Weather Data From the Bridge Lat: 49°11.7′ Long: 123°38.4′
Skies: Broken
Wind: 16kn at 120°
Visibility: 10+ miles
Seas: 2ft
Water temp: 15.5°C
Air Temp: 17.6°C Dry Bulb, 15.6°C Wet Bulb
Science and Technology Log
NOAA celebrated the 50th anniversary of the 1968 launch of Ship Rainier and Ship Fairweather this past spring. These two vessels together have provided 100 years of hydrographc service. Its amazing to consider this vessel has been cutting through the waves for 50 years!
It took a few days for me to get familiar with the layout of Ship Rainier. Let me take you on a video tour of several sections of the ship and welcome you aboard.
First some orientation. The decks are identified with letters – where A represents the lowest level and G is the highest level. “A deck” is actually a collection of tanks and bilge areas…the work of the engineering team mostly takes place on B deck in the engine room. The ship also uses numbers to address areas of the ship – starting with 01 at the bow and 12 at the stern. This way, any location on the ship can be identified by an address.
So lets get started on a tour…
Often, work days start with a meeting on the Fantail of this ship. This is on the D deck – the deck with most of the common spaces on board.
This is a diagram of the fantail.A typical morning safety briefing before a busy day of launches.
We’ll start our walk at the base of the stairs on the starboard side of the front of the fantail. You’ll see the green coated bollards on several decks. These are used for tying off the ship when in port. The large yellow tank is gasoline for the outboard motors. It is setup to be able to jettison over the side in a fire emergency.
Next, we’ll walk in the weather tight door amidships (center) of the front of the fantail. As we walk forward, notice the scullery (dishwashing area) on the left side followed by the galley (kitchen). To the right is the crew mess (eating area). Continuing ahead, we’ll walk through the DC ready room (Damage Control) and into the wardroom (officers eating area) and lounge.
Next, we’ll start in the Ward room and proceed up the stairs to the E deck. Here we’ll walk by several officers quarters on either side of the hall. Then we’ll turn and see a hallway that goes across the E deck and is home to FOO’s (Field Operations) and XO’s (Executive Officer’s) offices. Then we’ll step out onto the deck and walk towards the deck on the bow (the front of the ship).
Starting once again at the fantail, now we’ll proceed up the steps to the E deck. This is the level where the davits are mounted (small cranes) that support the launches (small boats). After passing the base of the davits, we stop into the boat shop. This is where engineering maintains the engines of all of the launches on board Rainier. Next we walk up to the F level and turn towards the stern to see the launches from alongside. Notice, also, the large black crane in the center of the deck that is used for moving additional equipment and launches. Finally, we’ll walk all the way up the port side to the fly bridge on the G level. Here you’ll see “Big Eyes”, my favorite tool on the ship for spotting things in the distance. As I turn around you’ll see the masts and antennas atop this ship for communications and navigation. The grey post with the glass circle on it is the magnetic compass – which can actually also be viewed from the bridge below with a tube that looks up from the helm position. You might also notice this where the kayaks are stored – great for an afternoon excursion while at anchor!
Here is a quick look in the plot room that is also located on the F deck just aft of the bridge. This is one of two places where the hydrograph scientists work to collect and process the data collected with the MBES systems.
In the front of the ship on the F deck is the bridge. This is the control center for the ship and the location of the helm. There is more detail on the bridge in an earlier post. The sound you hear is a printer running a copy of the latest weather updates.
Finally, visit my C-03 stateroom. My room has two bunks and plenty of storage for two people’s gear. There are four staterooms in this cluster that share two heads (bathrooms). The orange boxes on the wall are EEBDs (Emergency Escape Breathing Devices). These are located throughout the ship and provide a few minutes of air to allow escape in the event of fire. Notice at the top of the steps were back to the hallway and steps just outside of the lounge on D level.
The entire engineering department is not included in these videos and exists mostly on the B level. Please see my second blog post for more detail on engineering systems and several photos!
Personal Log
Sunday, July 8, 1000 hrs.
We’re coming around the northwestern most point of Washington State this morning and then turning south for the Oregon Coast. The ship is rolling a bit in the ocean swells. I’ve come to be very used to this motion. Last night we had a chance to go ashore in Friday Harbor, in the San Juan Islands for a few hours. I was surprised just how ‘wobbly’ my legs felt being back on solid ground for a while. My ship mates tell me this is how it is the first few times back ashore after being at sea!
This has been a great experience – one of plenty of learning and a real appreciation for the work accomplished by this team. I look forward to drawing in all I can in the last day on the ocean.
Who is On Board?
This is our cox’n Mike Alfidi at the helm of Launch RA-3.
This is augmenter Mike Alfidi. Mike has been a cox’n (boat driver) here on Rainier for about two years now, and has quite a bit of past experience in the Navy. Mike is a part of the deck department. His primary duties here are driving small boats and handling equipment on the decks. As an “augmenter,” he makes himself available to NOAA to be placed as directed on ships needing his skills.
One of the things Mike loves about his work is getting to see beautiful places like Southeast Alaska. And, he appreciates updating charts in high traffic areas like the harbor at Pelican. He loves to be a part of history – transitioning survey data from the old lead line to the much more accurate MBES. One of the toughest parts, he says, is riding our rough seas and plotting in less trafficked areas. He did a great job of piloting our launch just as the hydro scientists needed to collect the data we were after!
Weather Data From the Bridge Lat: 57°52.59′ Long: 133°38.7′
Skies: Broken
Wind 1 kt at variable
Visibility 10+ miles
Seas: calm
Water temp: 5.6°C
Science and Technology Log
A typical longline fishing boat. The fishing lines get spread out behind the boat from the large booms on either side.
The ultimate focus of Rainier is to assure accurate navigational charts are available to all mariners. This task is critical to the safety of many industries. About 80% of all the overseas trade in the US (by weight) is moved over water. Here in SE Alaska, it appears the largest industry is commercial fishing. Many boats fish both with nets and long lines to catch halibut, rockfish, cod, and several varieties of salmon.
