If you’re anything like me, you’ve never given the pollock (Gadus chalcogrammus) a second thought. However, the humble pollock, which occurs throughout the North Pacific Ocean and is especially common in Alaska, plays a linchpin role in the US seafood industry.
In 2024, pollock accounted for 43% of all seafood caught in the US by weight. That’s bigger than salmon, lobster, and tuna put together!
Clearly, pollock must be providing something of value; why is pollock such a large part of the harvest? Several factors contribute to pollock’s popularity with the fishing fleet.
1. Pollock are relatively easy to catch as they school densely in mid-water. Mid-water trawling can sometimes be much quicker and easier than other types of commercial fishing.
2. Pollock is a lean, lightly-flavored whitefish that can be used as whole cuts or processed into products such as surimi (artificial crab meat) and has been shown to be a good source of lean protein and Omega-3 fatty acids.
A comparison of the nutritional value of pollock to other dietary protein sources. – USDA
3. Pollock has a much smaller lifecycle carbon footprint than other protein sources. Due to the efficiency of mid-water trawling and industry innovations, you can hit your macros while leaving the carbon where it belongs, cycling through the ecosystem.
A comparison of the carbon impact of pollock vs other common animal protein sources.
Pollock sure sounds like a great, sustainable protein source, but let’s take a step back and meet the fish behind the stick!
An Adult Alaskan pollock (Gadus chalcogrammus)
Pollock are a member of the same genus as Atlantic and Pacific cod, and grow to around 20 inches on average over their 15-year lifespan. Their Latin name, chalcogrammus, is derived from the beautiful copper patterns that adorn their dorsal sides.
In winter, pollock move closer to shore, gathering in large schools to spawn. In summer, they migrate farther onto the continental shelf, forming more dispersed schools.
The Midwater Assessment and Conservation Engineering (MACE) Summer Pollock Acoustic Survey helps NOAA track and manage this vital economic and cultural resource by monitoring the location, size, and well-being of the eastern Bering Sea pollock population. This summer, the scientists have extended some of the acoustic transect lines northward to ensure the survey captures a more holistic picture of the population distribution in the eastern Bering Sea.
In this animation, lighter colors indicate a higher abundance of pollock at a given location. In 2010, AFSC bottom trawl data showed that the pollock population was concentrated at the far western edge of the study area. Conversely, in 2017, the population was much more evenly dispersed across the region. Observations like these help MACE scientists plan future work to better understand the extent and variability of pollock population distributions across the eastern Bering Sea. data source: FFSC eastern Bering sea bottom trawl survey from https://apps-st.fisheries.noaa.gov/dismap/index.html
Personal Log
As a guest of this crew, it has been great to get to know the science team, the NOAA Corps, and the crew that make Oscar Dyson run like a well-oiled machine. From Frankie in the mess (sooooo good), to the officers on the Bridge, it is evident that everyone WANTS to be here.
Wildlife sightings
🚨Charismatic Megafauna Alert🚨
A humpback whale stopped by on our way north from Dutch Harbor, AK.
Did You Know?
“For the 26th consecutive year, Dutch Harbor, Alaska, led the nation in seafood landed volume (780.1 million pounds, valued at $224.5 million)”.
From the library
“The war between water and land is never-ending. Waves shatter themselves in spent fury against the rocky bulwarks of the coast; giant tides eat away the sand beaches and alter the entire contour of an island overnight…”
Mission: Hydrographic Survey Geographic Area of Cruise: Lake Erie and Lake Ontario Date: Friday, June 26, 2026
Weather Data from the Bridge
Latitude: 043o20′ N Longitude: 077o18′ W Sky Conditions: Cloudy Visibility: 9 miles Wind Speed: 9 knots Wind Direction: W Dry Bulb: 18oC Web Bulb: 18oC
Science and Technology Log
Getting ready to deploy the Sea-bird CTD
Surveying has finally begun! Before any data can be collected with the multibeam sonar system, the survey technicians first deploy a Sea-Bird CTD (Conductivity, Temperature, and Depth) instrument. This important piece of equipment measures the water’s conductivity, temperature, and depth throughout the water column.
