NOTE: We are having difficulties with the on board email system, and we are
working with the service provider to determine the problem and the correction.
Email is going out, but receiving is the problem - please be patient as we work
through the problem - thank you.
I've been sitting here looking at the keyboard for five minutes and am totally
empty. No words, not great experiences to relate - nothing! I know that nearly
400 cadets went on liberty yesterday, as well as majorities of the crew after
their duties were finished…but I've no reports on anything. I heard a pipe (PA
announcements) that the Zip Line tours were to muster on the dock at 0730...see,
I'm struggling principally because everything is peaceful. Probably a condition
of people hanging out in Golfito?
More tomorrow if there's something to write about.
Saturday, January 21, 2012
FTV 1/21 Marine Engineering Lab
Al Gillis, Engineering Training Coordinator
The Engineering Department is in charge of performing all maintenance on the ship including cleaning and repairing of machinery, plumbing, electricity, refrigeration, and fuel oil. Engineering Training Coordinator Gillis supervises the marine engineering training of all cadets on board. This includes 8 days in the marine training classroom, 8 days of marine maintenance duty, such as scraping the rust off and repainting the metal parts of the ship’s deck, and 8 days of engineering watch duty.
After graduation from MMA, Gillis worded for the department of defense, where he was an engineer developing systems for ships to conserve energy. He returned to MMA 12 years ago, and he is currently on this 10th Sea Term Semester. His favorite part the Sea Term Cruise, is getting to really know his cadets by working side by side with them every day.
Michelle Paré 2nd Refrigeration Rate
Michelle Paré is from Holyoke, MA and is currently a
Senior Marine Engineer on this cruise. She is the 2nd Refrigeration
Rate. She oversees the air condition and
refrigeration systems along with the other Refrigeration Rates. She also has to work on air handlers, which
is the air system that runs throughout the ship. She has to make sure it is
working to its full potential by constantly checking the temperatures and
changing air filters. She must complete
rounds of all the systems she is responsible for, write up a report, and submit
it to the 1st Assistant Engineer and the Chief Engineer.
She’s looking forward to down time once we get into
port since she’s been so busy. She can’t wait to just relax on a beach with her
closest friends and go zip-lining in Costa Rica!
When asked why she wanted to come to Mass Maritime,
she said “I knew I wanted to go into engineering, and I thought Marine Engine
would be very interesting so I went for it. I’m glad I did it!”
Friday, January 20, 2012
Captain's Blog 1/20/12
Arrival in Golfito, Costa Rica was early but rewarding. The seas were smooth
due to virtually no wind – only what we call “light airs”. We had to cope with
some small fishing boats working the entrance to Golfito Bay which is the
sailfish capital of the world – so I guess no surprises there!
Golfito is rural in a word. It has inspiring hills right up to the sea, and
they are overgrown with tropical vegetation. I am sure if you climbed up the
hills you would encounter monkeys. The town is essentially one road, the same
road that runs along the entire west coast. There are paths inland toward the
hills, but not any roads to speak of up there. I guess most of the people walk
down the hill and catch the bus that runs the coastal road. But they can’t go
too far. We are not permitted to travel more than 25 kilometers from the ship,
staying in Golfito Province, and we are told that a drive to Quepos, only 50
miles away, takes five hours. Things move slowly down in the south of Costa
Rica.
Our docking was really cool. Four years ago we came and made a right gradual
turn into the dock, port side to, using the bow thruster, engines and rudder.
Today we came in, turned right and moved ahead of the dock. At this point the
pilot dropped the port anchor and we worked around on it until we were headed
for the dock. Then we dredged the anchor toward the dock, giving us great
control of the bow as we moved in to a starboard side to docking. As we got
close a line boat took our heaving lines ashore, then once the mooring lines
were run, we heaved in the bow and stern to the dock. No bow thruster this
time, where the anchor and lines did the rest. No tug boats, just good old
fashioned seamanship.
More tomorrow…
due to virtually no wind – only what we call “light airs”. We had to cope with
some small fishing boats working the entrance to Golfito Bay which is the
sailfish capital of the world – so I guess no surprises there!
Golfito is rural in a word. It has inspiring hills right up to the sea, and
they are overgrown with tropical vegetation. I am sure if you climbed up the
hills you would encounter monkeys. The town is essentially one road, the same
road that runs along the entire west coast. There are paths inland toward the
hills, but not any roads to speak of up there. I guess most of the people walk
down the hill and catch the bus that runs the coastal road. But they can’t go
too far. We are not permitted to travel more than 25 kilometers from the ship,
staying in Golfito Province, and we are told that a drive to Quepos, only 50
miles away, takes five hours. Things move slowly down in the south of Costa
Rica.