Another major industry here is certainly tourism. As we conduct our work, we often see very large cruise ships. It’s an interesting juxtaposition to be in a narrow inlet surrounded by mountains, ice, and wildlife and then come across a large ship. We passed the brand new ship Norwegian Bliss around 11 PM on our transit to Tracy Arm. This ship is 1,082 feet long, carries a crew of 2,100 people and has a guest capacity of 4,004 people! The safe navigation of all of these vessels depends upon the accuracy of charts produced by NOAA.
The cruise ship Norwegian Bliss as we passed her port to port in the evening.
The freely available charts offered by NOAA are created with three essential steps. First, the bulk of the depth data in this area is measured with MBES (Multi-Beam Echo Sounder). This creates a three-dimensional digital image of the bottom.
Secondly, important features to navigation that are shallow are best identified by our launches which travel along the shorelines and inspect for rocks, ledges, and other potential dangers. The locations of features are identified by GPS location and charted digitally by hydrographers on each launch.
Thirdly, bottom samples are collected by launch crews to confirm the type of material present on the bottom.
The MBES systems aboard Rainier and the launches come from Kongsberg Maritime. Two transducers (devices that transmit and receive) work in tandem. The transducer that is oriented front to back sends out an array of sound signals in a wide beam. The width of the beam on the sea floor depends directly on the depth – deeper water allows the beam to spread farther before reflecting. The transducer that is oriented side to side in the water receives a narrow swath of the ‘pings’ of sound that were transmitted. The time it takes any ping to get to the bottom and reflect back to the ship is recorded. The greater the time, the larger the depth.
This shows the position of the MBES on the bottom of one of several launches.This is the pair of MBES transducers on a launch, looking from the bow towards the stern.This image, courtesy of NOAA, depicts an MBSS beam below the ship and the mapped results off the stern.
A couple of issues provide challenges to this technique. One, the speed of sound in water depends on several factors. The salinity (concentration of salt in the water), the conductivity (how easily electricity passes through the water), and the temperature each fluctuate as the depth changes and affect the speed of the sound waves. As hydrographers receive data, the system has to account for these changes in speed to produce an accurate depth measurement. One way to do this is with a static CTD sensor. This device is lowered from the launches all the way to the bottom as it measures the speed of sound in the water. It provides a set of three charts as the depth changes which are used to adjust the time data from the MBES accordingly. There is also a version of the CTD, called a MVP (Moving Vehicle Profiler or ‘fish’), that can be pulled behind Rainier as we are moving and take dynamic data.
Here the crew lowers the profiler “fish” into the water.These three plots represent the speed of sound, temperature, and salinity (from left to right) vs. depth (on the vertical axis).
A second issue is GPS signal drift. Over time, the location information can shift slightly. To account for this potential problem, the scientists place a HORCON (Horizontal Control) station onshore in the area where they are mapping. I described this tool in my previous post.
Another interesting technology that is currently being developed is called “backscatter” mapping. Here scientists look not only at the time it takes the sound waves to bounce back to the transducer, but also at the quality of the return signal. Different materials on the seafloor reflect the sound differently – hard surfaces like rocks have a sound signature that is much different than soft surfaces like silt or plants. NOAA is continually improving the tools they use to learn!
I had a chance to take the helm yesterday! It’s interesting how sensitive the steering on this large vessel really is. The rudders are able to turn from “amidships” or their center position, up to about 35° to either side. But while traveling at about 8 knots, we tend to use a maximum of about 5° of rudder to alter the ship’s direction. While at the helm, we keep close track of the heading (compass bearing) of the ship as indicated by the gyro compass and magnetic compass on board. Then we provide steering input to hold the ship to the course ordered by the CONN. I had the chance to help steer around several icebergs as we transited into Tracy Arm. Careful attention to detail – and willingness to promptly follow commands make for success!
My opportunity to take the helm of Rainier.
I also took an opportunity to head out in a kayak from the ship where we are anchored! Two of my new colleagues and I paddled across this bay and had a great chance to look very closely at pieces of ice. The ice is really beautiful and forms many interesting shapes. The quiet of the bay – hearing only the distant waterfalls, birds, and our paddling was beautiful!
This piece of ice drifted through Tracy Arm from the glacier. It was temporarily ‘grounded’ on the bottom by the receding tide.
It’s crazy to consider the ice we were seeing may have been formed thousands of years ago in the glacier – and it just now melting as it floats away.
Did You Know?
President Thomas Jefferson signed a mandate in 1807 ordering a survey of the nation’s coasts. This fundamental task is always ongoing, with 95,000 miles of US Coastline.
About 90% of any floating piece of ice will be submerged below the salt water. Because the density of frozen fresh water just slightly less than salt water, the ice floats very low in the water! Read more here!
Who is Onboard?
I’d like you to meet HST (Hydrographic Survey Technician), Amanda Finn! Ms. Finn has been with NOAA since last September – and started working aboard NOAA Ship Rainier in October of 2017. As an HST, Amanda works with the team of hydrographers to collect MBES data from either the ship or any of the launches. Amanda graduated from the University of Connecticut in 2016 with a bachelor of science degree in GeoSciences and a minor in Oceanography. At the end of her college experience, she knew that seafloor mapping was her passion but wasn’t sure how to make that into a job. But it all came together when she found NOAA through a friend of a friend!
HST Amanda Finn with recently acquired depth data for Lisinaski Inlet!
Amanda was performing at her first harp concert (another skill!) when she met a relation of a hydrographer who works on a NOAA ship! Based on her experience, her advice to students is: “When things don’t seem to be going the way you want, take time to focus on something else you like instead. In good time, things will work out!”
One positive challenge Amanda shares working here on a hydro ship is developing an understanding of systems integration. Many different pieces must come together to create the finished charts. The people aboard Rainier make the experience very positive! The passion for seeking the unknown is the drive to continue!
