Travelling through the Gulf Stream has got us thinking about how this waterway has played an important role in much of America’s early history. From Spanish explorers such as Hernando Cortez and Juan Ponce de Leon to the US Coast survey that began in 1845 to today where ships choose their most efficient path for their route.
The coast we have passed also holds a great deal of history. Among its many historic events, Charleston is home to the Hunley. The Hunley was one of the country’s first submersible weapons or as we know it, a submarine. For the time, it was innovative technology created during the Civil war in an effort to defeat a Union blockade on Charleston Harbor. After several attempts, on a cold night in February 1864 the Hunley crew completed their mission to destroy the war ship, USS Housatonic.
One other point of land we will pass are the Dry Tortugas. Lying almost 70-miles west of Key West and composed of coral reefs and sand this land is now part of the United States National Park Service. This area was first named by Juan Ponce de Leon in 1513 and has seen the likes of pirates, migrants, and countless shipwrecks. During the civil war a military prison was constructed and the area became known as Fort Jefferson. One of the most infamous residents at the Fort was Dr. Samual Mudd. After being convicted of conspiracy in the murder of President Lincoln, Dr. Mudd was sentenced to Fort Jefferson where his skills as a medical doctor played a key role in as he single handedly fought an epidemic of yellow fever. Dr. Mudd was later granted a pardon by President Johnson where he moved back to his home state of Maryland.
Questions:
1. What was the technology used to power the Hunley?
2. What years were the civil war fought?
3. How many square miles is the Dry Tortugas Research Natural Area protecting the islands marine resources?
4. What is the only bird to regularly nest in the areas around the Dry Tortugas?
Saturday, January 15, 2011
Captain's Blog 1/15/11
With Kennedy moving west our Eastern Standard Time zone is getting a little small-today's sunrise is at 0720. We will live with this minor inconvenience until Tuesday as we steam toward Veracruz, when we retard the clocks one hour, similar to what we do in the fall when we change from Daylight Savings Time to Standard Time. I'll likely talk about that on the night we make the change.
This morning was a beautiful crimson dawn, with not a cloud in the sky. With a sunrise temperature of 62, I expect that we will begin to enjoy some warmth from our lower latitude. Boy, you sure didn't know we moved south as you look back at the temps in South Carolina, or even yesterday.
Our efforts to overcome the late departure from Charleston seemed to have been somewhat successful. We were able to find the Gulf Stream counter current at one point off Pompano Beach, but most of the time we at least managed to stay away from the northerly flow averaging well over 16 knots. Once we were south of Miami the currents subsided a little and we managed 17 knots, and finally, after Key West and the Dry Tortugas Ecological Reserve, we jumped up to 18 knots. So, as I write it looks like the planned anchor drills will begin at 1300 this afternoon, and we'll be able to get all three done today.
This morning was a beautiful crimson dawn, with not a cloud in the sky. With a sunrise temperature of 62, I expect that we will begin to enjoy some warmth from our lower latitude. Boy, you sure didn't know we moved south as you look back at the temps in South Carolina, or even yesterday.
Our efforts to overcome the late departure from Charleston seemed to have been somewhat successful. We were able to find the Gulf Stream counter current at one point off Pompano Beach, but most of the time we at least managed to stay away from the northerly flow averaging well over 16 knots. Once we were south of Miami the currents subsided a little and we managed 17 knots, and finally, after Key West and the Dry Tortugas Ecological Reserve, we jumped up to 18 knots. So, as I write it looks like the planned anchor drills will begin at 1300 this afternoon, and we'll be able to get all three done today.
Friday, January 14, 2011
Captain's Blog 1/14/11
The Gulf Stream? First documented and mapped by Benjamin Franklin, apparently our nation's first oceanographer! It has been the friend of shipping since ocean transportation began - it can add valuable speed to your ship, making millions of dollars in profit on faster delivery of goods - but the sword cuts both ways, like a cranky neighbor you can't always rely upon its mood. In a world of exact science and computer modeling - like meteorology (remember yesterday's botched forecast) the prediction of exactly where the strongest part of the stream lies is somewhere between the parameters established by old Ben.
We needed at least 18 knots to keep our voyage plan intact. We have tried our best to make it, bringing the engine up to the necessary revolutions per minute, altering course closer to the coast trying to escape the relentless strength of the Gulf Stream. We've done OK, and maybe it was a fool's errand to try and beat it, but it's always a challenge.