Our docking was really cool. Four years ago we came and made a right gradual
turn into the dock, port side to, using the bow thruster, engines and rudder.
Today we came in, turned right and moved ahead of the dock. At this point the
pilot dropped the port anchor and we worked around on it until we were headed
for the dock. Then we dredged the anchor toward the dock, giving us great
control of the bow as we moved in to a starboard side to docking. As we got
close a line boat took our heaving lines ashore, then once the mooring lines
were run, we heaved in the bow and stern to the dock. No bow thruster this
time, where the anchor and lines did the rest. No tug boats, just good old
fashioned seamanship.
More tomorrow…
FTV 1/20/2012 Marine Engineering Classrooms
Today I went down to the Ships Engineering Classroom and Lab, even during sea term the cadets have
their daily classes to attend. In the engineering department students learn to solve problems that are
faced everyday on a ship. The topic of this class is steam engineering, and students learn about the
how the ships engine room works, and what the functions are of the different machines located in the
engine room.
It is important that the cadets learn about this machinery not only to pass the course and graduate, but also to pass the license tests given by the US Coast Guard. While in class, the rocking of the boat caused Dr. Bausch's computer table to slide, so as a good engineer does, he found an immediate solution to the problem using materials that were readily available in the engineering lab.
Next I visited the marine engineering lab where the students are learning to use the tools of engineering. There are several tables and each one has all the supplies needed to learn to use and the procedure for each of the tools. In the following pictures you will see students learning to use the soldering gun, and tools to thread and fit pipes. Which phase of the design process do you think these students are in? Why?
It is important that the cadets learn about this machinery not only to pass the course and graduate, but also to pass the license tests given by the US Coast Guard. While in class, the rocking of the boat caused Dr. Bausch's computer table to slide, so as a good engineer does, he found an immediate solution to the problem using materials that were readily available in the engineering lab.
Next I visited the marine engineering lab where the students are learning to use the tools of engineering. There are several tables and each one has all the supplies needed to learn to use and the procedure for each of the tools. In the following pictures you will see students learning to use the soldering gun, and tools to thread and fit pipes. Which phase of the design process do you think these students are in? Why?
Engineering design is a creative process that challenges designers to develop a product or system that meets some stated limitations or criteria. The designers must identify the specific problem they are facing and then develop a solution that addresses the challenge. Quite often the designers will first explore a number of possible solutions, then select and refine the best solution.
Read more about the Engineering Design Process
Complete this graphic organizer challenge for your notebook
Try your hand at designing with this activity
Thursday, January 19, 2012
FTV 1/19/2012 From Atlantic to Pacific
Today we travelled through the Panama Canal, which consists of 3 locks. The
Gatun Lock allowed us to be lifted up from the Atlantic Ocean into the Gatun
Lake. The next lock was the Pedro Miguel Lock which took us to the Miraflores
Lock that lowered us into the Pacific Ocean. Once inside the lock the gates were
closed, and the lock was filled with enough water to get us to float up to the next
level.
Small pilot boats guided us into the lock, were we were hooked onto tiny engines called locomotives, on each side of the ship. As we moved through the lock these locomotives communicated with each other with bells and buzzers at each stop to make for a very smooth ride. The Panama Canal is currently adding a third set of locks that will not only accommodate more ships, but also wider and larger ones, that cannot currently fit through.
The project which began in 2007, is currently still in the design and engineering stages. Some Interesting Facts:
Canal Engineering: In order for the canal to work it must be built on an even level. To cope with uneven land engineers had to design a way to pass boats up or down a small hill. In order to do this they had to build a lock, which was a set of large gates to hold back the water in a space big enough to fit a canal boat. These locks were built so that a canal boat could be raised to a higher level of water. In some parts of a canal the uneven shape of the land meant that many locks were needed. If a canal had to go up a steep hill several locks were joined together to form a staircase.
Today's canal passage took us from the Atlantic ocean to the Pacific Ocean, one difference between the Atlantic and Pacific is their salinity, to learn more about watch this video, then try this activity.
Small pilot boats guided us into the lock, were we were hooked onto tiny engines called locomotives, on each side of the ship. As we moved through the lock these locomotives communicated with each other with bells and buzzers at each stop to make for a very smooth ride. The Panama Canal is currently adding a third set of locks that will not only accommodate more ships, but also wider and larger ones, that cannot currently fit through.
The project which began in 2007, is currently still in the design and engineering stages. Some Interesting Facts:
- During Canal Construction Days, over 200 million cubic meters of material were removed. If this material was placed on railroad flat cars, it would circle the globe four times.
- On August 15, 1914, the first ship sailed through the Panama Canal In May of 1963, florescent lights were installed in the three locks, allowing the canal to operate around the clock.