Latitude: 54° 40.914′ N
Longitude: 134° 05.229′ W
Sea Wave Height: 8-9feet
Wind Speed: 15 knots
Wind Direction: NNW
Visibility: 10 km
Air Temperature: 9.5oC
Sky: Partly Sunny in the AM, Cloudy in the PM
Science and Technology Log
Over the past two days, the crew of NOAA Ship Fairweather has been hard at work on the first major project of the season, charting the ocean floor along the Queen Charlotte-Fairweather Fault System. The project itself will take seven days, though with two days at sea before heading to port in Ketchikan, the survey techs have been focusing on the first sheet, D00245, roughly 900 kilometers offshore in an area known as West of Prince of Wales Island.
The Survey Starts Here: Note Sheet D00245 to the Left in Blue
Fairweather is completing the survey in collaboration with the United States Geological Survey (USGS) which has spent the last three years researching and mapping the seafloor along the fault. Geologists are particularly interested in this fault as little is known about the region and the seafloor here is largely unexplored. Geologists believe that by studying the fault line and the geology of the ocean floor, they may be able to unlock secrets about the history of our oceans as well as develop new understanding of seismic activity that can keep communities safer when future earthquakes strike.
The Plot Room: Survey Techs aboard Fairweather Can View the Data Being Collected in Real-Time
One of the reasons the USGS turned to NOAA to complete its charting efforts is because of the tremendous ocean depths. The survey techs are using Fairweather‘s multibeam echosounders for the project which will take a total of seven days to complete. Sonar pings from the ship’s transducer hit the ocean floor and bounce back to the ship, creating 2D and 3D charts of the ocean floor. Additionally, survey techs can learn more information about the type of surface on the ocean floor (sandy, rocky, etc.) based on the strength of the return of the sonar pings. Despite the seafloor in the area being some 15,000 years old, it has never been explored! Thus, for the survey techs and geologists working on this project, there is a sense of pure excitement in being able to explore and discover a new frontier and help others sea what humans have never seen before.
1520 Meters Down: The Number at the Top Left of the Screen Shows We’re in Water Nearly a Mile Deep!
One of the geologists remarked that he was surprised to see that despite how old the ocean floor in the area is, little appears to have changed, geologically speaking in thousands of years. Another surprise for geologists is how the fault appears to be one large, long crack. Many other fault areas appear to be made up of lots of small, jagged, and complicated “cracks.” Another question to explore!
A Much More Shallow Area: Notice the Sonar Here Shows We’re Just 247 Meters Deep
Notice the colors which help survey techs see the changing depths quickly. The green, mostly vertical lines, show the ship’s course. To collect data, Fairweather runs about 6 hours in one direction, before turning around to run 6 hours in the opposite direction. This allows survey techs to gather more data about ocean depths with each turn. In total, survey techs collected nearly 48 hours of data. This meant survey techs working all night long to monitor and process all of the new information collected.
Survey Tech Bekah Gossett Prepares to Launch a CTD off the Ship’s Stern
Just like on the launches during patch tests, survey techs deploy CTD’s to measure the water’s conductivity (salinity), temperature, and pressure. This information is key in order to understand the speed of sound in a given area of water and ensure that the sonar readings are accurate.
The Survey Techs Work in Rough Seas to Ready the CTD
Personal Log
Nothing But Blue Skies in Every Direction!
In striking contrast to the beautiful coastlines that framed the Inside Passage, the last two days have provided endless blue skies mixing with infinite blue seas. No land in sight!
Finding the Survey Area West of Prince of Wales Island on a ChartThe Ship’s Radar Shows Just One Vessel Nine Miles Due East
The open ocean is challenging (huge waves make the entire ship sway constantly and gives new meaning to earning one’s “sea legs”), but far more inspiring. I’m grateful for the glimpse into life at sea that NOAA has provided me. There is deep sense of trust among the crew, in their collective hard work that keeps us all safe in the middle of the ocean. There is also a wonderful sense of adventure, at being part of discovering something new. Just as explorers have sought after new frontiers for hundreds of years, Fairweather today is charting areas still unknown to humankind. There is something truly invigorating about watching the sonar reflect the ocean floor in a rainbow of colors, in watching as peaks and valleys slowly are painted across the monitors in the plot room and bit by bit, another sliver of science is added to the charts. There is something particularly refreshing and exciting about seeing whales spray and play in the waves while standing on the ship’s bridge. I’m truly grateful to all onboard Fairweather and NOAA’s Teacher at Sea Program for this remarkable opportunity, and I look forward to sharing what I’ve learned with students back at Devotion.
The View out a Port Window Shows Some of the More Extreme Wave Heights as Fairweather Rocks and Rolls
Did You Know?
Prince of Wales Island is one of the southernmost parts of Alaska. Home to some 4,000 inhabitants, Prince of Wales Island is the 4th largest island in the US and the 97th largest island in the world. Originally home to the indigenous Kaigani Haida people, Spanish, British, and French explorers all passed by the island in the 1700 and 1800’s. In the late 1800’s, miners came to the island looking for gold, copper, and other metals. Today, most of the land is protected as the Tongass National Forest covers a great portion of the island.
Challenge Question #5: Devotion 7th Graders – Can you find the depths of the Charles River, the Boston Harbor, and 900 kilometers offshore the Massachusetts coast? What sort of aquatic life exists in each area? What does the river/seafloor look like in these areas? Create a comic strip or cartoon showing your findings.
Latitude: 50° 10.002′ N
Longitude: 125° 21.685′ W
Sea Wave Height: 7 feet
Wind Speed: 5 knots or less
Wind Direction: Variable
Visibility: 14 km
Air Temperature: 9oC
Sky: Mostly Sunny
Science and Technology Log
NOAA Ship Fairweather has begun its transit to Alaska for the heart of the field season which means transiting the famous Inside Passage, a roughly two day voyage through a stretch of nearly a thousand islands between Washington State and Alaska. The more protected waterways of the Inside Passage provided a smooth, calm ride. I took advantage of the transit to spend more time on Fairweather‘s bridge in order to learn a bit about navigation.
