Posts

Posted on

Jennifer Widdig: On the Front Lines of Charting, June 29, 2026

view from an upper deck of NOAA Ship Thomas Jefferson as a small launch vessel approaches for docking

NOAA Teacher at Sea

Jennifer Widdig

Aboard NOAA Ship Thomas Jefferson

June 17 – June 30, 2026

Mission: Hydrographic Survey
Geographic Area of Cruise: Lake Erie and Lake Ontario
Date: Monday, June 29, 2026

Weather Data from the Bridge

Latitude: 043o15’N
Longitude: 077o22’W
Sky Conditions: Sunny
Visibility: >10miles
Wind Speed: 1 knots
Dry Bulb: 19oC
Wet Bulb: 18.5oC

Science and Technology Log

Jen takes a selfie from the railing of a small launch vessel, angled so that we can see NOAA Ship Thomas Jefferson in the background at some distance. She wears a green hard hat and orange life vest. The sky is blue with only a few low white clouds, and the water is bright teal with some low waves.
Out on boat 2904 with NOAA Ship Thomas Jefferson in the background

One of the highlights of this leg was getting the opportunity to spend a day aboard survey launch 2904. Junior Officer Julian Santos served as our coxswain, while Senior Survey Technician Ali DiTommaso managed the survey equipment. It was a great opportunity to experience how NOAA conducts nearshore hydrographic surveys and to see firsthand the challenges of collecting data in shallow water.

Our mission for the day was to locate the 15-meter depth contour on our assigned survey sheet. Using the multibeam sonar, the display was configured so that anything shallower than 15 meters appeared black. As we “painted” the seafloor with the multibeam, we watched for that black boundary. Once we reached the 15-meter contour, we stopped collecting multibeam data in that area and moved on to find the next section of the contour. Eventually, we connected these sections to create a continuous 15-meter line across the sheet.

photo of a computer screen displaying multibeam data from the small launch vessel. the large portion of the screen shows the depth of the area, color coded; anything shallower than 15 m is shown in dark gray.
Multibeam data from boat 2904

After establishing the contour, we switched to side-scan sonar to survey the area shallower than 15 meters. Because side-scan sonar can cover a much wider swath of the seafloor than the multibeam, our survey lines were spaced farther apart, allowing us to efficiently search for underwater features and potential hazards. During our survey we operated the 75-meter side-scan system in water depths ranging from approximately 7 to 15 meters. We did not have the opportunity to switch to the 50-meter side-scan configuration, which is typically used in even shallower water, from about 4 to 8 meters.

phot of a computer screen displaying sidescan data. the center of the bathymetric map is a vertical black band, representing the track of the small vessel, which cannot collect data directly beneath it with the side-scan sonar. to the left and right of this band is detailed data showing the bumpy surface of the lake bottom.
Getting side-scan data from boat 2904

Working from a small survey launch requires constant multitasking. Since it was the weekend, recreational boat traffic was heavy, requiring extra vigilance while navigating and collecting data. Unlike aboard the ship, the launch crew must solve many equipment issues on their own or troubleshoot with assistance over the phone. At one point, our air conditioning stopped working. Although it certainly made for a warm day, it did not affect the safety of the operation, so we continued surveying.

view of the survey station on board a small vessel. inside the boat's cabin, facing ahead, a desk surface surrounds a single captain's chair. We can see three computer monitors. A survey tech in a purple t-shirt sits facing the computers (away from the camera.)
Ali DiTommaso manning the survey station on boat 2904

Although the surveying stops when the launch returns to the ship, the work is far from over. Every evening, the survey data is processed so it can be evaluated before the next day’s operations. During this process, the survey technicians apply the sound velocity information collected from the Sea-Bird CTD casts. Because sound travels at different speeds depending on the water’s temperature, salinity, and pressure, these measurements are essential for accurately calculating the depth of the seafloor.

The data is also corrected using the vessel’s position, motion, and orientation throughout the survey. Every pitch, roll, heave, and heading change of the launch is accounted for so the seafloor is mapped in its true position rather than being distorted by the boat’s movement. Water level corrections are also applied to account for changes in lake level during the survey.

a zoomed-in view of a nautical chart showing a portion of the southern coastline of Lake Ontario in beige and the water of the lake in blue. There are contour lines at 3 m, 5 m, 7 m drawn extending away from shore. Elsewhere, floating numbers represent depths as deep as 69 m. In a boxed off section of the chart, color coded shading indicates the depths of an entire swath surveyed by NOAA Ship Thomas Jefferson, with lime green indicating about 15 m deep and darker blue indicating about 23 m deep.
Processed data for the sheet that Boat 2904 has been working on

