the bridge – Page 2 – NOAA Teacher at Sea Blog

July 14, 2010April 22, 2021

Wesley Struble, 14 July, 2010

NOAA Teacher at Sea
Wes Struble
Onboard NOAA Ship Ka’imimoana
July 8 – August 10, 2010

Mission: Tropical Ocean Atmosphere (TOA) cruise
Geographical area of cruise: Equatorial Pacific from 120ΕLongitude to 95Ε Longitude
Date: 14 July 2010

Weather Data from the Bridge

Cloud cover: 6/8 (75%) with stratocumulus clouds
Visibility: 10 nm (nautical miles)
Wind: bearing 330Ε at 14 knots
Atmospheric Pressure: 1012.0 millibars
Temperature: 24.6ΕC (76.3ΕF)
Wave height: 1 – 2 feet

Science and Technology Log
The last few days I have spent some time up on the bridge of the Ka’imimoana. Ensign Linh Nguyen, one of the NOAA Corps officers, showed me around and explained some of the equipment. They have three general types of equipment available on the bridge which I will categorize as: communication, propulsion, and navigation.

struble_log2_img_1 — The bridge of the KA

The communications system first includes intra-ship lines. These are mostly carried out by an intercom type system. Each major area of the ship (including each stateroom) is connected to this intercom system by a phone that permits communication with any other part of the ship. The ship also has numerous hand-held radios available for use when one is not near a phone. In addition, the bridge has both inter-ship and ship-land communication capabilities. The KA (short for Ka’imimoana – Hawaiian for Ocean Seeker) also has access to the Iridium satellite platform for communication with land in addition to access to a satellite internet and internet VOIP system.

struble_log2_img_0 — Autopilot and propulsion controls

There are two types of propulsion on the ship. First, there are four large diesel engines that power a generator. This generator produces the electrical power that runs each of the two electric motors that drives the screws (propellers) located at the stern (rear) of the vessel. While moving through the harbor all four diesel engines are running sending power to the generators. When the ship is out at sea only three of the diesel engines are used. The ship can operate with only two engines in service for power generation but under this configuration the ship will cruise at slower speeds. The KA has two screws: port (the left side of the ship if one is facing the bow or front of the ship) and starboard (the right side of the ship if one facing the bow). Each screw runs independent from the other with separate controls on the bridge. The conning officer (the officer who is in charge of the bridge at any given time) can change course by turning the rudder (the most common way) or by altering the speed (rpm) of one of the screws (without using the rudder). The KA also has a bow thruster (also powered by an electric motor) that is mounted in a tunnel through the forward part of the hull. This thruster permits the conning officer to move the forward part of the ship port or starboard without the main screws driving the ship forward. The bow thruster allows more subtle and precise motion that could be used for docking or perhaps helping keep the ship over a precise location while collecting data at those particular coordinates.

struble_log2_img_2 — The bow thruster control

The captain of the KA, LCDR (Lieutenant Commander) Matthew Wingate, described the navigation system of the KA as modern but not state-of-the-art. The ship has many redundancies built into its guidance system. Two radar consoles, three compasses (two digital/electronic and one analog), an AIS (Automatic Identification System), paper charts, a fathometer (sonar) and of course, binoculars and the naked eyes of those on constant watch. The radar system is quite fascinating. It has an adjustable range with the ability to scan out to almost 100 nautical miles. The system plots the projected course of the ship and the predicted course of other ships within its range using vector analysis. This information is necessary to be able to prevent (well ahead of time) any possible collisions that might take place if the ships hold to their current courses. In addition, it is possible to set a radar alarm range of a particular radius around the ship. If any object comes within that range an alarm sounds to alert the pilot of the danger.