Magnetic North v. True North
One thing that quickly became clear on the bridge of Fairweather is that for many navigational tasks, the crew has at least three ways of being able to obtain needed information. For example, navigational charts (maps) show two compasses: magnetic and true north. The inner circle represents the magnetic compass, which in reality points 17 degrees right of true North and is dependent upon the pull of the Earth’s magnetic core. Because the magnetic compass can be offset by the pull of the ship’s magnetic fields (the ship is made of steel, after all), Fairweather’s compass is actually readjusted each year. During our Inside Passage transit, a specialist came aboard near Lopez Island to reset the ship’s magnetic compass.
The Ship’s Magnetic Compass Located on the Flying Bridge (Top Deck)A Series of Mirrors Allows the Crew to Read the Magnetic Compass from the Bridge
The ship’s magnetic compass is located on the flying deck, just above the bridge. So, to be able to read the compass from the bridge, the crew looks through a series of mirrors above the helm. Notice that next to the mirrors, is a digital display that reads “78.” This is an electrical reading from the gyrocompass. The gyrocompass reflects “true North” also referred to as geographical North.
The Gyrocompass is Secured in a Closet on D Deck Near the GalleyAn Auxiliary Compass, Connected to the Gyrocompass, is Located Right Off the Bridge on Both Port and Starboard
When at sea, a crew member on the bridge takes “fixes” every fifteen minutes, both day and night. To take a fix, the crew member uses an auxiliary compass and chooses three landmarks on shore as points. The crew member then lines up the viewfinder and records the degree of the line formed between the ship and the given point.
The Crew Focuses the Auxiliary Compass on a Landmark on Shore. This Allows for a Reading on the Gyrocompass.
Next, the crew member plots the three points on the chart using triangles (similar to giant protractors). The point where the three lines intersect is the ship’s current location. Though technically, the crew could just plot two points ashore and look for where the lines intersect, but as a way of triple checking, the crew chooses three points. Then, if a line doesn’t intersect as expected, the crew member can either retake the fix or rely on the other two points for accuracy.
The Crew Use Triangles to Plot Their CourseA Crew Member Uses a Compass to Verify Our Current Location, Measuring and Checking Latitude and Longitude
In addition to using the two aforementioned compasses to determine the ship’s location, the open seas often mean majestic night skies. Some of the crew members told me they also look to the stars and find the Big Dipper and North Star. A central theme on the bridge is being prepared: if both compasses malfunction, the crew can still safely guide Fairweather along its course.
The Original Navigation System: The Night SkyThe Ship’s Location Also Displayed Electronically above the Helm
In addition to being able to take fixes and locate constellations in the night sky, modern day technology can make the crew’s job a bit easier. The ship’s latitude and longitude is continually displayed by an electronic monitor above the helm via GPS (Global Positioning System). Below, the ship’s Electronic Navigation System (ENS) essentially acts as Google Maps for the sea. Additionally, the ENS provides a wealth of data, tracking the ship’s speed, wind, and other contacts.
The Electronic Navigation System – Sort of Like Google Maps for the Ship!
Next to the ENS on the bridge is the ship’s radar, which shows other vessels transiting the area. Similar to ENS, the radar system also provides information about the ship’s speed and location.
The Ship’s Radar Is Yet Another Navigational ToolThe Electronic Wind Tracker above the Helm
Wind matters in navigation. The force and direction of the wind can affect both currents and the ship’s route. Winds may push the ship off course which is why taking fixes and constantly monitoring the ship’s actual location is critical in maintaining a given route. The wind can be monitored by the weather vane on the bow, the electronic wind tracker above, or on the ENS below. Additionally, a crew member demonstrates a wheel, used for calculating and recalculating a ship’s course based on the wind’s influence.
A Crew Member Holds a Wheel for Calculating Wind and DirectionAn Old-Fashioned Speaker System on the Bridge
On the bridge, multiple ways of being able to perform tasks is not limited to navigation alone. Communicating quickly on a ship is important in case of an emergency. Fairweather is equipped with various communication systems: a paging system, an internal telephone line, cell phones, satellite phones, etc.
A Collection of Bells and Phone Systems for Contacting Various Parts of the Ship
Personal Log
Just before leaving Puget Sound, I had the chance to go kayaking for a few hours with two of the crew members. We had great luck; not only was the water placid, but harbor seals played for nearly an hour as we paddled around one of many coves. It was neat to see Fairweather from yet another perspective.
Kayaks are Secured for Seas on the Flying Bridge – The Hardest Part Is Carrying the Kayaks Up and Down Several Docks to Be Able to Launch ThemA Bit Tricky: Launching Kayaks from a LaunchApproaching Fairweather in KayaksWide Open Waters of Puget SoundReady to ExploreHarbor Seals Played in the Water Around Our KayaksIncredibly Calm Waters in Puget Sound Made for Picturesque Reflections
Did You Know?
The Inside Passage is a series of waterways and islands that stretches from Puget Sound, just north of Seattle, Washington on past Vancouver and British Columbia and up to the southeastern Alaskan panhandle. In British Columbia, the Inside Passage stretches over more than 25,000 miles of coast due to the thousand or so islands along the way. In Alaska, the Inside Passage comprises another 500 miles of coastline. Many vessels choose the Inside Passage as their preferred coast as it is much more protected than the open waters of the Pacific Ocean to the immediate west. Nonetheless, rapidly changing tidal lines, numerous narrow straits, and strong currents make navigating the Inside Passage a challenging feat. In addition to frequent transit by commercial vessels, tugboats, and barges, the Inside Passage is also increasingly popular among cruise ships and sailboats. On average it takes 48-60 hours to navigate.