- The New Panama Canal locks will be 427 meters long 55 meters wide, the size of about 4 football fields.
Canal Engineering: In order for the canal to work it must be built on an even level. To cope with uneven land engineers had to design a way to pass boats up or down a small hill. In order to do this they had to build a lock, which was a set of large gates to hold back the water in a space big enough to fit a canal boat. These locks were built so that a canal boat could be raised to a higher level of water. In some parts of a canal the uneven shape of the land meant that many locks were needed. If a canal had to go up a steep hill several locks were joined together to form a staircase.
Today's canal passage took us from the Atlantic ocean to the Pacific Ocean, one difference between the Atlantic and Pacific is their salinity, to learn more about watch this video, then try this activity.
Captain's Blog 1/19/12
After enduring the strong trade winds of the Atlantic and Caribbean just a few
days ago, it is wonderful to wake up to 3 knots of light airs, and a smooth
ocean with only a hint of a swell. I guess this is what the explorer Balboa saw
when he declared it 'Pacifico'. The skies are clear, and we can expect rain in
maybe May or June. It's the dry season, and we'll take it!
Tomorrow we'll dock in Golfito, Costa Rica. This will be our second port visit there, when we were there in 2008. It is a small, sleepy little tropical city, once one of the ports serving the banana trade to the USA, but having been out-dated by larger ports with better infrastructure. But small or not, I know that our cadets are looking forward to some liberty - after all - they will have been aboard for 12 days when we dock, and at least 17 days since they had a day away from the ship. But before they go on liberty they have two important events - one is Captain's Inspection tonight when all berthing and public areas in the cadet world are inspected, with a close personnel inspection.
After this the cadets will all be mustered on the Helo Deck, and be administered a pre-port briefing by Captain Rozak and Commander Kelleher - they providing the does and don'ts of liberty policy, as well as stern warnings on the ramifications for poor decisions. Let's hope they all listen.more tomorrow...
Tomorrow we'll dock in Golfito, Costa Rica. This will be our second port visit there, when we were there in 2008. It is a small, sleepy little tropical city, once one of the ports serving the banana trade to the USA, but having been out-dated by larger ports with better infrastructure. But small or not, I know that our cadets are looking forward to some liberty - after all - they will have been aboard for 12 days when we dock, and at least 17 days since they had a day away from the ship. But before they go on liberty they have two important events - one is Captain's Inspection tonight when all berthing and public areas in the cadet world are inspected, with a close personnel inspection.
After this the cadets will all be mustered on the Helo Deck, and be administered a pre-port briefing by Captain Rozak and Commander Kelleher - they providing the does and don'ts of liberty policy, as well as stern warnings on the ramifications for poor decisions. Let's hope they all listen.more tomorrow...
Wednesday, January 18, 2012
FTV 1/18/12 Crossing the Panama Canal
Today, we reached the opening to the Panama Canal; before we can cross the canal we must make radio
contact with the Panamanian Officials to get our instructions and clearance for passage. We were given
a passage time of about 7AM tomorrow, January 18 and were advised to anchor in the zone marked by
yellow buoys. Later in the afternoon the boat was boarded by Panama Officials to verify that we had all
of the necessary equipment needed to make the trip through the canal.
Extending across the Isthmus of Panama, it connects the Atlantic and Pacific oceans. It is about 51 mi (82 km) long from deep-water to deep-water, with a minimum width of 300 ft. (91 m) and a minimum depth of 41 ft. (12 m). Panama granted the U.S. the Panama Canal Zone and the rights to build and operate a canal. Work began in 1904; the construction continued from 1907 until the canal opened on August 15, 1914. Panama took control of the canal 1999. No large vessel can pass through the canal under its own power. Ships are towed by electric locomotives, and it takes 15-20 hours to complete the passage.
The canal allows ships sailing between the eastern and western coasts of the U.S. to shorten their voyage by about 8,000 nautical miles. Often referred to as the greatest engineering feat of all time, the Canal was constructed by building a dam on the Chagres River. The dam created a massive lake 85 feet above sea level, and three lock chambers at each end of the lake were installed to raise and lower the ships to sea level.
The view from our anchorage shows that many ships are waiting in line to enter the canal; these ships display their country of origin. Flags have been used by navigators for generations as a method of communications before technology introduced electronic communication tools.
Click here to learn more about ships flags
Extending across the Isthmus of Panama, it connects the Atlantic and Pacific oceans. It is about 51 mi (82 km) long from deep-water to deep-water, with a minimum width of 300 ft. (91 m) and a minimum depth of 41 ft. (12 m). Panama granted the U.S. the Panama Canal Zone and the rights to build and operate a canal. Work began in 1904; the construction continued from 1907 until the canal opened on August 15, 1914. Panama took control of the canal 1999. No large vessel can pass through the canal under its own power. Ships are towed by electric locomotives, and it takes 15-20 hours to complete the passage.