There isn't really any heartburn about this leg being completed on time - Charleston to Tampa - most aboard have little interest as to whether we get three anchor drills completed off Tampa on Saturday. The drills benefit the upper class deck mostly, and next the upper class engineers - as they execute an approach and anchoring up on the bridge, the engineers have more time working the throttles and boiler fronts. But a plan is a plan, and once executed, it should be executed to the best of one's ability.
So on this leg, I take the hit. The bunker mix-up in Charleston leading off, and not being able to outsmart the Stream the next, both fall on my decision making. Well, perhaps another year! I am quite sure however, there will be no quarter for me if we don't make it to Veracruz on time.
We needed at least 18 knots to keep our voyage plan intact. We have tried our best to make it, bringing the engine up to the necessary revolutions per minute, altering course closer to the coast trying to escape the relentless strength of the Gulf Stream. We've done OK, and maybe it was a fool's errand to try and beat it, but it's always a challenge.
There isn't really any heartburn about this leg being completed on time - Charleston to Tampa - most aboard have little interest as to whether we get three anchor drills completed off Tampa on Saturday. The drills benefit the upper class deck mostly, and next the upper class engineers - as they execute an approach and anchoring up on the bridge, the engineers have more time working the throttles and boiler fronts. But a plan is a plan, and once executed, it should be executed to the best of one's ability.
So on this leg, I take the hit. The bunker mix-up in Charleston leading off, and not being able to outsmart the Stream the next, both fall on my decision making. Well, perhaps another year! I am quite sure however, there will be no quarter for me if we don't make it to Veracruz on time.
Thursday, January 13, 2011
FTV 1/13/11
Today the Kennedy is anchoring in Charleston, SC to take on fuel. Our ship can hold around 6000 barrels of heavy fuel oil. This weighs around 925 metric tons which is equivalent to 950 standard tons. The speed at which the heavy fuel oil can be transferred from the barge to our vessel depends on the viscosity of the liquid. The viscosity depends on how warm the liquid is. The warmer the liquid the less viscous it becomes. Some barges have the ability to heat the fuel oil before dispensing it with the use of heated coils.
When the fuel oil is above 70 degrees Fahrenheit we can get 6000 barrels in around 4-5 hours. At colder temperatures it can take from 6-12 hours. During bunkering a team of 5 officers and 12 cadets are on duty to oversee the process. The lead officer (1st asst engineer) mans the rail at the physical spot of transfer from barge to ship. The 2nd asst engineering officer is in the engine room. The remaining officers have different duties such as checking fuel level in tanks using sounding tapes. There will be 6 cadets above decks and 6 bellow in the engine room. While bunkering, an oil spill team is close by so that in the rare event of a spill can be taken care of quickly with minimal damage to the local ecosystem.
Questions:
1) How many gallons of heavy fuel oil can the ship hold if there are 42 gallons per barrel?
2) Define viscosity; give some examples of viscous fluids.
3) How many degrees Celsius is 70 degrees Fahrenheit?
When the fuel oil is above 70 degrees Fahrenheit we can get 6000 barrels in around 4-5 hours. At colder temperatures it can take from 6-12 hours. During bunkering a team of 5 officers and 12 cadets are on duty to oversee the process. The lead officer (1st asst engineer) mans the rail at the physical spot of transfer from barge to ship. The 2nd asst engineering officer is in the engine room. The remaining officers have different duties such as checking fuel level in tanks using sounding tapes. There will be 6 cadets above decks and 6 bellow in the engine room. While bunkering, an oil spill team is close by so that in the rare event of a spill can be taken care of quickly with minimal damage to the local ecosystem.
Questions:
1) How many gallons of heavy fuel oil can the ship hold if there are 42 gallons per barrel?
2) Define viscosity; give some examples of viscous fluids.
3) How many degrees Celsius is 70 degrees Fahrenheit?
Captain's Blog 1/13/11
The bunker barge finally arrived at 2000 last evening, and our engineers went right to work gauging and starting the loading process. Soon we could predict that the process would likely last until 2 or 3 in the morning, and then after finishing, expected the engineers to come off the cold deck and climb down into the hot engine room to test gear, answer maneuvering bells and standby until the pilot was off would be asking them to complete a full overnight shift. Instead I decided to allow them to immediately go below for warmth and rest, and then get up to heave anchor at 0800.