Approaching Open Waters as the Fairweather Leaves British Columbia and Enters the Alaskan Portion of the Inside PassageA More Protected Stretch of the Inside Passage Creates a Glassy ReflectionCrew on Anchor Watch on the Inside Passage as We Approach Seymour Narrows. Note the Weathervane on the Bow.Snowy Peaks Along the Inside PassageEnjoying a Late Afternoon View from Fairweather’s FantailSome of the Many, Many Islands along the Inside PassageBlackney PassageA Tugboat Pulls a Barge Near Lopez Island
Late Afternoon on the Inside Passage as Seen from Starboard, F DeckImpossible to Get Tired of These Views!
Challenge Question #4: Devotion 7th Graders – NOAA and NASA collaborated to produce the National Weather Service Cloud Chart which features explanations of 27 unique cloud types. Clouds can tell sailors a great deal about weather. Can you identify the type of clouds in the ten above pictures of the Inside Passage? Then, record your observations of clouds for five days in Brookline. What do you notice about the relationship between the clouds you see and the weather outside? What do you think the clouds in the pictures above would tell sailors about the upcoming weather as they navigated the Inside Passage? Present your observations as journal entries or a log.
A Bonus Challenge. . .
Just outside the bridge on both the Fairweather‘s port and starboard sides are little boxes with two thermometers each. What is the difference between dry and wet temperatures? Why would sailors be interested in both measurements?
Two thermometers, labeled “Dry” and “Wet”, with different readings
Latitude: 48° 25.012′ N
Longitude: 122° 44.039′ W
Sea Wave Height: 1-3 feet
Wind Speed: 10-20 knots
Wind Direction: NE
Visibility: 14.1 km
Air Temperature: 14oC
Sky: Scattered Clouds
Science and Technology Log
As NOAA Ship Fairweather began its northward journey through the Inward Passage, I took advantage of a few days at sea to conduct interviews with crew from each of the various departments onboard: deck crew, engineers, officers, stewards, and survey technicians. Through the interview process I realized just how much goes in to making Fairweather successful. Two themes arose again and again in conversations: First, the crew of the Fairweather loves what they do — the crew’s commitment and passion for being at sea was unanimous. . .and contagious. Second, Fairweather is family.
Enjoy the five interviews below, the first of which is with a Edward Devotion School alum. . .
An Interview with AB Carl Coonce, Fairweather Deck Crew & Devotion School Alum (1971-1974)
AB Carl Coonce at the HelmAB Carl Coonce & Devotion School Alum on Fairweather’s Bridge
Q: What is your role aboard NOAA Ship Fairweather?
A: I’m an able-bodied seaman or AB. My permanent job is to take care of the ship. Some duties include maintaining the ship’s cleanliness, ensuring the security of the vessel, and steering the ship.
Q: Why is your work important?
A: Without AB’s, the ship can’t be driven. AB’s also maintain the security of the ship and watch out for the safety of the ship’s personnel. AB’s work on the upkeep of the ship’s inside and outside condition, checking to prevent rust and other damage. The AB’s ready the equipment for different missions and load and unload equipment, too. Finally, the AB’s help with the officers’ work, with surveying, and with engineering.
Q: What do you enjoy the most about your work?
A: I love being at sea. I love being able to see different sunrises and sunsets every day. I see things most people only see on TV or in pictures. For example, I’ve seen two rainbows cross before at sea. Sometimes rainbows are so close when you are at sea that you can almost reach out and touch them. Every day at sea is a new adventure.
Q: Where do you do most of your work?
A: I mostly work as a helmsman (driver) up on the bridge (which is like the front seat of the car/ship). A helmsman is the person who drives the ship. A helmsman keeps watch, looking for any potential dangers such as things floating in the water, other ships, and certain parts of land (such as sand bridges). Another important part of my job is to understand how to read maps and use all of the radar and other navigational equipment up on the bridge.
Q: What tool do you use in your work that you could not live without?
A: Sleep!
Q: When did you know you wanted to pursue an ocean career?
A: I always wanted to come to sea because my father was a sailor. I took a different route for a long time, but about 15 years ago I started my ocean career. I guess it was in my blood. It was hard to get started because I knew nothing about ships and what was required in the beginning. I went online and researched shipping companies and sent my resume out to a few hundred companies. I received a call from NOAA and began my sea career in Woods Hole, Massachusetts on a fishing vessel, NOAA Ship Albatross. By the way, Albatross is actually where the NOAA Teachers at Sea Program started.
Q: What part of your job with NOAA did you least expect to be doing?
A: I didn’t expect to be around the same people 24/7. You are always with the people with whom you work and your boss. Eventually, though, it becomes like a family.
Q: How do you help wider audiences to understand and appreciate NOAA science?
A: I would tell other people that NOAA is a wonderful job for people interested in going to sea. When you start off, you can go out to sea for a few weeks at a time. With NOAA, you have a chance to see and do things that you don’t get to do on commercial boats. You also are able to see new parts of the country. I’ve seen the east and west cost. The benefits are outstanding. Aside from traveling, I also have three months of vacation each year, something I would probably not have with a desk job, even after many years.
Q: How did you become interested in communicating about science?
A: When I was on the east coast, I was on NOAA Ship Henry Bigelow out of Newport, Rhode Island. A group of scientists came onboard, and we sailed up by Newfoundland. We sent a special net nearly three miles down into the ocean. The most memorable thing was catching a fish that was about 2.5 feet long, incredibly white, paper thin, and had bright red fins. The scientists told me that this fish only lives two miles down. Experiences like this are once in a lifetime. That was one of the most exciting and memorable trips I’ve had with NOAA.
Q: What advice would you give a young person exploring ocean or science career options?
