Showing posts with label marine. Show all posts
Showing posts with label marine. Show all posts

Monday, September 25, 2017

Today in technology: raising a ladder to the moon, under the sea


From Pulse by Brad Smith & Carol Ann Browne

Today, September 22, 2017, business and government leaders from around the world gather in Virginia Beach to unveil a modern-day marvel on the ocean floor: a 4,000-mile-long cable stretched between North America and Spain that can transmit eight times the volume of the U.S. Library of Congress, in one second.
Marea – named for the Spanish word “tide” – is the first subsea cable connecting the United States and Spain.
Completed by Microsoft, Facebook, and Telxius, Marea establishes a faster and stronger telecommunications link not only to Europe, but to the next billion internet users that will come from Asia, Africa, and the Middle East.


It took more than five months for engineers and the crew aboard the CS Dependable to load and lay Marea along the seabed, which in spots plunges to depths of more than 17,000 feet.
A daunting feat today, but downright unthinkable 150 years ago when American financier Cyrus Field first set out to connect the New World with the old via an undersea wire.
News stories at the time deemed his ambitious attempts “only one degree, in the scale of absurdity, below that of raising a ladder to the moon.”


It’s a fitting day to recall not just the enormous engineering innovation that went into this first subsea cable, but the continuing innovations that help make cables like Marea part of the critical infrastructure of our own time.

Few people before Field’s day understood the profound impact that creating a communications link between the world’s continents would have.
The War of 1812 between Great Britain and the United States, for instance, would have ended two weeks earlier – preventing 2,792 casualties at the bloody Battle of New Orleans – if news of a truce had reached troops before that battle began.

The dream of connecting Europe and the United States with a cable was born with electricity, which made possible the invention of telegraphy, the process of transmitting text or symbols through an electric current.
While inventors across Europe and the U.S. experimented with battery-powered telegraphs, American inventor Samuel Morse was inspired to develop a binary code of pulses to transmit natural language.
He demonstrated his invention in 1837, catching the eye of investor and machinist Alfred Vail, who worked with Morse to patent an electromagnetic telegraph machine that printed messages on a strip of paper.


In 1844, with the help of a $30,000 grant from the U.S.
Congress, long-distance telegraphy became a commercial reality when Morse and Vail dispatched the first Morse Code message from the Supreme Court chamber in Washington, D.C. to the B & O Railroad Depot in Baltimore, Maryland: “What hath God wrought?”
The Information Age had arrived.

 Korff Brothers - Map of the submarine telegraph between America and Europe,
with its various communications on the two continents (1857)

Less than a decade later, countries around the world were laced with extensive telegraph networks.
Communications that had taken weeks by horse and carriage now occurred instantaneously.
Telegraphy transformed how people communicated and spread news, changing forever how journalists, politicians, bankers and even military leaders conducted their business.
By the 1850s, the United States alone had 23,000 thousand miles of land-based cable, Prussia had 1,400 miles, Great Britain 2,200 miles, and France 700 miles.
By 1861, the United States was connected coast to coast by cable, bringing the fabled run of the Pony Express to an end.

Creator: Van Hoven, C.

After conquering overland communications, telecommunications pioneers set their sights on bridging the seas.
But underwater telegraphy was plagued by technical barriers, particularly by the inability to protect the wire from water.
While inventors in London and New Jersey experimented with methods to keep the cable dry, a solution was found half way across the globe, in the Malaysian archipelago, where the sap from the gutta tree proved an effective thermoplastic insulator.
When warmed, the substance, known as gutta-percha, became pliable and molded around a copper wire.
In the deep ocean, the cold water hardened it into a firm shell.
By 1851 gutta-percha was imported to the British Isles and used on a 25-mile telegraphic line connecting London to France across the English Channel.

But the experiment failed.
The insulation proved too thin, and water seeped into the cable, garbling signals before they reached the end of the line.
And within a few hours, the malfunctioning cable was snagged and severed by a curious fisherman off the coast of France.

The following year, in 1852, European engineers tried again, this time protecting the copper cable with a sheath of gutta-percha covered in hemp and incased in an iron fiber skirt.
This second cross-channel cable worked, and within five years cables connected England with France, and the Netherlands.
Soon Ireland, Corsica, Sardinia, and Italy were connected, and a line ran across the Black Sea speeding up British contact with Crimea during the Crimean War.


Back in North America, an attempt to wire Newfoundland, Canada to New York was on the verge of bankruptcy.
Desperate for an investor to save the project, the designer approached Field, who declined to invest.
But the offer got him thinking.
What if Newfoundland could be a key junction point in a new transatlantic telegraph? In 1856, he purchased the failing Newfoundland cable company, founded the Atlantic Telegraph Company and staked his fortune and reputation to bring his “outlandish” plan to life.