So, with the pilot aboard we finished heaving very shortly after 0800, and out of the Cooper River we went. Fast at first but now at a slower rate in compliance of the Right Whale Mandatory Speed Reduction Area. But by noon we should be up to nearly 17 knots as we head for Tampa to do anchor drills.
I saw the crew and cadet cell phones were busy all day yesterday, and we have discovered that the greater use of cell phones with internet capability tends to use up available broadband. Since our computer lab is a Wi-Fi system, we expect that allot of email users were denied access. Now that we are out to sea I expect that the users should have an easier time getting to log-on.
So, with the pilot aboard we finished heaving very shortly after 0800, and out of the Cooper River we went. Fast at first but now at a slower rate in compliance of the Right Whale Mandatory Speed Reduction Area. But by noon we should be up to nearly 17 knots as we head for Tampa to do anchor drills.
I saw the crew and cadet cell phones were busy all day yesterday, and we have discovered that the greater use of cell phones with internet capability tends to use up available broadband. Since our computer lab is a Wi-Fi system, we expect that allot of email users were denied access. Now that we are out to sea I expect that the users should have an easier time getting to log-on.
Wednesday, January 12, 2011
Captain's Blog 1/12/11
We arrived in Charleston, South Carolina this morning to a very cold northerly wind & 36 degrees. Brrr.
The port stop is strictly to load bunkers, or as some say it, fuel up. The term bunkers comes from the old days of coal fired ships where the solid fuel was shoveled into holds called bunkers, and could be accessed from the engine fire room. Anyway, today we will have a hose given to us from a barge, and once connected, and the piping line up and valves are checked, the barge will start pumping.
We will only load 925 metric tons of fuel - specifically IFO 180 - and it will likely come aboard at about 125 degrees. It is is a stressful evolution for the Chief Engineer and the assistant engineers and cadets, because a mistake can cause an environmental spill. Not a good thing.
Once fueled, we will be on our way toward the Straits of Florida, and hopefully, some warmer weather.
The port stop is strictly to load bunkers, or as some say it, fuel up. The term bunkers comes from the old days of coal fired ships where the solid fuel was shoveled into holds called bunkers, and could be accessed from the engine fire room. Anyway, today we will have a hose given to us from a barge, and once connected, and the piping line up and valves are checked, the barge will start pumping.
We will only load 925 metric tons of fuel - specifically IFO 180 - and it will likely come aboard at about 125 degrees. It is is a stressful evolution for the Chief Engineer and the assistant engineers and cadets, because a mistake can cause an environmental spill. Not a good thing.
Once fueled, we will be on our way toward the Straits of Florida, and hopefully, some warmer weather.
FTV 1/12/11
The Beaufort Scale was originally designed by a British Admiral named Sir Francis Beaufort in 1806. The goal was to standardize a system in which wind speed and characteristics would be determined. Originally there were no actually speeds given to the scale which ranged from zero to thirteen. Beaufort designed the scale to refer to the sails of a British warship. A zero on the scale would mean that winds were just enough to move the ship and that all the sails were up. A six would mean the winds were strong enough to take down half of the sails. A twelve would be hurricane force winds and the sails would be stowed away: if the sails were not stowed they would be ripped.
This scale soon became a standard in the British Royal Navy and soon became adopted into the merchant fleet around the world. Over time, each number soon had wind speeds and sea conditions to correspond with. Today the world no longer uses the Beaufort Scale as a standard. It has since been replaced by the metric system using units such as km/h or m/s. Of course at sea we use knots; which are nautical miles per hour. Though the Beaufort scale is no longer widely used, it is an excellent tool for a mariner to have. It allows us to look at a sea state and make a strong estimate at the wind speed. We often refer to a common poster on our ship which has a picture to correspond with each number on the scale to help determine what kind of seas we are experiencing.
Check out this link for the Beaufort Scale with pictures!! http://www.infomarin.info/beaufort/beaufort.htm
Next Stop: The T.S. Kennedy will be anchoring in Charleston, SC harbor on Wednesday January 12, 2011 to bunker (take on fuel). After Charleston the ship will be heading to Tampa, FL to anchor for Sunday at sea and then continue the voyage to Vera Cruz, Mexico for the first port of call.