Why is this necessary? The multibeam sonar determines water depth by sending sound waves to the lake bottom and measuring how long it takes for the echoes to return. However, sound does not travel at the same speed through all water. Changes in temperature, especially at the thermocline where warmer surface water meets colder deeper water, can significantly affect sound velocity. If these variations are not accounted for, the depth measurements could be inaccurate.
Survey technicians working at the acquisition station on NOAA Thomas Jefferson
Once the Sea-Bird CTD has been recovered, the survey technicians move to the acquisition station to begin collecting hydrographic data. This is where the real mapping of the lake floor begins.
At the acquisition station, technicians have access to navigation information through HYSWEEP, a software program that displays the planned survey lines and the vessel’s position in real time. Because the survey team and bridge officers are looking at the same information, technicians can communicate precise directions to help keep the vessel on the correct track lines.
The team collects crosslines across each survey sheet. These lines provide an initial overview of the seafloor terrain and later serve as an important quality-control check. By comparing the crossline data to the primary survey lines, technicians can verify the accuracy of their measurements.
Another key display is the Seafloor Information System (SIS), which shows the depth data being collected by the multibeam sonar. As the vessel travels back and forth along carefully planned survey lines, the sonar data appears on the screen like strokes from a paintbrush. Each pass adds another strip of seafloor information until the entire survey sheet has been “painted” with depth measurements.
The survey vessel must travel in straight, parallel lines because the data collected during turns is often unreliable. When the ship turns, turbulence and bubbles form beneath the hull. These bubbles interfere with the sonar signals, preventing them from reaching the bottom and returning accurate depth measurements. On the data display, these disruptions appear as black streaks or gaps, similar to those shown below.
Crosslines on SIS of two sheets completeDepth data during the ships turn. (Not logged)
During this leg of the mission, the NOAA Ship Thomas Jefferson was finally able to deploy both of its survey launches. This marked the first time this season that both small boats could be used, following repairs to a broken DAVIT cable that had previously limited operations.
Before any launch leaves the ship, the survey team gathers to complete a Float Plan, brief and conduct an Operational Risk Management assessment using a GAR (Green, Amber, Red) score. This process evaluates factors such as weather, crew readiness, equipment status, and mission complexity to determine whether it is safe to proceed.
Small boat safety briefSmall boat float plan with GAR score
Once approved, the launches are deployed using the ship’s davit system. The davit lifts the boat over the ship’s rail, and after it is safely positioned, the launch crew boards. The davit then carefully lowers the boat into the water where it begins survey operations.
The survey launches play a critical role in hydrographic mapping. Each boat is equipped with multibeam sonar and side-scan sonar systems that allow surveyors to collect detailed seafloor data in areas too shallow for the ship to safely navigate. By working close to shore and in confined areas, the launches help ensure complete coverage of the survey sheets and provide valuable information for updating nautical charts and identifying potential hazards to navigation.
Deployment of small boat
Recovery of small boat
Because the 2903 launch had not been deployed yet this season, the crew encountered several issues that needed to be addressed during their launch. To tackle these challenges, the Commanding Officer (CO), Executive Officer (XO), engineers, Operations Officers, survey technicians, and available officers gathered for a debrief to discuss solutions and develop a plan moving forward.
One aspect that I found particularly interesting was learning how replacement parts are obtained while the ship is underway. When a needed part is not available onboard, it is often shipped to the nearest port. The crew then evaluates the ship’s schedule, available transportation options, and operational priorities to determine the most efficient way to retrieve it. What might seem like a simple repair on land requires careful coordination and planning at sea.
These debriefs serve another important purpose as well. In addition to troubleshooting equipment issues, they allow the team to review the day’s operations, assess progress, and develop a detailed plan for overnight activities and the following day’s survey work. It was another reminder of the amount of teamwork, communication, and problem-solving required to keep a hydrographic survey mission running successfully.
Small boat debrief
Personal Log
It has been really rewarding to take part in more activities on board. I’ve had the opportunity to deploy the Sea-bird CTD and assist with both the launching and recovery of the small boats, which has given me a much better appreciation for how coordinated and precise these operations need to be and how many hands are needed. Thank you to Chief Scientist Sarah Thompson and Bosun Alex Bischoff for the opportunities to help out along side them. I’ve also really enjoyed observing the work on the bridge and seeing how navigation, communication, and decision-making all come together in real time to keep operations running safely and efficiently.