The canal allows ships sailing between the eastern and western coasts of the U.S. to shorten their voyage by about 8,000 nautical miles. Often referred to as the greatest engineering feat of all time, the Canal was constructed by building a dam on the Chagres River. The dam created a massive lake 85 feet above sea level, and three lock chambers at each end of the lake were installed to raise and lower the ships to sea level.
The view from our anchorage shows that many ships are waiting in line to enter the canal; these ships display their country of origin. Flags have been used by navigators for generations as a method of communications before technology introduced electronic communication tools.
Click here to learn more about ships flags
Captain's Blog 1/18/12
DATE 1/18 WED
TIME 0830 LT, 1330 GMT
LAT 9-15N
LON 79-55W
C AT ANCHOR
S
RPM
DEPTH 17 METERS
WIND NE FORCE 4
SKY 1/8
PRES 1011
AIR 77/73
SEA
AT ANCHOR IN GATUN LAKE JUST AFTER GATUN LOCKS
The day started at 0400 as we prepared to get underway for our Panama Canal transit. Pilot ladder rigged, our engines ready and gear tested - the pilot was aboard at 0445. Captain Isaiah Chang, MMA'89 climbed aboard. He brought along his wife Lili Beth and (second son) Miguel. I was happy to see Isaiah, one of the grandfathers of the modern era of Panamanians that attended the Academy - and nice to see his wife again. (I asked her as we proceeded toward Gatun how many times she has done this, and she said it was the first time ever riding on a transit - over 20 years together!)
So with the anchor away at 0530 we turned to the south out the anchorage and started the passage through. I just re-read David McCullough's 'Path Between the Seas', and it is so very insightful of the whole process of canal history and engineering that is should be required reading for anyone making the transit. But as we moved toward the Gatun Locks, and I saw the lighted steps ahead, I was awed once again at the genius that went into the Canal. And knowing they are digging new locks just 400 yards to the east using modern excavating equipment, it is unimaginable the level of effort it took by the laborers in building just this one set of locks ahead of the Kennedy.
We have now lifted the three chambers - up 86 feet in all - to the level of Gatun Lake. We had to go to anchor to use up some time as the northbound ships cleared from the narrow sections south of the lake. So, I've written this short report, I'll send it off, and write more later after we finish our transit...
UPDATE
We heaved anchor at 0900 and off we went - leading the southbound convoy. Not because we are fast or particularly good looking - but because we are relatively small, we can meet the big 'daylight transit only' Panamax ships in the narrow reaches before Gaillard Cut. The transit was filled with the visual appreciation for tropical beauty, punctuated with the sudden passing of large containership and bulk carriers. Our speed was adjusted down several times as the day's delays sneaked into the schedule.
Arriving at Gamboa, the beginning the narrowest land cut, originally was to be 1140, and somehow stretched to 1230. Then Pedro Miguel locks were extended to 1340. All said and done, we finished the transit just over one-hour late. When we approached the Pedro Miguel lock (singular, only one chamber) there was a small group of people shouting from the fence near the nearby road.
We have four Panamanian citizens aboard as cadets, so it was easy to assume that was the connection. As we passed they jumped into their cars and started driving south, I knew toward the Miraflores locks. As we entered the first chamber you could see a large crowd of people standing on the exposed decks - three stories. The Pilot turned to me, the relief pilot, a California Maritime grad, says to me that he wants to blow the horn because there are many pilots up there.
As we moved into the second chamber, and the horn sounded, the cheering was deafening. Hands waving, shouts and smiles on everyone - of course our cadets on deck returned the favor. So, we have taken departure from Balboa and are on our way out of the Bay of Panama into the Pacific Ocean. First time for so many cadets aboard!
TIME 0830 LT, 1330 GMT
LAT 9-15N
LON 79-55W
C AT ANCHOR
S
RPM
DEPTH 17 METERS
WIND NE FORCE 4
SKY 1/8
PRES 1011
AIR 77/73
SEA
AT ANCHOR IN GATUN LAKE JUST AFTER GATUN LOCKS
The day started at 0400 as we prepared to get underway for our Panama Canal transit. Pilot ladder rigged, our engines ready and gear tested - the pilot was aboard at 0445. Captain Isaiah Chang, MMA'89 climbed aboard. He brought along his wife Lili Beth and (second son) Miguel. I was happy to see Isaiah, one of the grandfathers of the modern era of Panamanians that attended the Academy - and nice to see his wife again. (I asked her as we proceeded toward Gatun how many times she has done this, and she said it was the first time ever riding on a transit - over 20 years together!)
