave us a tour of the boat, including three exercise rooms! I have yet to try them out, but I’m thinking it will be the ultimate test of balance to run on a treadmill while the boat is in motion. Since we have a few days (three) before reaching our first station, many of us have been watching movies (there is a big screen TV in the lounge), reading, and relaxing. I’m sure the work will pick up soon enough, so it’s nice to take it easy for a while. But I am eager to get started. I had a hard time eating dinner last night. For some reason, I lost my appetite. I don’t think it had to do with sea-sickness, but perhaps adjusting to the rocking motion of the boat. The seasickness patch I’m using is working out well so far.

My room — Here is my room. Good 'ole bunk beds!

Today we practiced a fire and emergency drill (abandon ship). During an abandon ship drill, we put on our survival suits. They are big, orange, and take some practice getting into! The suits will keep you warm and buoyant in water. Each one has a strobe light and whistle. When I finally got into mine (with some helpful tips from others) I looked like a big orange Gumby. That is why the survival suits are also called “Gumby” suits.

Something to Think About

A ship out to sea has to be self-sustaining. We are like our own floating city. How do we get fresh drinking water? Where does our waste go? How do you feed 30 people 3 times a day for 16 days? These are questions you may or may not have wondered about…well I’m going to tell you anyway! The boat makes its own fresh water through a process known as reverse osmosis. This removes salt and other molecules from water to make it usable. It gives us drinking water, and water to wash with (for showers, laundry, dishes, etc.) The heads (or toilets) are flushed using salt water. This makes sense because we have an unlimited supply! We have a marine decomposing system that adds bacteria to break down human waste before releasing it to sea. Food scraps? Also sent out to sea to decompose or be eaten. Garbage? Well…we have to hang on to that for the entire trip. This really makes you think about trying to reduce the amount of garbage you produce.