One of the biggest adjustments for me has definitely been the 4:30 p.m. dinner time! Eating three full meals between the hours of 7am and 4:30pm is slowly killing me, but it is SO hard to skip a meal when everything is so good. I’ve also been surprised by how cool the temperatures have been while on board which has been really nice. I have spent most of the time in pants and light sweaters.
My photo was also added to the crew board, which made me feel even more like part of the team and included in the daily life of the ship. Overall, being exposed to so many different roles and responsibilities on board has been eye-opening. If I had known earlier about the range of careers involved in hydrography and ship operations, I absolutely would have considered this path when I was younger.
Newbies photos on the board on NOAA Ship Thomas Jefferson
Did You Know?
Ports are not required to maintain current depth information for their slips, which can increase the risk of vessels running aground. Can you see the dock in the background we are backing in to in Osewgo?
NOAA Ship Thomas Jefferson backing into Port of Oswego
Since my last blog, Junior Officer James Hutzenbiler has been qualified, meaning that all permanent officers on the ship now have their Officer of the Deck Underway Letter (Underway OOD).
Practice Makes Prepared
Ready for abandon ship
Life aboard the NOAA Ship Thomas Jefferson is filled with exciting scientific work, but safety is always the top priority. Whether the crew is conducting hydrographic surveys, navigating busy waterways, or working far from shore, everyone on board must be prepared to respond quickly and effectively in an emergency. That preparation comes through regular safety drills and a strong culture of readiness.
Every week, the crew participates in both fire drills and abandon ship drills. In addition, man overboard drills are conducted monthly to ensure everyone remains familiar with emergency procedures. Leading these exercises is Megan McDeavitt, the Damage Control Officer (DCO), who is responsible for planning, coordinating, and evaluating each drill. To keep the crew prepared for real emergencies, the DCO often creates surprise scenarios. During the first fire drill I experienced, simulated smoke was released in a particular area of the ship. Crew members had to adjust their movements and follow alternate routes. These realistic situations challenge the crew to think critically and adapt to changing conditions.
One of the first safety items introduced during orientation is the Emergency Escape Breathing Device (EEBD). An EEBD is located in every room throughout the ship and provides a supply of breathable air that allows individuals to escape from smoke-filled or hazardous environments.
Emergency Escape Breathing Device
When joining the ship, every crew member receives a billet card that outlines their responsibilities during each type of drill. The sheet identifies primary and secondary muster locations, ensuring everyone knows exactly where to report. The secondary muster station is especially important because emergencies can sometimes block access to the primary location.
Billet Card
During a fire drill, the crew reports to their assigned muster stations where attendance is carefully checked. Once a complete muster is attempted, attention turns to any missing personnel. This is where the ship’s medical personnel in charge (MPIC) becomes involved. If a scenario includes an injured or unaccounted-for crew member, responders must locate, assess, and assist that individual while the fire teams continue addressing the simulated emergency.
The Thomas Jefferson maintains three separate fire teams, each trained to respond rapidly to emergencies. Team members must quickly don their firefighting gear, deploy equipment, and establish water to the simulated fire. Working together, the teams communicate their progress while searching affected spaces and ensuring the safety of all personnel.
Fire team station on NOAA Ship Thomas Jefferson
Abandon ship drills require a different type of preparation. When the abandon ship alarm sounds, crew members must report to their assigned muster station with their life jacket and their immersion suit, often referred to as a “Gumby suit.”
Following every exercise, the DCO conducts a detailed debrief with the crew. During this review, performance metrics are discussed, including how long it took to complete the muster, how quickly each fire team arrived on scene, how fast firefighters dressed in full protective gear, when water was established to fight the fire, and how efficiently missing or injured personnel were located. The crew also examines any challenges encountered during the drill and discusses ways to improve future responses.
Charting a Course for Discovery
Before each leg of operations, there is a briefing. Operations Officer Mark Meadows outlined the goals for the NOAA Ship Thomas Jefferson’s work on Lake Ontario. The mission is to update nautical charts, identify dangers to navigation, and replace outdated survey data collected in the 1940s.
The red lines mark the original survey lines from the 1940s.