So with the anchor away at 0530 we turned to the south out the anchorage and started the passage through. I just re-read David McCullough's 'Path Between the Seas', and it is so very insightful of the whole process of canal history and engineering that is should be required reading for anyone making the transit. But as we moved toward the Gatun Locks, and I saw the lighted steps ahead, I was awed once again at the genius that went into the Canal. And knowing they are digging new locks just 400 yards to the east using modern excavating equipment, it is unimaginable the level of effort it took by the laborers in building just this one set of locks ahead of the Kennedy.
We have now lifted the three chambers - up 86 feet in all - to the level of Gatun Lake. We had to go to anchor to use up some time as the northbound ships cleared from the narrow sections south of the lake. So, I've written this short report, I'll send it off, and write more later after we finish our transit...
UPDATE
We heaved anchor at 0900 and off we went - leading the southbound convoy. Not because we are fast or particularly good looking - but because we are relatively small, we can meet the big 'daylight transit only' Panamax ships in the narrow reaches before Gaillard Cut. The transit was filled with the visual appreciation for tropical beauty, punctuated with the sudden passing of large containership and bulk carriers. Our speed was adjusted down several times as the day's delays sneaked into the schedule.
Arriving at Gamboa, the beginning the narrowest land cut, originally was to be 1140, and somehow stretched to 1230. Then Pedro Miguel locks were extended to 1340. All said and done, we finished the transit just over one-hour late. When we approached the Pedro Miguel lock (singular, only one chamber) there was a small group of people shouting from the fence near the nearby road.
We have four Panamanian citizens aboard as cadets, so it was easy to assume that was the connection. As we passed they jumped into their cars and started driving south, I knew toward the Miraflores locks. As we entered the first chamber you could see a large crowd of people standing on the exposed decks - three stories. The Pilot turned to me, the relief pilot, a California Maritime grad, says to me that he wants to blow the horn because there are many pilots up there.
As we moved into the second chamber, and the horn sounded, the cheering was deafening. Hands waving, shouts and smiles on everyone - of course our cadets on deck returned the favor. So, we have taken departure from Balboa and are on our way out of the Bay of Panama into the Pacific Ocean. First time for so many cadets aboard!
Tuesday, January 17, 2012
Captain's Blog 1/17/12
DATE 1/17 TUE
TIME 0730 LT, 1230 GMT ARRIVAL
LAT 9-35N
LON 79-55W
C 180
S 12K
RPM 55
DEPTH 260 METERS
WIND NE FORCE 5
SKY 4/8
PRES 1015
AIR 78/74
SEA 80
12 NM DUE NORTH OF CANAL ENTRANCE
FWE 0942 LT, 1442 GMT
AT ANCHOR INSIDE THE BREAKWATER AWAITING ARRIVAL OF CANAL OFFICIALS
We were notified last night of a ship in distress - right on our track to Panama. But as we moved forward it went away.'Rescue cancelled' was all we received. Then at 0500 the approach to Panama began. As you know, were rolling all day yesterday and it persisted right up to the breakwaters of Cristobal.
Ships coming into the Panama Canal never arrive from sea and head straight through to transit. Some we must anchor outside, and then are told to move into the inner anchorage, which is more work, especially since there were over 30 ships at anchor outside - just finding a spot can be problem - let along maneuvering to it. But when we called Cristobal Signal Station we were directed to proceed into the inner anchorage - to Anchorage B - way in on the west side.
So we entered the breakwater at 0842 with a westerly set (steering course 165 to make good 180), then once inside, turned sharply to the right. Our spot was right between a heavy lift ship and a tanker. So we were forced to point straight in, get to our spot and drop the hook. We then backed down and filled to bring Kennedy broadside to the wind and then nature took its course.
At 0942 we were FWE (Finished with Engines) in the exact spot assigned - a tribute to the smoothly operating bridge team headed up by the Second Mate. So, now we sit and await the ACP (Authoridad del Canal de Panama) authorities to do the ship check and a sanitation inspection. We are told by our agent that the transit is scheduled for tomorrow morning, which will be good. So, more later as the process continues...
TIME 0730 LT, 1230 GMT ARRIVAL
LAT 9-35N
LON 79-55W
C 180
S 12K
RPM 55
DEPTH 260 METERS
WIND NE FORCE 5
SKY 4/8
PRES 1015
AIR 78/74
SEA 80
12 NM DUE NORTH OF CANAL ENTRANCE
FWE 0942 LT, 1442 GMT
AT ANCHOR INSIDE THE BREAKWATER AWAITING ARRIVAL OF CANAL OFFICIALS
We were notified last night of a ship in distress - right on our track to Panama. But as we moved forward it went away.'Rescue cancelled' was all we received. Then at 0500 the approach to Panama began. As you know, were rolling all day yesterday and it persisted right up to the breakwaters of Cristobal.