In 1857, two of Field’s ships set sail in the Atlantic with enough cable to wrap the globe 13 times.
Just five miles out to sea, the cable snapped.
The ship and crew returned, collected the cable and set out again.
This time, they got farther, about 335 miles out to sea, but again the cable snapped, dropping 12,000 feet to the ocean floor.
Despite the loss, Field was pleased.
The cable had maintained a continuous signal to the point where it had snapped.


Finally, on August 16, 1858, a telegraphic line of seven copper wires weighing one ton per nautical mile was successfully laid between the west coast of Ireland and Newfoundland.
It was a huge event for people on both sides of the Atlantic.
The cable officially opened when Queen Victoria sent U.S. President James Buchanan a message in Morse Code “fervently hoping that the electric cable, which now connects Great Britain with the United States, will prove an additional link between the two places whose friendship is founded upon their common interests and reciprocal esteem."

Fireworks lit up the New York skyline, accidentally setting city hall on fire.
The English response was more officious but nonetheless celebratory, as the chief British engineer on the project, Charles Bright, was given an immediate knighthood, at the age of 26.
And Field became an instant hero across the United States, regarded by many as one of the most famous and accomplished individuals of his age.

But the jubilation between the two countries was short-lived when the cable stopped functioning just a few weeks later.
Engineers soon learned that they had not yet mastered the science needed to keep a subsea cable of such length functioning properly.
Their biggest problem was the degradation or loss of the signal as it traveled such a long distance over a copper wire in deep, cold water.
This was a challenge that could be mastered only through the hard experience gained once the first trans-Atlantic cable was successfully laid.

The public, however, was less understanding.
Celebration turned to condemnation of the venture and Field’s leadership of it, and Congressional investigations and legal threats soon followed.
Some thought that the entire venture had been a fraud or a hoax.
Field found that where well-wishers previously had stopped him on the sidewalk to congratulate him, now even his friends crossed the street to avoid saying hello.
The U.S. Civil War intervened, efforts to repair the line were put on hold for several years, and the public understandably turned its attention elsewhere.


Once the Civil War ended, however, engineering efforts resumed.
Field had never given up on his dream, and the necessary technology had advanced considerably in the intervening years.
While initial efforts in 1865 failed when a ship lost the end of a cable, the following summer, in 1866, Field’s crew returned to the sea and met with success.
When the ship returned, it came “gliding calmly in as if she had done nothing remarkable, dropped her anchor in front of the telegraph house, having trailed behind her a chain of two thousand miles, to bind the old world to the new."

From the telegraph house of Heart’s Content, Newfoundland, Field sent a telegram to New York, “We arrived here at 9 o’clock this morning.
All well.
Thank God, the cable is laid and in perfect working order.”
Immediately the ship returned to sea, and four weeks later it restored the lost wire of the 1865 trip.
In one month the Atlantic secured two transoceanic cables, and a decade’s worth of effort finally paid off.

 
Hailed as the “eighth wonder of the world,” the cables created a network of almost instantaneous communications and proved to be an early catalyst of globalization.
News that previously took weeks or months to reach its destination could be relayed within hours.
As technology and cable-laying techniques continued to advance, the submarine cable network expanded, and by the early 20th century much of the world was connected by a network of cables.

In 2017, people might look back at Field and conclude that subsea cables are “old” technologies whose advances ended long ago.
They might even think that, in an age of ubiquitous wireless communication, the role of such cables is a vestige of the past.
But both views would be mistaken.

The technology of subsea cables has continued to advance in new and important ways.
One of the big leaps came in 1988, as the internet was in its infancy.
A new generation of engineers laid the first transoceanic fiber-optic cable, linking the United States, the United Kingdom, and France.
These new cables transmit information by light over glass or plastic strands that have the same diameter as human hair.
They enable data transmissions at higher bandwidths than copper cables, and signals suffer less loss over distance.

Marea cable headed towards the ocean

A cable with fiber optic strands bundled together represented a huge advance in the ability to move information around the planet.
This became a critical ingredient of what made the internet as we now know it possible.
Today more than 99 percent of international communications is routed through fiber optic cables, with much of it at the bottom of the world’s oceans.

All of this points in part to the human elements of technology, both in terms of its use and its continuing advances.
Cloud computing and artificial intelligence are reshaping not only the usage of the internet, but its role in society.