While I was on the bridge there were three other ships registering on the radar monitor each traveling in different directions. The two digital compasses are mounted side-by-side and their readings (and the difference between the readings) are projected at the navigation console. Above one’s head and not far from the digital compass readout is also a standard magnetic compass. The AIS (Automatic Identification System) is probably the most fascinating device I have seen on this ship. It is similar to radar readouts but provides much more information. First, one needs to understand that when ships are at sea they continuously send out a signal that provides identification information. The AIS receives this information and plots the locations and courses for these ships in addition to the location and course of the KA. All of this information is superimposed on a digital nautical chart that shows islands, shoals, exposed rocks, depth contours, and continental shorelines that can be adjusted for different scales. At the right margin of the AIS screen is listed navigation information such as the latitude and longitude of the ship, course bearing, ship speed in knots, and other pertinent data. Besides the course plotted on the AIS the conning officer also plots out the ship’s course on a paper chart and cross-checks it with the AIS. The fathometer shows the depth of the water under the ship and therefore the contours of the ocean bottom. This information can also be cross-checked with the charts and the AIS to make sure that they all agree. Last of all there is always someone on the bridge keeping watch on the instruments and the horizon verifying what is on the charts and monitors with what they see with their eyes through the binoculars.

Personal Log

I have enjoyed walking about the ship during the day taking pictures and looking at the various types of equipment on the decks. I hope to describe these in later logs. I was on one of the lower weather decks this morning simply taking in the views of endless water in all directions. When the sun is out the water has a deep blue color with a very slight greenish tint. As the bow cuts through the water, waves and foam are pushed out creating a variety of tints of blues, greens, and white. It is beautiful indeed.
While I was watching, out popped a flying fish! It jumped out near the bow wave and glided about a foot off of the water for about 50 yards or more. When it would hit a wave crest it would boost itself with its tail and go a little farther. I stayed at that location for another half hour and watched many others, some small groups, and several large schools of 50 or more “fly” at one time. The longest “flight” was about 100 yards with the fish in the air maybe 5– 10 seconds. I would not have even thought to look for one of these fish. Like most children I had read about them and seen pictures of them when I was younger but never really thought that I would ever see one. What a great surprise.

Being from Idaho’s northern latitudes, the sun only gets approximately 67Ε above the horizon on the Vernal equinox. It has been interesting to have the sun literally directly overhead during a portion of the day. This, of course, produces few areas of shadow to get out of the sun’s harsh equatorial rays. When we left San Diego it was in the mid to lower 60’s but as we have worked or way south (about 200-250 miles per day) the temperature has been slowly rising. I am told that it will soon be very hot and humid so I should enjoy this mild weather while I can.

New Terms

I have learned a few new terms for parts of the ship that might be helpful for future logs. Deck – refers to any floor on the ship. I would refer to the floor of my stateroom as the deck. Bulkhead – this refers to any walls on the ship. I am required to keep the deck and bulkheads of my stateroom clean. Head – this refers to a bathroom on the ship. I have a head that I share with a crew member in the stateroom next to me and there is also a “public” head available on this same level. Aft – can mean in back of, behind, or toward the stern of the ship. Forward (sometimes simply fore) – can mean in front of, in front, or toward the bow of the ship.

June 21, 2010March 12, 2021

Richard Chewning, June 21st, 2010

NOAA Teacher at Sea
Richard Chewning
Onboard NOAA Ship Oscar Dyson
June 4 – 24, 2010

NOAA Ship Oscar Dyson
Mission: Pollock Survey
Geographical area of cruise: Gulf of Alaska (Kodiak) to eastern Bering Sea (Dutch Harbor)
Date: June 21st, 2010

Weather Data from the Bridge

Position: northeast of Dutch Harbor, Bering Sea
Time: 1100 hours
Latitude: N 54 45.610
Longitude: W 167 06.540
Cloud Cover: cloudy
Wind: 35 knots
Temperature: 6.2 C
Barometric Pressure: 1000.8 mbar

Science and Technology Log

Throughout this cruise I have been continually impressed with the engineering of the NOAA ship Oscar Dyson both in terms of modernization and capacity. State of the art technology can be found throughout the ship from the bridge to the engine room. Computer touch screens are used to control such operations as navigation on the bridge, power management in the engine room, and data entry in the wet lab. Junior engineer Walter Daniel summed up the advanced look and feel of the ship well; in comparison to the many vessels he has encountered in his career, he likened the Dyson to the Starship Enterprise of the science fiction franchise Star Trek. Even though the Dyson is one of the most technologically advanced fisheries vessels in the world, the engineers still get their fingers dirty from time to time. Although most of the equipment in the engine room can be adjusted with the simple touch of a button, flip of a switch, or turn of a knob, the Dyson’s veteran engineers still carry a screwdriver and wrench in their back pocket. Fred Ogden, first assistant engineer, told me he always likes to be prepared to bypass the computers and be able to make an adjustment by hand if needed, and you need to have the right tools for the job at hand. Recognizing that sometimes a person needs to get back to basics and that one should always be prepared, Fred says he never goes fishing without packing his sextant. Tracing its origins to the days of Sir Isaac Newton, the sextant is a tool used for navigation that only needs a clear view of the sky and horizon to work!