Questions:
1)Looking at the picture above, which number on the Beaufort scale would this be?
2)What is the name for a common British warship used in the early 19th century?
3)If the Beaufort scale is used for used for wind speed and sea state. What is the name of the scale that is used for earthquakes and how many numbers are on it?
4)If a force 2 wind has a wind speed of 4-7 miles per hour. How many knots would that be? (Hint: 1 nautical mile= 6076.1 ft, 1 statute mile=5280 ft)
Tuesday, January 11, 2011
Captain's Blog 1/11/10
The weather has been good so far - the low that came off the coast did not generate the strong north westerly winds we expected, so the rolling was limited to the first night. Yesterday and last night the wind was moderate form the west, but this morning we see that it shifted to to an easterly wind. We're assuming it is associated with a front extending from Texas over to us. We passed the infamous and dreaded Cape Hatteras early this morning, and the confusion between wind, waves and ocean currents seemed to be in check as the seas were moderate.
Yesterday was the first day of training. As you may guess, every day of our voyage is planned to maximize our goals. Training is conducted on 24 days, and then there are two exam days - one midway, the other at the end of the trip. For this, as well as other required disciplines aboard, we divide the cadets into four divisions. Training, watch, maintenance and alternate assignments are spread out over two day cycles. This is very confusing to the fourth class cadets, and as many times as we explain it in pre-cruise meetings, nothing prepares them to having to find your training assignment when you are coping with 68 roommates, vying for a shower or sink basin, turning to at cleaning stations and queuing up for breakfast. To assist them, and to make sure we don't lose too much time, we have all the cadets muster at a morning formation, and then have the cadet officers from those training divisions lead them to where they are going.
The watch assignments continue 24/7 throughout the cruise, maintenance is conducted from 0800-1630 each day and they both also rotate every two days.. The alternate assignments are held back exclusively for special watches in the Commandant's department and for oral assessment appointments by the faculty. Yes, it is confusing, but before too long they will be able to read the divisional rotation assignments, know where the Watchbills are posted, and where all the classrooms are located.
Yesterday was the first day of training. As you may guess, every day of our voyage is planned to maximize our goals. Training is conducted on 24 days, and then there are two exam days - one midway, the other at the end of the trip. For this, as well as other required disciplines aboard, we divide the cadets into four divisions. Training, watch, maintenance and alternate assignments are spread out over two day cycles. This is very confusing to the fourth class cadets, and as many times as we explain it in pre-cruise meetings, nothing prepares them to having to find your training assignment when you are coping with 68 roommates, vying for a shower or sink basin, turning to at cleaning stations and queuing up for breakfast. To assist them, and to make sure we don't lose too much time, we have all the cadets muster at a morning formation, and then have the cadet officers from those training divisions lead them to where they are going.
The watch assignments continue 24/7 throughout the cruise, maintenance is conducted from 0800-1630 each day and they both also rotate every two days.. The alternate assignments are held back exclusively for special watches in the Commandant's department and for oral assessment appointments by the faculty. Yes, it is confusing, but before too long they will be able to read the divisional rotation assignments, know where the Watchbills are posted, and where all the classrooms are located.
Monday, January 10, 2011
Captain's Blog 1/10/11
Once we departed Buzzards Bay yesterday, our voyage plan required that we transit a Right Whale Mandatory Speed Reduction Area. We were required to operate at less than 10 knots, and keep a sharp lookout for right whales. Since most of the time we were in transit was darkness, we had no sightings to report.
Once clear we speeded up to 60 RPM, giving us an honest 15 knots. This speed was more that we needed to make our bunker stop on time on Wednesday, but it help keep the ship a little more stable in the force seven northwesterly winds. Being right on our beam, we did experience steady yet gentle rolls all night. This motion was apparently enough to bring on the onset of seasickness amongst our youngest cadet class. A rite of passage to be certain, getting "mal de mere" occurs frequently to new mariners, and for some, even experienced sailors can be prone to it the first few days at sea after being on the beach for too long.
But, no amount of ship's motion or sea sickness will interfere with the beginning of the annual training cycle. Day one is today, and I know I will be noting day 24 in a blink of the eye - only it will have been separated by 7,000 steaming miles and three liberty ports.