Take something like video content on the internet.
What some thought was mostly about YouTube videos a few years ago is now about a whole lot more.
The future of healthcare involves telemedicine and high-quality video connections.
The future of education often now involves high-quality distance learning, either with real-time video connections or on-demand streaming.
The future of business and job growth often involves companies based in one state or country opening an office or factory in another – and communicating in real time.
The MAREA cable itself will play a role, for example, in enabling Sanjo, a tools company headquartered in Barcelona, to open a factory and employ people in Virginia Beach.

Marea colled on a ship

Given all of this, it’s perhaps no surprise that Cisco estimates that by next year one million minutes of video content will move across the internet every sixty seconds.
Broadband connectivity has become a necessity of life.
It helps explain why Microsoft has invested to build one of the largest data center campuses in the world in Boydton, Virginia, where we meet the increasing cloud needs of businesses and consumers alike with services that range from enterprises using Azure and Office 365 to consumers connecting on Skype, Xbox Live, and so much more.
It also explains why we feel so strongly about causes like closing the broadband gap for the 23.4 million Americans who live in rural counties that lack this connectivity.

This also helps explain why Marea’s added subsea cable capacity across the Atlantic comes at a critical time.
Submarine cables already carry 55 percent more data across the Atlantic than trans-Pacific routes and 40 percent more data than between the U.S.
and Latin America.
Without question the demand for even more data flows across the Atlantic will keep growing.

The human dimension is not only important in the need for more subsea cables, but in the work needed to put them in place.
A venture like Marea takes more than a village, with work required in multiple countries.


This work started with great engineering.
Marea builds on many prior advances and takes them farther than ever before.
For example, it takes a new step in addressing the technology challenge that has plagued every subsea cable since the time of Cyrus Field, namely the degradation of a signal over a long distance under deep and cold water.
With Marea, engineers at Microsoft, Facebook, and Telxius, working with experts at cable suppliers, redesigned the workings of underwater repeater stations to reduce this decibel loss even more for the light traveling through fiber optic cables.
And the three companies invested in innovative on-shore electrical supplies that will power the repeater stations across the Atlantic, enabling the use of eight fiber optic pairs rather than the usual six.
In short, it added two more lanes to the information super highway.

Like so many infrastructure investments, Marea required important collaboration between the private and public sectors.
Authorities in the Spanish Government played an important role in facilitating the application for the installation permit for the cable landing in the Bilbao region, which was issued after approval by multiple ministries of the national government with strong support from the region.
Similarly, the U.S.
landing required approval by four distinct parts of the federal government in Washington, D.C., with the active involvement of local and state authorities in Virginia itself.
These steps easily could have required many years.
Thanks to strong communication and collaboration, government processes that began in 2015 have led to a finished cable just two years later.


This strong partnership made it possible for the CS Dependable to start laying the cable this year.
At an average depth of 5,000 meters, the ship had to lower Marea’s cable to a greater depth than Mount Rainier, near Seattle, is tall.
After taking 90 days to load the massive cable on deck, the ship completed its work after 62 days at sea.

While all this involved a feat of modern engineering, some things never change, even over 150 years.
As in Field’s day, every good ship needs a great crew.
The Dependable had a crew of 60, representing five countries.
And, a good crew needs to eat well.
It’s therefore perhaps not a surprise that the laying of the Marea cable involved not only the latest in fiber optic cable and repeater stations, but also 11,000 meals.

This too required a variety of supplies – including 632 jars of peanut butter.

As today illustrates, subsea innovation and technology have marched forward with continuing advances over a century-and-a-half.
Usually on a full stomach.

Links :

Sunday, September 24, 2017

Saturday, September 23, 2017

30 days timelapse at sea

30 Days of Timelapse, about 80,000 photos combined.
1500GB of Project files.
Sailing in the open ocean is a unique feeling and experience.
Route was from Red Sea -- Gulf of Aden -- Indian Ocean -- Colombo -- Malacca Strait -- Singapore -- South East China Sea -- Hong Kong
0:32 Milky Way 0:53 Sirius Star (I think) Correction: Jupiter the planet according to some viewers 1:17 Approaching Port of Colombo 1:45 Cargo Operation 2:08 Departure Colombo with Rainstorm 2:29 Beautiful Sunrise 3:13 Lightning Storm at Malacca Strait and Singapore Strait 3:29 Clear night sky Milky Way with lightning storm 4:01 Camera getting soaked 5:09 Arrival Singapore 5:56 Departure Singapore 6:20 Moon-lit night sky 6:48 Another Sunrise 8:30 Headed due north and you can see Ursa Major rotating neatly around Polaris. 8:36 Squid Boats 8:54 Chaotic Traffic 9:15 Arrival Hong Kong
 

Friday, September 22, 2017

How oceans are being used to cool massive data centres

Google's Hamina data centre is one of many that the company operates across the globe to handle 40,000 search queries a second.
Image: Google

From Motherboard by Paul Tadich

At a state-of-the-art Google server farm in Finland, the waters of the Gulf soothe red-hot microprocessors.