chewning_log9_img_5 — Diesel fuel centrifuges

At full power, the Dyson can reach 15.0 knots or a little more than 17 miles per hour. A knot is a unit measurement of speed roughly equal to 1.151 miles per hour. Four diesel generators capable of 3,017 horse power turn the Dyson’s shaft and prop. Horse power is a unit of measurement of power. To give you some perspective, modern cars typically only have 125 to 200 horsepower. To ensure these generators operate as efficiently and cleanly as possible, diesel is first cleaned using powerful centrifuges (machines that rotate very quickly to separate oil from the fuel). Fuel is also filtered twice more in each engine using filters. By burning clean fuel, the Dyson reduces pollution output and increases the life of the generators. Most of the oil and dirty water can be filtered on board to remove the impurities and reused.

chewning_log9_img_2 — Two of the Dyson’s powerful diesel generators

The Dyson also has two desalinization machines. What is desalinization and why is it important? ‘Desalinization’ is easy to subdivide and define to reveal its meaning. ‘De-’ is a prefix that means removal or reversal. ‘Salin’ is a French root word that means salt. ‘-zation’ is a noun suffix meaning an action, process, or result of making. If you put the parts together, desalinization means the process of removing salt. Desalinization machines produce fresh water by removing the salt from seawater. The importance of fresh water on a ship at sea cannot be overstated. Fresh water is essential to the crew of the Dyson for drinking, food preparation, waste management, and washing. Fresh water is also used to remove the heat from the generators in the engine room and to cool living spaces throughout the ship. The generators give off so heat much in fact there is never a shortage of hot water for the crew!

chewning_log9_img_1 — The desalinization machine

After touring the engineering spaces of the Dyson, I was surprised to see several work stations comprising of work benches and many hand tools dedicated to servicing equipment and fabricating new parts while at sea. Any one of these machine shops would satisfy any suburban Mr. Fix-it! In addition to these work stations, the Dyson also has numerous storage cabinets and cubby holes located throughout the ship storing everything from screws and zip ties to transistors and electronic circuit boards. The extent to which technology has permeated the Dyson is revealed by the maze of wires found overhead in every room and passageway. The many wires and pipes snaking from one room to another remind me of a giant circulatory system. The Dyson has two rotating Electronic Technicians, Vincent Welton and Stephen Macri, and an Engineering Electronics Technician, Terry Miles, whose job is to keep all these technologically advanced electronics in good working order.

Personal Log

chewning_log9_img_3 — Amber and Sarah keeping a sharp lookout on the bridge

chewning_log9_img_4 — CO Hoshlyk at the helm during 2pt anchoring in Three Saints Bay

One of my favorite places on the Dyson is the bridge. The bridge of the Dyson is the command and control center for the entire ship. The bridge not only allows the NOAA Corps officers to safely navigate the Dyson but allows communication with the entire ship, nearby boat traffic, and the shore. Utilizing radar, electronic charts, magnetic compasses, GPS, sonar, advanced radio and communication equipment, and various weather instruments, the bridge provides a wealth of information at one’s fingertips. The OOD (Officer of the Deck) carefully monitors the numerous screens and readouts on the bridge control panels and keeps a sharp eye on the surrounding seas. While I have become familiar with several of the main systems on the bridge and can deduce a great deal about the Dyson’s current location and movement, I recognize there is much to learn to safely navigate and operate the ship. I am comforted when resting in my rack knowing there are skilled and experienced hands on the bridge 24 hours a day!

chewning_log9_img_6 — Ensign Payne maneuvering from starboard control station

Located five stories above the water, the bridge has a fantastic view. The bridge is wide and open and has windows in every direction. The bridge provides a great view of the operation of the ship and the surrounding seas. I am most impressed with the layout of the bridge. The ship can be controlled from any one of four stations located around the bridge. The bridge is laid out like a capital T: a central control station located in the middle of the bridge, a station positioned on both the port (left) and starboard (right) sides of the bridge, and a station located aft (back) facing the rear of the ship. This allows the OOD to pilot the vessel while keeping a close eye on deployments/operations being conducted anywhere on the Dyson. For example, when conducting an Aleutian wing trawl off the stern (back) of the vessel, the OOD can transfer control to the aft station and pilot the Dyson while facing backwards!