Many of the original survey lines on Lake Ontario were spaced approximately 1.5 miles apart. While this was considered sufficient at the time, it left vast areas of the lake bottom completely unsurveyed. Modern hydrographic technology allows NOAA to collect much more detailed information, creating safer and more accurate nautical charts for everyone who uses these waters.
The survey efforts also support the Lake Ontario National Marine Sanctuary and the Lakebed 2030 project, an effort to map the entire lake floors by the year 2030. To maximize coverage, the Thomas Jefferson operates nearly around the clock, collecting shipboard data 24 hours a day. During daylight hours, two smaller survey launches focus on nearshore and shallow-water areas that the ship cannot safely access.
The survey team enjoys a little fun when naming the survey sheets. OPS Meadows felt the need to name the nearshore sheets various flavors and heat levels from Dave’s Hot Chicken. Additionally, they decided to divide the midshore sheet into Bert and Ernie. While the names may not appear on the official charts, it added a little humor to the serious business of mapping Lake Ontario.
The Dave’s Hot Chicken Survey Sheets.
Personal Log
A Taste of Life on Board
One of the biggest surprises of my Teacher at Sea experience has been the incredible food. Every meal seems to bring something new, and the variety has been nothing short of amazing. In just a short time on board, I have enjoyed rabbit, lamb, gyros, steak, salmon, and even a delicious crawfish boil. Additionally, the desserts are to die for! The rice pudding being my favorite so far. Each meal is thoughtfully prepared, and there is always something to look forward to when the dinner bell rings.
One evening, Chief Steward (CS) Danni Cuff created a stunning croquembouche, which is a towering French dessert made of cream-filled pastry puffs held together with caramelized sugar. It looked like something that belonged in a bakery window rather than on a hydrographic survey vessel in the middle of the Great Lakes. More importantly, it tasted every bit as good as it looked!
CS Cuff’s Croquembouche
The crew aboard Thomas Jefferson also takes condiments very seriously. I am convinced there is every type of condiment imaginable somewhere in the galley. Ketchup, mustard, hot sauces, barbecue sauces, dressings, seasonings. You name it, they probably have it. And not just one version, but multiple brands and varieties. Whatever your taste preference may be, there is likely a condiment waiting to make your meal even better.
The stash of only the table condiments.
The galley always offers a small salad bar stocked with fresh vegetables and toppings. Fresh fruit is also available throughout the day, making it easy to grab a healthy snack between surveys, drills, and shipboard activities. Then there are also tons of unhealthy snack options available as well.
As a Teacher at Sea, sharing meals with crew members from every department makes it easy to get to know people and learn about their unique roles on the ship.
Did You Know?
There are an estimated 4,000-6,000 shipwrecks on the Great Lakes.
The wreck of the St. Peter in Lake Ontario (Credit: NOAA)
Mission: Hydrographic Survey Geographic Area of Cruise: Lake Erie and Lake Ontario Date: Friday, June 19, 2026
Weather Data from the Bridge Latitude: 42º54.5’N Longitude: 079º14.6’W Sky Conditions: Sunny Visibility: 10+ miles Wind Speed: 10 Knots Wind Direction: W Dry Bulb: 15.5º C Wet Bulb: 17º C
Science and Technology Log
All Lines Away In High Winds
Before the NOAA Ship Thomas Jefferson ever left the Port of Cleveland, the energy on the bridge already reflected that this would not be a routine departure. The navigation team met to review weather forecasts, vessel traffic in the harbor, and the tight physical space of the slip. They walked through the voyage plan for the upcoming transit of the Welland Canal.
The forecast added a layer of challenge: waves building up to 11 feet offshore and wind gusts reaching 40 knots. Even while still tied to the dock, the ship would feel the effects of those winds pushing against the hull. The crew specifically discussed which lines would need to remain in place to best counteract strong winds pushing on the port side. It was a reminder that even leaving the dock is a maneuver that demands planning, not just movement.
After a short rain shower and a two-hour delay, line handlers moved into position along the pier, and the deck team coordinated each step of letting go. The goal was simple in theory but complex in execution. The bridge crew had to free the ship without allowing the stern to swing toward a barge positioned on the starboard side of the ship.