Once these corrections have been made, the software combines the overlapping survey lines and “smooths” the edges between them to create a continuous, high-quality map of the seafloor. Processing also helps identify any holidays, small gaps where little or no data was collected. If holidays or other data quality issues are found, the area will need to be resurveyed before the sheet can be considered complete.

survey data (shading, color coded by depth) overlaid on a section of a nautical chart of a portion of Lake Ontario. some areas are shaded in rectangles; some are wide diagonal lines showing the survey data collected as the ship transited from one place to another
Total amount of processed data for this leg of NOAA Thomas Jefferson

Personal Log

Jen poses for a photo with a man in a navy sweatshirt and a woman wearing a large headset over years. They are inside the cabin of the small launch vessel.
Coxswain Junior Officer Julian Santos, Senior Survey Technician Ali DiTommaso, and myself aboard boat 2904

Going out on a survey launch was one of the highlights of my time aboard NOAA Ship Thomas Jefferson. I already love being out on the water, so I knew my biggest challenge wouldn’t be seasickness but trying not to be rocked to sleep! The water was calm, with waves less than a foot high, something the crew was very thankful for, even if I secretly wouldn’t have minded a little more excitement.

After boarding 2904, we were lowered over the side of the ship. I followed Senior Survey Technician Ali DiTommaso onto the bow, where she released the locking clamps that connected us to the davit. It was fascinating to watch how smoothly the process worked and to finally experience a launch from the small boat perspective.

Jen sits at the helm of the small launch vessel, her left hand on the wheel, and turns her head to smile for a photo
Taking a turn at the wheel on boat 2904

We spent the day on the water from about 6:30 a.m. until 3:30 p.m. The launch may be much smaller than the ship, but it is surprisingly well equipped. We brought water, hot water for tea, breakfast, and snacks, and there was even a small refrigerator stocked with sandwich supplies and a microwave for lunch. It felt like a tiny floating office.

With Junior Officer Julian Santos serving as coxswain and Ali running the survey operations, I jokingly felt like the “passenger princess” for the day. While they handled the work, I had the opportunity to observe every aspect of the survey. Seeing hydrography on a smaller scale helped me better understand the process.

view from an upper deck of NOAA Ship Thomas Jefferson as a small launch vessel approaches for docking
Boat 2904 coming in for recovery by NOAA Ship Thomas Jefferson
view from a distance of a small launch vessel approaching NOAA Ship Thomas Jefferson
Boat 2903 getting ready for recovery by NOAA Ship Thomas Jefferson

One of the most impressive moments came at the end of the day during recovery. Watching the coxswain carefully maneuver alongside the TJ looked effortless, but I quickly realized how much coordination is required. The engineers stand by in case there are any issues with the davit or the launch, the Bosun operates the davit, crew handle the lines, and the entire evolution is supervised by the Commanding Officer and Executive Officer. Meanwhile, the bridge monitors everything from the bridge wing to ensure the recovery is completed safely and efficiently.

view from an upper deck of NOAA Ship Thomas Jefferson of the recovery of a small launch vessel. The small vessel has pulled up alongside the large ship, and two davit arms with cables are lowering toward the boat. seven crewmembers with hard hats stand distributed around the two davits, read to help bring the small boat aboard. we can see other crewmembers watching the operation from higher decks.
Boat 2904 being recovered by the crew of NOAA Ship Thomas Jefferson

Before I had the chance to ride on one of the launches, I had watched them return to the ship from the deck. Seeing the boats racing across the water toward the TJ with spray flying behind them reminded me of something straight out of an old James Bond movie. They looked fast, powerful, and just a little dramatic. It felt like they were in slow motion!

Santos and Ali really made the day great, and I was lucky enough to get to tag along with them!

Did You Know?

  • The Great Lakes span 4,530 miles of coast and account for 21% of the world’s freshwater, with more that 30 million people relying on them for drinking water.
  • The nautical term “holiday” comes from the 17th century when missing a spot while painting a ship. “Were you on a holiday?” or “Do you need a holiday?”

Posted on

Guy Sturdevant: Why Pollock? June 25, 2026

NOAA Teacher at Sea

Guy Sturdevant

NOAA Ship Oscar Dyson

June 21 – July 15, 2026

Mission: Summer Pollock Acoustic Survey, Leg 2

Geographic Area of Cruise: Bering Sea, Alaska

Date: June 25, 2026

Weather Data from the Bridge

N 58.00° W 169.68 °, 0 AMSL

Conditions: Heavy Fog, Seas at 8’

Visibility: < 1 NM

Wind: 130°/23 kt

Barometric Pressure 29.66 inHg

Dry Bulb Temp: 43 ° F

A tufted puffin sails above the Bering Sea.
A Tufted Puffin sails above the Bering Sea

Science Log

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 chart comparing the nutritional facts of Alaskan Pollock to beef, chicken, pork, almonds, and plant-based meat alternative.
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 bar graph titled Carbon Impacts of Wild Alaska Pollock as Compared to Other Proteins (kilograms of carbon dioxide equivalent per kilogram of protein). The highest is beef at 115.75 kg, and the lowest on the chart is Wild Alaska Pollock at 3.77 kg. In the top right is the logo of Alaska Genuine Pollock.
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!

illustration of a single Alaskan adult pollock against a white background; notably, the pollock has three dorsal fins and two anal fins
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.

an animation comparing maps over time of the distribution of pollock abundances 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, just visible at the surface, spouts water off the coast of Dutch Harbor, AK.
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).” (Fisheries of the United States 2023).