In addition to the view, the bridge is also fun to visit as there is always someone to talk to and usually fun music playing quietly in the background. Recently, I have enjoyed watching the bow crash through 15-20 foot waves as we continue running each transect of our acoustic trawl survey.

chewning_log9_img_7 — Richard holding a sea star, better known as a starfish

While the weather continues to make deployments challenging, we have still managed to fish a few times. Interesting bycatch from these trawls includes seastars and brittle stars from the Tucker trawl and Pacific cod and sturgeon poacher from the Aleutian wing trawl.

Did you know?

The summer solstice marks the longest day and the shortest night of the year. The word solstice comes from the Latin word ‘sol’ meaning ‘sun’ and the word ‘stice’ meaning ‘to stand still’. As summer days lengthen (meaning the sun rises earlier and sets later each day), the sun’s path through the sky takes the sun higher and higher above the horizon forming a greater and greater arc. At a certain point, the sun reaches its highest point. At this point the sun seems to stand still before slowly falling back to the horizon with each passing day. This point when the sun reaches its highest arc in the sky is called the summer solstice. The earth’s tilt on its axis causes the sun to travel slightly different paths through the sky each day and causes the sun’s rays to fall with varying intensity on different regions of the earth. Over the period of one year (one orbit of the sun by the earth), this variation in sunlight explains why the earth has four seasons: summer receives the most direct rays, winter receives the least direct rays, and spring and fall are times of transition between these two extremes. The summer solstice always falls around June 21st in the northern hemisphere (above the equator). With the Dyson surveying southeast of Pribilof Islands in the Bering Sea, the sun will rise at 6:30 AM and will set at 11:50 PM on June 21st. If you were standing at the North Pole during the summer solstice, you would experience 24 hours of sunlight (the sun would never dip below the horizon!) while 24 hours of darkness would be observed at the South Pole.

chewning_log9_img_9 — A sturgeon poacher

June 19, 2010March 12, 2021

Melinda Storey, June 19, 2010

NOAA Teacher at Sea
Melinda Storey
Onboard NOAA Ship Pisces
June 14 – July 2, 2010

NOAA Teacher at Sea: Melinda Storey
NOAA Ship Pisces
Mission: SEAMAP Reef Fish Survey
Geographical Area of Cruise: Gulf of Mexico
Date: June 19, 2010

Weather Data from the Bridge
Time: 1000 hours (10:00am)
Position: latitude = 27°34 N, longitude = 096°28 W
Present Weather: mostly clear
Visibility: > 10 nautical miles
Wind Direction: SSE Wind Speed: 13 knots
Wave Height: 2 feet
Sea Water Temp: 29.5°C
Air Temperature: dry bulb = 29.4°C, wet bulb = 27.8°C

Science and Technology Log

One of the goals of the SEAMAP Reef Fish survey is to monitor the health and abundance of reef fish to establish limits on how much fish the fishing industry can take out of Gulf waters. SEAMAP stands for Southeast Area Monitoring and Assessment Program and is a State/Federal/University program for collection, management and dissemination of fishery-independent data and information in the southeastern United States.

Due to the oil spill in the Gulf, the fish we capture will be weighed, measured, frozen, and delivered to the Seafood Inspection Laboratory (NSIL) in Mississippi to be tested for hydrocarbons (oil) or other contamination to ensure that the seafood is safe to eat. Since the oil spill is far to the east of where we are doing the survey, our data will serve as a baseline and be compared to future studies to see what the extent and future impact of the oil will be in these waters.

The fish are taken out of the Chevron Trap or off the Bandit Reel and brought into the wet lab.

The first measurement we take is the weight (or mass) of the fish in kilograms (kg) using a motion compensating scale. One scientist will take the measurements while another records the data in a data table.