NOAA Corps officers carefully navigate NOAA Ship Thomas Jefferson away from the dock at the Port of Cleveland
Every action had timing behind it. Lines were released in a deliberate order, engines were brought in carefully, and the rudder responded in small corrections. At the same time, the bridge team monitored traffic on the Cuyahoga River and ensured communication was successful even though it was made difficult in the wind. Amid all of this, Junior Officer James Hutzenbiler had control of the commands, gaining valuable experience managing a complex departure in high winds and restricted maneuvering space. The situation provided a practical test of shiphandling skills under pressure, reinforcing both decision-making and situational awareness in real-world conditions.
What stood out most was not just the difficulty of the conditions, but how smoothly the crew worked through them. Each person understood their role, anticipated the next step, and supported the overall movement of the ship. It was less about individual actions and more about a shared rhythm.
A Stairway between the Great Lakes
The Welland Canal is one of North America’s most impressive feats of marine engineering, linking Lake Ontario and Lake Erie and allowing ships to bypass the powerful and steep Niagara Falls.
The idea of a canal connecting the lakes dates back to the early 19th century, when growing trade made the Niagara Escarpment a major obstacle. The first version of the canal was completed in 1829, but it was narrow, shallow, and quickly outdated as ships grew larger. Over time, the canal was rebuilt and expanded through multiple iterations, with the modern fourth version completed in 1932. Each upgrade reflected advances in engineering and the increasing demands of industrial shipping. Below is an image of the different canal routes over time. The first canal had 40 locks and the current one is down to 8, taking about 9 hours for the Thomas Jefferson to complete.
Image capture from marinetraffic.com of the Thomas Jefferson transiting the Welland Canal.
Transiting the canal is a unique experience for any vessel. Rather than open-water navigation, ships move carefully through a series of eight locks that raise or lower them approximately 326 feet between the two lakes. Each lock demands precision, coordination, and patience. Crews adjust positions and engines in short, controlled bursts to keep the vessel centered as water levels change.
MoorMaster Automated Vacuum Mooring System
Large cargo ships can use MoorMaster automated vacuum mooring systems to hold the ships in place while in the locks.
However, the Thomas Jefferson has too many port holes for the vacuum to attach. This means the crew is constantly on the bridge adjusting controls to keep the ship off the concrete side walls. It takes an extreme amount of teamwork and concentration. The CO (Commanding Officer) and XO (Executive Officer) found that “crabbing” the ship in at an angle instead of straight in allows for better control.
Entering vs. leaving Welland Canal lock 7
What stands out most during a transit is the teamwork involved. Every movement onboard is deliberate and communicated clearly. Deckhands, officers, and pilots work in close coordination. Even in tight quarters and changing water levels, there is a steady rhythm to the operation. It is a reminder that successful navigation is not only about technology or infrastructure, but also about people working together with trust and professionalism.
NOAA Ship Thomas Jefferson entering a lock on the Welland Canal. (Credit: NOAA)
One of the most impressive aspects of the transit was watching the Junior Officers and Operations Officers navigate the entire 12-hour journey through the Welland Canal with only the supervision of the CO and XO.
Personal Log
The Quiet Influence of Great Leaders
One of the most impressive aspects of my time aboard the ship has not been the technology, the navigation, or even the massive engineering feats we encounter. It has been the culture of learning.
NOAA Corps officers watch from the flying bridge of NOAA Ship Thomas Jefferson
From the moment I stepped aboard, I noticed that the ship operates much like a highly effective classroom. Every day presents opportunities to learn, practice, make mistakes, and improve. What makes this environment so successful is the leadership demonstrated by Commanding Officer Kidd and Executive Officer Duffy. They have fostered a culture where learning is woven into every aspect of daily operations.
After every drill, change of conn, and operational briefing, etc. the leadership team takes time to reflect. Rather than immediately telling crew members what they did right or wrong, they observe, listen, and encourage discussion. Team members are asked to evaluate their own performance, identify challenges, and suggest improvements. This process transforms every event into a learning opportunity.
NOAA Corps officers on the bridge of NOAA Ship Thomas Jefferson
One example came after Junior Officer James Hutzenbiler successfully guided the ship out of the Port of Cleveland in challenging wind conditions. Once the maneuver was complete, Operations Officer Jessie Spruill gathered the bridge team and asked a simple question: “How do you think that went?” Rather than providing answers, she encouraged the team to analyze their own decisions. The officers discussed what worked well, what could have gone smoother, and what they might do differently next time.