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…”

 – Corey Ford, Where the Sea Breaks Its Back: The Epic Story of the Early Naturalist Georg Steller and the Russian Exploration of Alaska

Sources

  1. National Oceanic and Atmospheric Administration. (2026, March 10). Fisheries of the Exclusive Economic Zone Off Alaska; Bering Sea and Aleutian Islands; 2026 and 2027 Harvest Specifications for Groundfish. Federal Register, 91(46), 11750-11799. https://www.federalregister.gov/documents/2026/03/10/2026-04684/fisheries-of-the-exclusive-economic-zone-off-alaska-bering-sea-and-aleutian-islands-2026-and-2027
  1. “Frequent Questions: Annual Catch Limit Monitoring | NOAA Fisheries.” Frequent Questions: Annual Catch Limit Monitoring, NOAA, 22 Sept. 2025, www.fisheries.noaa.gov/southeast/sustainable-fisheries/frequent-questions-annual-catch-limit-monitoring.
  1. National Marine Fisheries Service. Fisheries of the United States, 2023. U.S. Department of Commerce, NOAA Current Fishery Statistics No. 2023, Feb. 2026, https://s3.amazonaws.com/media.fisheries.noaa.gov/2026-02/FUS-2023-web.pdf.
  1. Genuine Alaska Pollock Producers. “Sustainability.” Genuine Alaska Pollock Producers, https://www.alaskapollock.org/about-the-fish/sustainability 

Posted on

Jennifer Widdig: Charting New Waters, June 26, 2026

View of one of the launch vessels in its berth aboard NOAA Ship Thomas Jefferson. it is very foggy.

NOAA Teacher at Sea

Jennifer Widdig

Aboard NOAA Ship Thomas Jefferson

June 17 – June 30, 2026


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

Jen smiles for the camera as she stands at the railing of NOAA Ship Thomas Jefferson, wearing a life vest, her right hand on the metal frame containing the conductivity, temperature, and depth meter (CTD). The apparatus is attached to a line (a rope) that extends out of the photo. the sky and water are bright blue.
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.

two women sit, and a third leans, at a desk with an array of 10 stacked computer monitors.
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.

photo of a computer screen displaying color-coded depth measurements in overlapping zig zagging lines
Crosslines on SIS of two sheets complete
photo of a computer screen displaying color-coded depth measurements through a swath approximately the shape of a quarter circle. there are black vertical streaks and a curved line of black dots revealing areas where data was not collected as the ship turned.
Depth 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.

a group of people, most in navy sweatshirts, stand around a table or sit in chairs in a room inside NOAA Ship Thomas Jefferson
Small boat safety brief
photo of a printed paper sharing the Float Plan for June 24, 2026, SL 2903 / 2904. one section lists Passengers and Crew, another the itinerary, another an Operational Risk Management score sheet. It is initialed at the bottom.
Small 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.

a group of 8 people, mostly in navy blue NOAA Corps uniforms, stand around a room in discussion
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.

a group of 5 polaroid photos pinned to a cork bulletin board under a small title, separately pinned, that reads "Augmenters." Each photo is hand-labeled. The first is a photo of Jen sitting at a computer, labeled "TAS Widdig." The other augmenting crew are identified as ENS Ruiz, ENS [illegible], 2C Grant, CC Wright.
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?

View down the starboard side of NOAA Ship Thomas Jefferson from an upper deck; we can see one of the launch vessels in its berth. it is very foggy and we can barely make out the horizon.
NOAA Ship Thomas Jefferson backing into Port of Oswego

Posted on

Jennifer Widdig: Drills before Thrills, June 22, 2026

NOAA Teacher at Sea

Jennifer Widdig

NOAA Ship Thomas Jefferson

June 17 – June 30, 2026

Mission: Hydrographic Survey
Geographic Area of Cruise: Lake Erie and Lake Ontario
Date: June 22, 2026

Weather Data from the Bridge

Latitude: 043o 27’N
Longitude: 076o30’W
Sky Conditions: Foggy
Visibility: < 1 miles
Wind Speed: 8 knots
Wind Direction: E
Dry Bulb: 14oC
Wet Bulb: 16oC