Once clear we speeded up to 60 RPM, giving us an honest 15 knots. This speed was more that we needed to make our bunker stop on time on Wednesday, but it help keep the ship a little more stable in the force seven northwesterly winds. Being right on our beam, we did experience steady yet gentle rolls all night. This motion was apparently enough to bring on the onset of seasickness amongst our youngest cadet class. A rite of passage to be certain, getting "mal de mere" occurs frequently to new mariners, and for some, even experienced sailors can be prone to it the first few days at sea after being on the beach for too long.
But, no amount of ship's motion or sea sickness will interfere with the beginning of the annual training cycle. Day one is today, and I know I will be noting day 24 in a blink of the eye - only it will have been separated by 7,000 steaming miles and three liberty ports.
Sunday, January 9, 2011
FTV 1/9/11
As I write this the Kennedy is sailing off the shores of Newport,
RI. There was a huge turnout today as all the families that could make it
came to see their sons or daughters depart Buzzards Bay. The ship set
sail around 1230 and has been performing some casual rolling ever since.
It's pleasurable to know that we are making headway, and actually moving
after a week alongside. Everyone is finding their sea legs this afternoon
and breathing in the sea air.
Tonight at 1900 the holds are going to be inspected by the senior
staff. Everyone is doing their part to clean, making sure their stuff
is off the deck and their racks are tight. The licensed major cadets
(marine engine and marine transportation) are looking forward to
going into their training and classes tomorrow, and the training
rates for each of the non license majors (Marine Safety Environmental
Protection, Emergency management, and International Maritime
Business) prepare to train the 4/c cadets with some of the knowledge
that they have learned throughout their time at MMA
The admissions department has left Josh and me with some fancy new
cameras and recording devices. I will be going around the ship
tomorrow and taking pictures and videos of everyone in action as they
go about their duties on board.
Today's Questions:
1. What 3 states occupy the Delmarva Peninsula?
2. The Kennedy will pass through the Graveyard of the Atlantic overnight. Where is this area located and how many ships has it claimed in the past 500 years?
3. The Kennedy has travelled roughly 285 miles in the last 26 hours. Calculate their average speed.
1/c Nicholas Lauria and 3/c Joshua Lamm
FTV coordinators
Captain's Blog 1/9/11
The T.S. Kennedy got underway at 1235 on Sunday, 9 January 2011, sailing with 596 cadets and 98 crew members. The weather was clear after an overnight snow, where about four inches of fluff covered the lawns, the wind was moderate, coming in between 17-22 from the northwest. The Pilots from Northeast Marine Pilots were Captain Clint Walker (MMA '86), Pilot Observer Captain Sean Bogus (MMA '99), and Pilot trainee Pat Donovan (MMA '03). The tugs were provided by Canal Towing and Assist, Captain Arthur Fournier.
Our movement out of the slip went very well. The favorable wind leaving the slip did not affect us once it became an unfavorable wind in the canal. The voyage down Buzzards Bay was uneventful as the cadets became acclimated to the bridge and engine room in full-function. On the bridge there as was a great deal of activity amongst the new officers to make sure they were familiar with the new equipment - especially the new Raytheon Steering System.
Getting away on time every year is the primary focus, since any delays may affect the training cruise schedule including ports and home arrival. Doing so is a small celebration among the ship's permanent crew. Chief Engineer Laffan and Chief Mate Ford lead their department members in a very fast-paced activation. Matt O'Donnell from Marad worked tirelessly, and we had some useful assistance from Tom Bardwell of Bardwell Electronics and Combustion control consultant Danko Dorcic.
Our movement out of the slip went very well. The favorable wind leaving the slip did not affect us once it became an unfavorable wind in the canal. The voyage down Buzzards Bay was uneventful as the cadets became acclimated to the bridge and engine room in full-function. On the bridge there as was a great deal of activity amongst the new officers to make sure they were familiar with the new equipment - especially the new Raytheon Steering System.
Getting away on time every year is the primary focus, since any delays may affect the training cruise schedule including ports and home arrival. Doing so is a small celebration among the ship's permanent crew. Chief Engineer Laffan and Chief Mate Ford lead their department members in a very fast-paced activation. Matt O'Donnell from Marad worked tirelessly, and we had some useful assistance from Tom Bardwell of Bardwell Electronics and Combustion control consultant Danko Dorcic.
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