OPS Jessie Spruill then added her own observations and expertise, helping connect their experiences to larger operational concepts. Finally, the XO built upon the discussion, adding further insights and training points that everyone could apply in future situations.
As a teacher, the entire exchange felt remarkably familiar. These are the same instructional strategies educators strive to use in the classroom: reflection, self-assessment, guided discussion, and constructive feedback. The difference is that instead of discussing a math problem or science experiment, the crew was analyzing real-time decisions that affected the safe movement of a ship.
Boarded and Underway
NOAA Ship Thomas Jefferson in Port of Cleveland
I would be lying if I said I wasn’t nervous about living on a ship for two weeks. Fortunately, those worries began to fade almost as soon as I stepped aboard.
Junior Officer Bridget Ruiz
One of the biggest reasons was the people. Everyone has been incredibly welcoming and willing to answer questions, offer advice, and help me navigate life at sea. From the very beginning, the crew made me feel less like a visitor and more like part of the team.
I was especially fortunate to be paired with Junior Officer Bridget Ruiz as my roommate. She had just started her leg aboard the ship as well, which meant we were both experiencing many of the same first-day questions and uncertainties. Having someone to attend orientation with, explore the ship alongside, and compare notes made the transition much easier.
The living quarters were also a pleasant surprise. Before arriving, I imagined a small, cramped room with barely enough space to move around. Instead, our stateroom is surprisingly comfortable, complete with dressers, desks, a sink, a mini refrigerator, and closets for storage.
Stateroom
Of course, shipboard life comes with a few unique experiences. Once the waves started rolling, so did the contents of various tanks throughout the vessel, creating an aroma that can only be described as “memorable.”
Despite the occasional smell and the constant motion beneath my feet, I am quickly settling into the rhythm of shipboard life. Between the incredible views, delicious meals, comfortable accommodations, and supportive crew, I can easily see how people come to love this lifestyle. After only a short time aboard, the ship is already beginning to feel like home.
Did You Know?
The tallest wave recorded on Lake Erie was a 22-foot seiche in 1844, and it killed 78 people.
Hello and welcome! My name is Guy (Clark) Sturdevant from Northwest High School in Wichita, KS. You join me as I make final preparations for my two-day journey to Dutch Harbor, Alaska. Once there, I will board the Oscar Dyson and join an amazing science team and crew for a month-long leg of the biennial Eastern Bering Sea Pollock Survey.
As I prepare for this incredible opportunity, I find myself reflecting on the amazing science educators and communicators that helped define my relationship with science. From Mr. Patton’s sixth grade life science class through graduate studies in the department of Geology at the University of Kansas, the passion, character, and enthusiasm of my mentors and teachers was infectious. In my seven years in the classroom, I have worked to immerse my students in the hands-on practice of science. NOAA’s Teacher at Sea Program will be another amazing opportunity for me to learn from world-class scientists and technicians in hopes of bringing the exciting world of marine science into my high school classroom.
Check in here for regular updates from the Bering Sea!
Science and Technology Log
Next Monday, I will board NOAA Ship Oscar Dyson in Dutch Harbor, Alaska. The Oscar Dyson is a 208 ft. purpose-built research vessel which hosts the Midwater Assessment & Conservation Engineering (MACE) team for the Summer Pollock Survey. The full survey spans nearly three months and hundreds of nautical miles of the Bering Sea and the Gulf of Alaska.
NOAA Ship Oscar Dyson. Photo credit: Ensign Haley Glos (Photo from @NOAAShipOscarDyson Facebook account)
Did You Know?
The Oscar Dyson is named in honor of a fisherman and sustainable fisheries advocate, Oscar Dyson.
A photo of Oscar can be found hanging in the galley aboard his namesake.
Oscar’s fame, however, is eclipsed by his wife, Peggy. Peggy Dyson acted as the “Voice of the North Pacific”, broadcasting out marine weather forecasts as WBH-29 twice daily for over 30 years. Her voice served fishing communities in the North Pacific, providing valuable information and a familiar voice across the vast span of the open ocean.
Peggy Dyson christening NOAA Ship Oscar Dyson. Photo credit: Ray Broussard.