Science and Technology Log

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

Grinning big for a photo, Jen holds up an orange personal flotation device in one hand and grasps the handle of a bagged survival suit in the other hand
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. 

the emergency escape breathing device, housed in round plastic casing, in front of a bright orange plastic box that reads EEBD; both rest on a table.
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.

close-up view of a small piece of paper attached by magnet to the door. at the top it reads: 2026-06-18 to 2026-06-23, TJ-26-02, Welland and ROV, TAS Widdig, Jennifer. Muster instructions are listed below for different scenarios, color coded. Red: Fire & Emergency, Yellow: Abandon Ship, Blue: Marine Overboard. White boxes of different sizes against the colored bars indicate the sound of the emergency signal. Fire & Emergency is one long bar; Abandon Ship is 8 small boxes plus a medium sized box; Marine Overboard is 3 medium boxes.
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.

emergency equipment on board the ship: a bright red metal locker, red hard hat, red fire extinguisher. also some sort of breathing apparatus and balled up fire protection gear.
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.

screenshot from a NOAA webpage titled LAKE ONTARIO. the page features a a satellite map of the lake with red tracklines inside black polygons overlaid on the water. Text superimposed at the top of the map reads: "Existing Data Quality: 1940's, Fathometer, Set Line Spacing @1.5 nm, USACE 2018 nearshore Lidar Data."
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.

simple map of the south shore of Lake Ontario, with 5 polygons drawn against the shore in a line. each polygon is shaded a different color and named: mild, medium, hot, extra hot, reaper.
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!

a towering dessert more than a foot tall of ping-pong sized balls of pastry arranged in a christmas tree shape
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.

two tables in the mess hall, each lined with plastic boxes containing a wide variety of condiments
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.

two divers check out an underwater shipwreck in green waters
The wreck of the St. Peter in Lake Ontario (Credit: NOAA)

Posted on

Jennifer Widdig: Locked in with a Great Crew, June 19, 2026

Jen, wearing a Teacher at Sea hat and t-shirt, takes a selfie at the railing of NOAA Ship Thomas Jefferson in port. We can see the greenish water of Lake Erie and the hint of a distant shoreline beneath a light blue, cloudy sky.

NOAA Teacher at Sea

Jennifer Widdig

Aboard NOAA Ship Thomas Jefferson

June 17 – June 30, 2026


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.

a map of Niagara's Welland Canal Corridor. The map area focuses on the land portion in between Lake Erie to the left of the image and Lake Ontario to the right. (The compass rose shows us that on this map, north is to the right, not "up.") solid lines in different colors trace the paths of four canal routes through rivers and streams and cities. above the geographic map is a cross section depiction of the locks showing the changes in elevation from west to east. in the center is a timeline with details about the four version of the canal.
The evolution of the Welland Canal and the current locks. (Photo: niagarawellandcanal.com)
screenshot from a website that maps the locations of different vessels onto waterways. this one is zoomed into the Welland Canal between Lake Erie (south) and Lake Ontario (north), and concentric circles highlight the green dot that represents NOAA Ship Thomas Jefferson's location, shortly after it has entered the canal form the south.
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.

bright yellow equipment installed on the door of a lock, with movable panels dotted with holes, which the system can attach to certain ships through suction
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.

view from NOAA Ship Thomas Jefferson as it enters Welland Canal lock 7; we can see darker blue water in the foreground and lighter blue water beyond the lock doors. there are cranes and towers on each side, a barge in the distance. the sky is bright blue.view from NOAA Ship Thomas Jefferson as it exits Welland Canal lock 7. now the water level is much lower and the concrete lock walls seem very high.
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.

view from above and behind as NOAA Ship Thomas Jefferson sails away from the camera into a lock, with high concrete walls and raised arms. the water in the lock is blue green and very still. another ship on the left side of the lock faces toward the camera. on either side, we see trees and grass.
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.

Four NOAA Corps officers in blue uniforms stand on an upper deck of NOAA Ship Thomas Jefferson, facing out at the green water.
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.

three NOAA Corps officers in blue uniforms stand on the bridge of NOAA Ship Thomas Jefferson. in the foreground, one officer stands at a control panel, his left hand resting on the panel, and his head turned to look at something out of frame beyond the camera. at the far end of the bridge, another officer looks through binoculars.
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, with the gangway to the dock set up. we can see one of the small survey launch vessels mounted on the port side. it is a very cloudy day.
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.

a NOAA Corps officer in a blue uniform and blue hat stands a the railing of NOAA Ship Thomas Jefferson and reaches her left arm out to touch the wall of the Welland Canal, smiling for the photo. the sky is a bright blue, with white clouds.
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.

view into a stateroom on NOAA Ship Thomas Jefferson. we can see a bunk, a dresser, the edge of a sink, emergency personal flotation devices.
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.