Next, we take three different measurements of length by placing the fish on a board that has a metric measuring tape attached. All length measurements are measured in millimeters (mm). First, we take the Total Length (TL) measurement which is from the mouth of the fish to the longest point on the tail. Then we measure the Fork Length (FL) from the mouth of the fish to the indention of the tail. The last measurement is the Standard Length (SL) which is from the mouth of the fish to the base of the tail.

Personal Log

I’m loving the gross and slimy science that we are doing here. The other teacher on board likes logging the data onto the charts and all the numbers. That suits me fine because I like hands-on science! The messier the better.

You can see me holding the squid that we use to bait the Chevron fish trap. I even like picking up the fish and weighing them and measuring them too. Our Chief Scientist, Paul Felts, let me calibrate the scale. This scale compensates for the rolling of the ship so we get a very accurate weight. I think the scientists get a kick out this old woman doing some of the gooey, messy work like baiting the fish trap with the slimy squid and the Bandit Reel with pieces of mackerel, but what they don’t know is that I don’t mind at all!

I have been amazed at the number of oil rigs in the Gulf. Wherever we’ve been – 100 miles out or 40 miles out – we’ve seen oil and gas platforms (rigs). Rigs that are out 100 miles start drilling at 5,000 feet deep. At night the rigs are all lit up and are beautiful but the number just overwhelms me.

The CO showed me a chart they were using on the bridge and it looked like someone shook pepper on a white sheet of paper, only each pepper flake was an oil rig. He said that most of those rigs have been built since 1997. At first, ships from oil companies were sent out to map the ocean floor and that would help them decide WHERE to drill. On the nautical chart there were two levels of ocean depths – shallow water and deep water. I was looking at the deep water chart. When I commented on the number of oil rigs, the CO said there were even more rigs in the shallow part. He said that when he “steams” through the shallow water rigs it’s “like driving through traffic.”

There is a bird that has been catching a ride with us for the last 24 hours. We Googled ocean birds and found out it was a Brown Booby. They look like the blue footed Boobies that live in the Galapagos Islands. He is black with a white belly and white face with bright yellow beak. He also has yellow webbed feet. He just sits on top of a weather post in the bow and grooms himself. He poops too. Sometimes he flies off to catch a flying fish but always returns.

New Term/Vocabulary

Bridge – the top level of the ship where the Commanding Officer steers the ship

Steam ahead – to move forward

“Something to Think About”

Nicolle found a moth in her room last night. Now, how did a moth get way out here? I caught him and released him but who knows what will happen to him. It doesn’t look good for the little guy!

“Did You Know?”

Did you know that if you get “pooped on” by an ocean bird, it means you’ll have good luck? Fortunately I’m not lucky!!!
There is a bird that has been catching a ride with us for the last 24 hours. We Googled ocean birds and found out it was a Brown Booby. They look like the blue footed Boobies that live in the Galapagos Islands. He is black with a white belly and white face with bright yellow beak. He also has yellow webbed feet. He just sits on top of a weather post in the bow and grooms himself. He poops too. Sometimes he flies off to catch a flying fish but always returns.

May 27, 2010April 7, 2021

Laura Rodriguez, May 27th, 2010

NOAA Teacher at Sea
Laura Rodriguez
Aboard NOAA Ship Oscar Dyson
May 24 – June 2, 2012

Mission: Fisheries Surveys
Geographical Area: Eastern Bering Sea
Date: May 27, 2010

Why is Ocean Science Important?

The Bridge of the Oscar Dyson

I’m starting to get into a routine on board the ship now. I wake up in time for breakfast at 7 AM. Then I read through your blog entries and catch up on emails. I head up to the bridge before my watch to check out the weather log and talk to the officer on watch. I get to the chemistry lab at 10:00 to start my watch. Lunch is at 11:00, so I may get one station in before lunch. Then we work straight until dinner at 5:00. The bridge tries to time the stations so we have at least 30 minutes to eat. On Monday, we had to eat in shifts because we came on the station right at 5:00. After dinner, we work until 10:00, then Ihit my bunk and its lights out.