A: Don’t take the sea for granted. There is a mystery for the sea. We know more about the moon than we do about the oceans. There is so much to learn at sea. Even after fifteen years at sea, there is so much more to learn about the ocean. It is never the same. There is always something new to see. I’m still amazed by some of the things I’ve seen at sea, even if I’ve seen them over and over again. For example, hearing the sound of the glaciers hitting the water is unforgettable. Seeing the different colors of the ocean, you realize there is so much more than green and blue. Once you think you’ve learned it all, the ocean changes again on you.
Q: What do you think you would be doing if you were not working for NOAA?
A: I’d probably be back in Boston working as a chef. I went to school for culinary arts, but I think I’d be miserable if I wasn’t at sea.
Q: Do you have an outside hobby?
A: When I’m home, I like to work in my backyard. I like to work on my garden. I also like to work out.
Q: What is your favorite memory as a student at the Edward Devotion School?
A: I loved growing up in Brookline. It was a wonderful town to grow up in. I really feel now that being a kid at Devotion School was one of the happiest parts of my life. There is so much history at the Devotion School. Even after having traveled all around the country with NOAA, I love going back home to Boston and Brookline. Boston and Brookline are my favorite places. I still keep in touch with five of my friends from school in Brookline. We’ve been hanging out together for over thirty years. My friendships from grade school and later at Brookline High are still tremendously important to me today.
An Interview with HST Bekah Gossett, Fairweather Hydrographic Survey Technician
HST Bekah GossettThe View from the Plot RoomOne of HST Gosset’s Projects from Last Season: Notice the Green Plot Lines and Surrounding GlaciersA Finished Sheet from Last Season: Notice the Contrasting Depths (69 fathoms on a Previous Chart v. 94 fathoms Based on Sonar Data)Comparing Updated Charts with an Outdated One (Green Represents Data Matched, Blue/Red Show One Data Set is Deeper/Shallower than the Other)
Q: What is your role aboard NOAA Ship Fairweather?
A: My role on the ship is to acquire and process data that gives us information about the depth of the seafloor.
Q: Why is your work (or research) important?
A: This work is important because it contributes to updating and creating charts (maps) that are navigationally significant for US mariners to keep them safe and to support them economically. And, it’s cool!
Q: What do you enjoy the most about your work?
A: I really like working on the small boats (the launches) and working in Alaskan waters is great. It is a really open and good learning environment for this field of work. I have learned a whole lot in just a year and a half. This goes beyond hydrography. I’ve learned a lot about others and myself and about working with people.
Q: Where do you do most of your work?
A: I do most of my work in the plot room and on the launches. During the field season, we’re on the launches almost every day. The plot room is the data processing room where there are lots of computers. It is adjacent to the bridge, the central and most important location on the ship.
Q: What tool do you use in your work that you could not live without?
A: A computer!
Q: If you could invent any tool to make your work more efficient and cost were no object, what would it be and why?
A: I would create something with lidar (lasers) or a super sonar. Lidar is used on planes or drones to scan and provide data back. Lidar on launches would help us get data quicker.
Q: When did you know you wanted to pursue an ocean career?
A: I studied art in school, but then I switched to science. I’ve always liked ocean sciences. I decided to pursue an ocean career when I was 19.
Q: What part of your job with NOAA did you least expect to be doing?
A: I run the ship store, which is never something I expected to be doing. The ship stores sells snacks, candy, soda, and ship swag for the crew to keep morale high.
Q: How do you help wider audiences to understand and appreciate NOAA science?
A: I usually explain the ship’s mission as updating and correcting nautical charts. Sometimes we have different projects. Last year, for example, we were searching for a ship that sunk in Alaska in February 2017. We found it!
Q: How did you become interested in communicating about science?
A: When I was in college studying geology, I realized exactly how important it is to communicate science, because there is a lot of knowledge there that we can all learn from and use.
Q: What advice would you give a young person exploring ocean or science career options?
A: There are a lot of different things one can do. There are many different degrees from engineering, to environmental science, to biology. You can study ocean science, but you don’t have to. Any science can be applied in the ocean. It is not just science. You can learn about many different careers in oceans. Engineers and deck crew are great fields to pursue. You could also be a steward and travel a lot.
Q: What do you think you would be doing if you were not working for NOAA?
A: I would probably be working for an environmental agency, but I would probably not be very happy. I might be at home with my dog.
Q: Do you have an outside hobby?
A: I like to paint. I also have a ukulele. I also love to read.
An Interview with EU Tommy Meissner, Fairweather Engineer
EU Tommy Meissner Hard at Work in Fairweather’s Boat ShopFirst Assignment: In the Navy, Onboard the USS Forrestal, The World’s First Supercarrier at 1,060 Feet Long in 1990
EU Tommy Meissner: An Engineer & His Electric Guitar
Q:What is your role aboard NOAA Ship Fairweather?
A: I’m a utility engineer. I stand watch on the main engines and check all of the propulsion equipment. I do maintenance on the small boats. I work on air conditioning, refrigeration, heating, etc. I am jack-of-all-trades.
Q:Why is your work (or research) important?
A: There is always something too hot or too cold, something leaking or blocked. There is always too much of something or not enough of something else. That is really the challenge of the job.
Q:What do you enjoy the most about your work?
A: The travel aspect is the best thing about my job. I can go anywhere in the world I want to go, whenever I want to go. The oil field in Mexico is opening back up, and so now there is lots of work available.
From a work aspect, it is challenging to understand why a piece of equipment isn’t working. Fixing the engines. . .or anything really. . . is all about following a process, working methodically. It feels good to be able to fix the boat and keep it in the water.
Q:Where do you do most of your work?
A: I do most of my work in the boat shop on the small boats on E-Deck. That’s where all the maintenance is performed while the launches are in the davits (the machines that put the boats in the water). When underway, I spend eight hours a day in the machine room, but when in port I work mostly in the boat shop. Eight hours a day, four hours a watch. In addition to the two watches, I usually do at least two hours of overtime a day. During a watch, I walk around, checking all the machines, pumps, generators, boilers, air conditioners, fridge, freezer, etc.