Ships coming into the Panama Canal never arrive from sea and head straight through to transit. Some we must anchor outside, and then are told to move into the inner anchorage, which is more work, especially since there were over 30 ships at anchor outside - just finding a spot can be problem - let along maneuvering to it. But when we called Cristobal Signal Station we were directed to proceed into the inner anchorage - to Anchorage B - way in on the west side.
So we entered the breakwater at 0842 with a westerly set (steering course 165 to make good 180), then once inside, turned sharply to the right. Our spot was right between a heavy lift ship and a tanker. So we were forced to point straight in, get to our spot and drop the hook. We then backed down and filled to bring Kennedy broadside to the wind and then nature took its course.
At 0942 we were FWE (Finished with Engines) in the exact spot assigned - a tribute to the smoothly operating bridge team headed up by the Second Mate. So, now we sit and await the ACP (Authoridad del Canal de Panama) authorities to do the ship check and a sanitation inspection. We are told by our agent that the transit is scheduled for tomorrow morning, which will be good. So, more later as the process continues...
FTV 1/17/2012 OOPS-Oil Spills
The Gulf Coast oil spill is the "worst environmental disaster the US has faced", according to White House energy adviser Carol Browner. The spill was by far the largest in US history, almost 20 times greater than the Exxon Valdez oil spill. Factors such as petroleum toxicity, oxygen depletion and the use of Corexit dispersant are expected to be the main causes of damage. Eight U.S. national parks are threatened.
More than 400 species that live in the Gulf islands and marshlands are at risk, including the endangered Kemp's Ridley turtle, the Green Turtle, the Loggerhead Turtle, the Hawksbill Turtle, and the Leatherback Turtle. In the national refuges most at risk, about 34,000 birds have been counted, including gulls, pelicans, roseate spoonbills, egrets, terns, and blue herons.
A comprehensive 2009 inventory of offshore Gulf species counted 15,700. The area of the oil spill includes 8,332 species, including more than 1,200 fish, 200 birds, 1,400 molluscs, 1,500 crustaceans, 4 sea turtles, and 29 marine mammals. As of November 2, 2010, 6,814 dead animals had been collected, including 6,104 birds, 609 sea turtles, 100 dolphins and other mammals, and 1 other reptile.
According to the U.S. Fish and Wildlife Service, cause of death had not been determined as of late June. According to NOAA, since January 1, 2011, 67 dead dolphins have been found in the area affected by the oil spill, with 35 of them premature or newborn calves. The cause is under investigation.
More than 400 species that live in the Gulf islands and marshlands are at risk, including the endangered Kemp's Ridley turtle, the Green Turtle, the Loggerhead Turtle, the Hawksbill Turtle, and the Leatherback Turtle. In the national refuges most at risk, about 34,000 birds have been counted, including gulls, pelicans, roseate spoonbills, egrets, terns, and blue herons.
A comprehensive 2009 inventory of offshore Gulf species counted 15,700. The area of the oil spill includes 8,332 species, including more than 1,200 fish, 200 birds, 1,400 molluscs, 1,500 crustaceans, 4 sea turtles, and 29 marine mammals. As of November 2, 2010, 6,814 dead animals had been collected, including 6,104 birds, 609 sea turtles, 100 dolphins and other mammals, and 1 other reptile.
According to the U.S. Fish and Wildlife Service, cause of death had not been determined as of late June. According to NOAA, since January 1, 2011, 67 dead dolphins have been found in the area affected by the oil spill, with 35 of them premature or newborn calves. The cause is under investigation.
Monday, January 16, 2012
Captain's Blog 1/16/12
DATE 1/16 MON
TIME 0700 LT, 1200 GMT
LAT 13-51N
LON 77-42W
C 209
S 12K
RPM 55
DEPTH 3900 METERS
WIND NE FORCE 6
SKY 1/8
PRES 1017
AIR 78/74
SEA 80
240 NM NW OF BARRANQUILLA, COLUMBIA
We had a very nice Sunday-At-Sea yesterday. A great deal of food, plenty of sunshine and only one passing shower. The ship's ride could have been better, but we are encountering the winter trade winds, and those easterlies just stand up the swell. The KENNEDY is a good riding ship as it goes, but does not like the quartering swell. Add to that our reduced speed, and it'll cause you to bump into a bulkhead occasionally, and learn to hold on.