The bridge of the Oscar Dyson is an amazing place. The deck officers rotate watches on the bridge. They are responsible for the safe piloting of the ship. All of the ship’s sensors and instruments can be accessed from the bridge. It is called an integrated bridge system. There are actually 4 bridge stations in the one large room. There is the main bridge consol as well as two wing bridges and an aft control station so that the officer on watch can control the ship from anywhere on the bridge. There is also an autopilot, although he always looks scared to death and about to scream. (see picture)

Some of the instruments include 2 radar screens, an electronic navigational chart as well as the traditional paper charts. There is an echo sounder to determine depth. The ship also has 2 GPS receivers to determine latitude and longitude and 2 gyro compasses to determine direction.

Pilot's view from the bridge — Pilot’s view from the bridge

The ship is also equipped with de-icers in the windows of the bridge. These heat the glass and keep them ice free.

Answers to your questions:

Jesse – The CO and the XO inspect the ship to make sure that it is stable. The CO must fill out a stability report before we leave dock. It details where the fuel and cargo are located on board to make sure that the ship is balanced. The XO does a visual inspection of the ship before we leave to make sure that everything is secure.

Zach – The ship does a man overboard drill quarterly, that means once every three months. The last one was in March, so the next one is due in June. To do the drill, they throw a buoy overboard and then announce that it is a man over board drill. Everyone goes to their stations and the ship comes about and tries to get close enough to send a rescue swimmer to the buoy. If the ship cannot get close enough, they send the FRB (Fast Rescue Boat)

Ashley – Icebergs are not something that this ship would typically encounter. If there were an iceberg, it would show up on radar. The ship would then keep en extra lookout for it and also would give it a wide berth. What the ship typically encounters is flat or pack ice. This also shows up on radar so the ship knows when it’s coming.

Kellie – The ship ran aground in the Inside Passage in 2007. The Inside Passage is in southeast Alaska down by Juneau. The propeller was damaged and had to be rebuilt.

Hannah M – To find crew for the ship, they use a pool of wage mariners. This is a listing of people who are qualified for the different jobs. Each type of job has different requirements and the people who would like to do that job need to have certain endorsements or qualifications to perform it. The ship has a permanent crew, but they hire people through what’s known as an augmentation pool to fill any temporary jobs. To apply for a job with NOAA is a lengthy process. It can take up to 6 months before a person is hired. They have to fill out an application, go through the interview process, get background checks, including a dental check, before they are eligible to be hired. The officers are part of the NOAA corps which has a different selection process. Applicants for the NOAA corps must have a bachelor’s degree in a major course of study that relates to NOAA’s scientific or technological activities. They then apply to be a candidate for the NOAA corps. The candidates are selected for an intensive 4-5 month initial training program. They then have a 12-15 month obligation to serve on a NOAA ship. To learn more about the NOAA corps visit. http://www.noaacorps.noaa.gov/index.html

Kyle – The Oscar Dyson will make 11 research cruises this year. Since it was launched in 2005, that’s somewhere around 50 cruises so far.

Your questions to answer:

One of the most important jobs on a ship is to navigate the ship safely from one point to another. We now have very sophisticated technology to help us navigate, but people have been navigating ships for thousands of years. Research the history of navigation. Choose one civilization and describe how they navigated on the ocean.

As always, answer in complete sentences and elaborate. Make sure you include the URL of the website where you found the information. Also, if you have any other questions for me please include.

May 13, 2010April 6, 2021

Kathy Schroeder, May 13, 2010 part2

NOAA Teacher at Sea
Kathy Schroeder
Aboard NOAA Ship Oscar Dyson
May 5 – May 18, 2010

Mission: Fisheries Surveys
Geographical Area: Eastern Bering Sea
Date: May 13, 2010

5/13 Sea Ice!

I woke up about 6:40 am and heard a thump on my wall. My room is on the lowest level of the ship. I worked on the computer for a while then headed upstairs for what I thought would be our first station around 8. There was nothing but white ice all around us.

I was so excited you would have thought it was Christmas morning. I spent the next two hours on the bridge watching as we slowly made a pass through the ice to get to our next destination-St. Paul Island. Most of the ice is broken up into large pieces, so when the waves move through you can see them rolling. Staring at ice chunks is like looking up at the clouds. You start seeing all kinds of shapes: swans, hippos, Lockness monster. It’s amazing how calm the waters get when there is ice to slow the wind. We finally made it to our first station around 5:30pm. During the Bongo tow it pulled up a piece of ice from the surface. It was small, but I got to hold sea ice!