Q:What tool do you use in your work that you could not live without?
A: The first thing I always grab is a pipe wrench. It is always good to have one nearby. A pipe wrench is a tool that we use to take apart plumbing and to loosen and tighten any connections. I am pretty well known on this boat for unclogging restrooms and showers.
Q:If you could invent any tool to make your work more efficient and cost were no object, what would it be and why?
A: I would want a third hand! There is always a time when you need another person. It would be helpful to have one more hand to do work more efficiently. There are lots of times when I can’t reach or need that extra hand.
Q:When did you know you wanted to pursue an ocean career?
A: I’ve been sailing since 1990. I joined the Navy in 1989. All my life I’ve liked being around boats and on the water. Even though I lived around the water when I was little, I never had the opportunity to go to sea, so it was something I dreamed about for when I was older. Living in Fort Lauderdale, I saw the Navy come through and watched all the ships. I thought it would be cool.
Q:What part of your job with NOAA did you least expect to be doing?
A: I had no idea where I would be going when I joined NOAA. Before I said yes to the job, they gave me the choice to go on the Fairweather or the Rainier. Initially, I wondered about Alaska. Nome, Alaska is as far away from home for me as Dubai. I had never been so far west. Alaska has been great, though.
Q:How do you help wider audiences to understand and appreciate NOAA science?
A: Everyone I talk to doesn’t seem to know what NOAA is. NOAA has various missions, mapping the bottom of the ocean, studying coral reefs, fish ecology (understanding how many tuna are in the middle of the Gulf of Mexico and what species of fish are on the reef off North Carolina). I don’t think people know enough about NOAA.
Q:What recommendations do you have for a young person interested in pursuing an ocean career?
A: I would study oceanography and math and science if you want to go to sea. Decide what type of career you would like; there are so many options at sea.
Q:What do you think you would be doing if you were not working for NOAA?
A: If I wasn’t working for NOAA, I would go back to South Carolina and work in building or construction. I prefer NOAA!
Q: Do you have an outside hobby?
I play guitar and teach guitar. I was always a metal head.
An Interview with 2C Carrie Mortell, Fairweather Steward
2C Carrie Mortell Serving a Delicious Meal in Fairweather’s Galley
Q: What is your role aboard NOAA Ship Fairweather?
A: I work in the galley (kitchen), which is very, very busy. It is kind of like the heart of the ship. We work to feed everyone, make sure everything is kept clean, etc. There is a lot to do! We work twelve hours everyday. Many people think the galley is just cooking, but there is a lot more to the galley such as keeping track of massive amounts of stores (supplies), keeping everything fresh, and more.
Q: Why is your work (or research) important?
A: Keeping the mess deck (dining area) clean and keeping people happy and healthy with good meals is key. We boost morale. People look forward to sitting down and having a good meal at sea. We try to take peoples’ requests and keep the crew satisfied.
Q: What do you enjoy the most about your work?
A: I love being at sea. I love to cook. I like to see people happy and satisfied. I always try to keep upbeat. We all have to live together, so it is important to keep morale up. We’re like a big family at sea.
Q: Where do you do most of your work?
A: I spend most of my day in the galley. All of the stewards cook. We rotate every week. One week, one cook is in the galley, and then we switch into the scullery (where dishes are cleaned).
Q: What tool do you use in your work that you could not live without?
A: My hands!
Q: If you could invent any tool to make your work more efficient and cost were no object, what would it be and why?
A: Another pair of arms to help cook. It is really, really busy in the galley!
Q: When did you know you wanted to pursue an ocean career?
A: Well, I used to commercial fish. I have always loved being on the ocean. I grew up around fishing people. When I was little, I always wanted to live in a lighthouse. I also like being able to go to different places. It is exciting to always get to travel when at sea. I loved the French Polynesian Islands, where I traveled with NOAA. I worked out of Hawaii for about eight years, so I spent a lot of time sailing around the Pacific, visiting Guam, Sonoma, the Marshall Islands, and crossing the equator several times. On the East Coast, I enjoyed sailing Puerto Rico and the Caribbean. I also love Alaska, so sailing on Fairweather is great! Eventually, I want to move back to Alaska.
Q: What part of your job with NOAA did you least expect to be doing?
A: I really love cooking, which is what I get to do everyday. I feel really passionate about my job. There isn’t anything I didn’t expect. You do have to really like what you do, though, at sea.
Q: How do you help wider audiences to understand and appreciate NOAA science?
A: All the ships do different missions. NOAA Ship Fairweather, for instance does mapping. Another NOAA ship I worked on put out buoys for tsunamis. NOAA helps keep oceans clean. NOAA also works with fisheries and brings many scientists out to sea to study the population of our oceans. NOAA even has gone on rescue missions for aircraft and other ships in distress.
Q: What advice would you give a young person exploring ocean or science career options?
A: First, you should love the sea. It is hard sometimes if you have a family. Sometimes you miss out on important events, but if you pick a ship in the right area, you can see your family more often. Sometimes, NOAA isn’t what people expect. It is really hard work, but I love it. There are lots of different departments and jobs on the ship though, so it is possible to find something you love.
Q: What do you think you would be doing if you were not working for NOAA?
A: I definitely would be working in culinary arts somewhere.
Q: Do you have an outside hobby?
A: I love to write, paint, draw, crochet, and read. I’ve always dreamed of writing children’s books. I used to tell my children stories, especially scary ones which they loved.
An Interview with ENS Linda Junge, Fairweather Junior Officer
ENS Linda Junge on the BridgeENS Linda Junge Leading a Navigation Briefing, Explaining Fairweather’s Course for the Inside Passage
Q: What is your role aboard NOAA Ship Fairweather?
A: I’m a junior officer (JO).
Q: What’s the process for becoming a JO?