The NFL Playoffs this past weekend were a hit. About 14 years ago the Board of Trustees authorized the President to buy a satellite TV system for the training ship. I recall that it was over $25,000 at the time! But is has been very useful in keeping the cadets and crew entertained while at sea. We once thought that it would attract crew so as to watch 24-hour news, weather channels and movies - yet I have observed that it is under subscribed until a sporting event is on. Honestly, you can walk by any of the five TVs that have service and often no one is watching.
We are at our 24-hour notification point for the Panama Canal. When we arrive at Cristobal tomorrow, we will be subject to a thorough inspection by the administration to make sure that we are carrying no cargo, nor have we changed any configurations that would modify our gross tonnage. Then we wait - although we will be informed as to the approximate time of transit, it is always a waiting game. We are hoping for a daylight transit one way or the other, as this does allow a better appreciation of the beauty of Panama, as well as the marvel of engineering that it is.
To see the massive earthen steps bordering each side of Gaillard Cut in Culebra is amazing, or the new bridge built ten years ago with a 270 vertical clearance. And the most exciting thing to see in daylight will be the new excavations at Gatun and Miraflores where new 'modern ' locks are being built - over 1200 feet long and 160 feet wide! By late 2014 some much larger ships will ply the Panama Canal. More tomorrow.
TIME 0700 LT, 1200 GMT
LAT 13-51N
LON 77-42W
C 209
S 12K
RPM 55
DEPTH 3900 METERS
WIND NE FORCE 6
SKY 1/8
PRES 1017
AIR 78/74
SEA 80
240 NM NW OF BARRANQUILLA, COLUMBIA
We had a very nice Sunday-At-Sea yesterday. A great deal of food, plenty of sunshine and only one passing shower. The ship's ride could have been better, but we are encountering the winter trade winds, and those easterlies just stand up the swell. The KENNEDY is a good riding ship as it goes, but does not like the quartering swell. Add to that our reduced speed, and it'll cause you to bump into a bulkhead occasionally, and learn to hold on.
The NFL Playoffs this past weekend were a hit. About 14 years ago the Board of Trustees authorized the President to buy a satellite TV system for the training ship. I recall that it was over $25,000 at the time! But is has been very useful in keeping the cadets and crew entertained while at sea. We once thought that it would attract crew so as to watch 24-hour news, weather channels and movies - yet I have observed that it is under subscribed until a sporting event is on. Honestly, you can walk by any of the five TVs that have service and often no one is watching.
We are at our 24-hour notification point for the Panama Canal. When we arrive at Cristobal tomorrow, we will be subject to a thorough inspection by the administration to make sure that we are carrying no cargo, nor have we changed any configurations that would modify our gross tonnage. Then we wait - although we will be informed as to the approximate time of transit, it is always a waiting game. We are hoping for a daylight transit one way or the other, as this does allow a better appreciation of the beauty of Panama, as well as the marvel of engineering that it is.
To see the massive earthen steps bordering each side of Gaillard Cut in Culebra is amazing, or the new bridge built ten years ago with a 270 vertical clearance. And the most exciting thing to see in daylight will be the new excavations at Gatun and Miraflores where new 'modern ' locks are being built - over 1200 feet long and 160 feet wide! By late 2014 some much larger ships will ply the Panama Canal. More tomorrow.
1/16/2012 From Cadet Buck Sunday Funday!
Sunday Fun-Day! Yesterday was our Sunday at Sea. Basically, it's a time for everyone to get a tan on
a 'steel beach' and have a good time without worrying about classes. Unfortunately there were a few
people still on watch, but once they were done they joined in too.
Chartwells food service put on a cook-out on the Helo-Deck. Hot Dogs, Hamburgers, Sausage for everyone, what that means is that the Kitchen cooked 300 lbs. of burgers (they were big 1/3 pounders), 500 sausage, and three hundred hot dogs. There was also an inflatable jousting competition and lots of music.
That will be our only Sunday at Sea since all the rest of our Sunday's we will be in port. Everyone made the best of it and soaked up some rays. Try this Barbeque Challenge:
Chartwells food service put on a cook-out on the Helo-Deck. Hot Dogs, Hamburgers, Sausage for everyone, what that means is that the Kitchen cooked 300 lbs. of burgers (they were big 1/3 pounders), 500 sausage, and three hundred hot dogs. There was also an inflatable jousting competition and lots of music.
That will be our only Sunday at Sea since all the rest of our Sunday's we will be in port. Everyone made the best of it and soaked up some rays. Try this Barbeque Challenge:
- How many hamburgers where cooked in total?
- How many buns were needed for that many pieces of meat?
- If we have 600 cadets, how many hamburgers can each one have? How many sausages? How many hotdogs?
- For desert there was ice cream: 10 gallons of each flavor. A chocolate, vanilla, strawberry, peanut butter cup, and mint chip. How many totals gallon did the cadets have?