A: The process to apply to become a JO is much like applying to graduate school. You write essays, get three to five letters of recommendation, fill out the application, and have an interview. You need a BS in a field relating to NOAA’s mission, which can be pretty much any math or science field (geology, physics, calculus, engineering, biology, environmental sciences, etc.). Then you attend BOTC (Basic Officer Training Class), which is held at the Coast Guard Academy along with their officer candidate school. Another way to become a JO is to transfer in if you were formerly enlisted. BOTC for JO’s lasts five months, and we have lots of navigation classes.
Q: Why is your work (or research) important?
A: NOAA Ships have three main categories: oceanography, hydrography, and fisheries. The major job of JO’s on ships is driving, we’re like bus drivers for science. When we are underway, 50% of my work is navigation, driving the ship, and deck stuff. 30% is collateral duties, extra administrative things to make the ship run such as thinking about environmental compliance and working as a medical officer. 20% (which can fluctuate) is focused on hydrographic survey, driving small boats or helping with survey sheets, managing an area, collecting data, and being sure data is processed on time.
Q: What do you enjoy the most about your work?
A: I really enjoy knowing that I’m keeping people safe while they are sleeping. I really enjoy traveling. I really enjoy the sense of family that comes from living on a ship.
Q: Where do you do most of your work?
A: All of the navigation is done from the bridge. The rest of the work is desk work. Any ship needs lots of administrative work to make it run. It’s like a space ship, a hotel, a restaurant, a family. To make all of those things run you need cooks, plumbers, etc., you need a lots of admin. It is like a government-run hotel. There is lots of compliance to think about. It’s a JO’s job to make sure everything is done correctly and all is well taken care of because it is paid for and continues to be paid for by tax payers. Everyone who serves aboard a ship has documented time of when you have been on the ship, sea-service letters. A commercial ship may have human resources (HR), and yeomen (arranges paperwork for travel, keep everything supplied and running, stocked, etc.), pursers (who manage money and billable hours), but all of these tasks are done by JO’s on Fairweather.
Q: What tool do you use in your work that you could not live without?
A: Red lights. At night, it is dark on the bridge. We can’t destroy our night-vision, so we use red lights, which are gentle on the eyes and don’t affect one’s night vision. It’s important to be able to see the charts as well as to maintain night vision while keeping watch.
Q: If you could invent any tool to make your work more efficient and cost were no object, what would it be and why?
A: I would hire someone to be the yeomen to make sure we never ran out of pens, always had travel vouchers, made sure copiers ran, and helped with all the other random jobs.
Q: When did you know you wanted to pursue an ocean career?
A: Before I did this, I was a fisheries observer. I was a biologist who went out to sea. I always loved standing on the bridge and hearing the stories. I loved not commuting, not having to go to the office. I loved casting out to sea, working hard, and then, pulling in, tying up, and feeling a huge sigh of relief that the crew worked hard and arrived safely back in port. It stuck with me, I enjoyed that, and I decided to pursue a career with NOAA.
Q: What part of your job with NOAA did you least expect to be doing?
A: All the administrative stuff!
Q: How do you help wider audiences to understand and appreciate NOAA science?
A: NOAA is everywhere, and sometimes people don’t appreciate that. NOAA produces weather reports and regulates fisheries in Alaska, where I’m from. NOAA could do a better job of advertising to the public its many pursuits.
Q: What advice would you give a young person exploring ocean or science career options?
A: There are many cool internships on research vessels. The commercial sector will always take people looking for adventure. If you don’t make a career of it, that’s fine. At the worst, you learn something new about yourself while having a really cool experience. That is not such a bad thing. I highly recommend giving an ocean job a try.
Q: What do you think you would be doing if you were not working for NOAA?
A: I would probably be in grad school. I would study city planning.
Q: Do you have an outside hobby?
A: I like walking. I like being in the woods.
Personal Log
While most of the crew spends days working on the bridge (navigation), the plot room (data analysis), in the galley (preparing meals), or in the engine room/boat shop (keeping everything running smoothly), there are a lot of other areas on the ship that help make Fairweather feel more like home. Below are some pictures of such key places:
The Ship’s Gym Next to the Engine RoomThe Ship’s Movie Theater. Some Nights the Crew Gathers to Watch Films Together or Play Games.The Ship’s Library – Lots of Science Fiction and Suspense!The Ship’s Mailroom – Mail is Sent to Each Port; One of the Many Things to Look Forward to in a New Destination.The Ship’s Conference Room Where Navigation Briefings and Safety Meetings Are HeldThe Ship’s Laundry RoomThe Ship’s Store – Candy & Snacks – Treasures at SeaThe Ship’s Store – SwagA Berth (or Living Space) on the Ship Shared by Two Members of the Crew. Note the Bunk Beds & Curtains. The Crew Works Various Shifts 24/7.
Did You Know?
There is a lot of lingo aboard! Here are some terms helpful to know for navigating a ship:
Aft: towards the back of the ship
Bow: the front of the ship
Bridge: the navigation or control room at the front/top part of the ship
Deck: a floor/level on a ship
Flying Bridge: the top-most deck of the ship that provides unobstructed views
Fantail: area towards the back of the ship
Galley: the ship’s kitchen
Hands: a popular way to refer to the crew or people working aboard the ship
Head: the bathroom on a ship
Helm: the “steering wheel” of the ship
Hull: the outside sides/bottom of the vessels
Mess: dining area on the ship
Scullery: where dishes are washed
Starboard: to the right of the ship
Stores: the supplies kept in the hull that the crew will need while away at sea for a long time
Stern: the back of the boat
Port: to the left of the ship
Challenge Question #3: Devotion 7th Graders – Create a scale drawing of your ideal research or fishing vessel! Be sure to include key areas, such as those shown above. Remember that your crew will need space to eat, sleep, navigate, research, work, and relax. At a minimum, include the plan for at least one deck (or floor). Include your scale factor, show conversions and calculations, and label each area using some of the vocabulary included above. Needs some ideas? Check out this link to NOAA’s Marine Vessels for some inspiration.