- How many 1 cup servings did all of the ice cream make?
Sunday, January 15, 2012
Captain's Blog 1/15/12
DATE 1/15
TIME 0700 LT, 1200 GMT
LAT 17-37N
LON 75-22W
C 209
S 15K
RPM 70
DEPTH 800 METERS
WIND NE FORCE 4
SKY 6/8
PRES 1020
AIR 78/72
SEA 80
36 NM EAST OF MORANT CAYS
Sunday at sea is a tradition at Massachusetts Maritime Academy. Only those personnel assigned to essential tasks like watch standing or sanitary maintenance have to work. Everyone else gets to sleep in, wear MMA leisure gear, enjoy a Helo Deck cook-out - just about anything they desire. We've been at it for two weeks now, one week out of Buzzards Bay, which isn't all that long, but everyone will enjoy the day nonetheless.
Our satellite TV system met the challenge yesterday - as everyone was able to watch the Patriots overcome Tebow-Time in Foxboro. We were pretty unsure about the system, as we found ourselves coincidentally between continental USA DTV and Caribbean DTV - which involves changing out a receiving component, contacting the company, and getting the black boxes 'activated'.
It looked like it was going to fail on Saturday morning, but we took a chance and changed everything on Friday - and it worked! But come yesterday afternoon the signal was lost. Not knowing why, we speculated that Cuba's mountains might be mixing it up. So, we speeded up the ship a little, and made the turn at Windward Passage at a little after 1900 - once we were steering 180 degrees- bingo, we had the signal. The 49'ers fans got to see the final quarter, and everyone got to see the Patriot's win. Tomorrow I'll report on the activities during the Sunday at sea.
TIME 0700 LT, 1200 GMT
LAT 17-37N
LON 75-22W
C 209
S 15K
RPM 70
DEPTH 800 METERS
WIND NE FORCE 4
SKY 6/8
PRES 1020
AIR 78/72
SEA 80
36 NM EAST OF MORANT CAYS
Sunday at sea is a tradition at Massachusetts Maritime Academy. Only those personnel assigned to essential tasks like watch standing or sanitary maintenance have to work. Everyone else gets to sleep in, wear MMA leisure gear, enjoy a Helo Deck cook-out - just about anything they desire. We've been at it for two weeks now, one week out of Buzzards Bay, which isn't all that long, but everyone will enjoy the day nonetheless.
Our satellite TV system met the challenge yesterday - as everyone was able to watch the Patriots overcome Tebow-Time in Foxboro. We were pretty unsure about the system, as we found ourselves coincidentally between continental USA DTV and Caribbean DTV - which involves changing out a receiving component, contacting the company, and getting the black boxes 'activated'.
It looked like it was going to fail on Saturday morning, but we took a chance and changed everything on Friday - and it worked! But come yesterday afternoon the signal was lost. Not knowing why, we speculated that Cuba's mountains might be mixing it up. So, we speeded up the ship a little, and made the turn at Windward Passage at a little after 1900 - once we were steering 180 degrees- bingo, we had the signal. The 49'ers fans got to see the final quarter, and everyone got to see the Patriot's win. Tomorrow I'll report on the activities during the Sunday at sea.
FTV 1/15/2012 From Cadet Buck--TheCruise Commander
On campus Jack Gomes is our Regimental Commander, and while at sea he is our Cruise Commander.
Mr. Gomes' job is to run a leadership team and help maintain structure and discipline with 1/C
Greenland, Cruise Discipline Officer.
Mr. Gomes works with ComCad as 'the middle man' while representing the cadets during department head meetings. He also helps out the business rates by teaching two of the business classes. One class is based on his Co-Op experience with General Electric. Why MMA? Mr. Gomes says the affordability and convenient location persuaded his decision since he lives in New Bedford.
What really caught his eye was the high job placement rate after graduating. When asked what he is looking forward to on cruise, without hesitation he said "Zip-lining in Costa Rica!" Mr. Gomes also wanted to say, "Being Regimental Commander back at school prepared me to be Cruise Commander. The experience has taught me how to successfully manage a team."
Mr. Gomes works with ComCad as 'the middle man' while representing the cadets during department head meetings. He also helps out the business rates by teaching two of the business classes. One class is based on his Co-Op experience with General Electric. Why MMA? Mr. Gomes says the affordability and convenient location persuaded his decision since he lives in New Bedford.
What really caught his eye was the high job placement rate after graduating. When asked what he is looking forward to on cruise, without hesitation he said "Zip-lining in Costa Rica!" Mr. Gomes also wanted to say, "Being Regimental Commander back at school prepared me to be Cruise Commander. The experience has taught me how to successfully manage a team."
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