As the number of people around the world who are connecting to the internet continues to mushroom, the physical infrastructure necessary to support all that data is being upgraded and improved.
The International Telecommunication Union estimates that by the end of this year, 47 percent of the global population will be online.
Earlier this year, Google estimated it handles, on average, about 40,000 search queries every second.

Tech giants like Microsoft and Google are forever updating their data centres—the giant server farms that handle every download and search query thrust into the ether.
As the demand for these centres grows, the innovation that goes into building them gets increasingly more sophisticated.

Find out about Google's newest data center currently under construction in Hamina, Finland.
The  data center features an innovative sea water cooling system.

As the number of people around the world who are connecting to the internet continues to mushroom, the physical infrastructure necessary to support all that data is being upgraded and improved.
The International Telecommunication Union estimates that by the end of this year, 47 percent of the global population will be online.
Earlier this year, Google estimated it handles, on average, about 40,000 search queries every second.

Tech giants like Microsoft and Google are forever updating their data centres—the giant server farms that handle every download and search query thrust into the ether.
As the demand for these centres grows, the innovation that goes into building them gets increasingly more sophisticated.

The facility mixes warm seawater returning from the heat exchangers with colder water from the Gulf, mitigating environmental damage.
All images from Google

Microsoft attempted to reconcile the overheated output with population proximity by launching an experiment in 2015 called Project Natick.
Since 50 percent of the global population lives near a coastal area, they would use the cooling power that can be obtained from seawater.
Natick involved submerging a self-contained data centre underwater as a test case to see if submersible cloud computing is a viable technology.

Microsoft is researching ways to move power hungry and heat-prone data centers underwater.

The goals of Project Natick were twofold: to determine if ocean waters off the coast of California, at a depth of hundreds of metres, could be used in a heat-exchange system to draw off the thermal energy generated by the humming microprocessors in a submerged data centre; and to determine if wave energy could be captured to provide some of the power needed to crunch the massive quantities of data being handled by the underwater system.

Racks and racks of servers hum away at a Google data centre.

Natick was declared a success by Microsoft and they say they have plans to expand the program, but they are keeping the details of the next phase of the project a secret.
They refused to discuss their future plans with Motherboard.

A few thousand kilometres to the northeast, Google has been running a seawater-cooled data centre near the Finnish city of Hamina since 2011.
The idea may be less radical than operating an internet facility deep beneath the waves, but Google's Hamina operation has shown that it's possible to run a power-hungry data centre with minimal environmental impact.

Google's Hamina centre started life originally as the Summa paper mill, an industrial facility built in the 1950s.
Nestled on a quiet bay in the Gulf of Finland, about 130 kilometres northwest of Helsinki, the former mill features a huge seven-by-four-metre tunnel that runs under one of the buildings and directly into the Gulf.
Google opened the data centre after a €200 million investment ($240 million USD) that took advantage of the mill's unique architectural feature.

"The data centre here is one of the largest data centres in the world—if not the largest—to be using seawater as a coolant," said Arni Jonsson, senior facilities manager of the Hamina centre, on the phone from the site.
The tunnel is connected to a massive intake chamber that feeds directly into the centre's cooling system.
From here, the water is drawn by pumps into a series of heat exchangers, sucking the thermal energy from the racks of servers inside the centre before it's discharged back into the Gulf.
When the water returns, it's a few degrees warmer, and actually cleaner, than it was when it went in.
"It's all free-flow," said Jonsson.
"We don't use any energy in getting the water from the sea."

A group of Google employees engages in some ice fishing on the property of their data centre near Hamina, Finland

High water temperatures around power plants that occur when warmer water re-enters the ecosystem, for example, have been shown to result in algal blooms and dead fish zones.
But at Hamina, the outgoing water is mixed with seawater at the original temperature so this effect is mitigated.
"We were concerned with the impact of this heat coming back into the bay on the fish living there," said Jonsson.
"We are doing a study where we measure the impact of the site on the fish, the quantity of the fish.
So far, the impact has at least been positive.
We have seen an increase in the fish population." In addition, no chemicals are used in the heat-exchange process, according to Jonsson.

Other environmentally-conscious organizations are looking into more radical concepts for data centre design.
Nevertheless, a new effort is underway underscoring the delicate balance between industry and nature.
These data centres need to exist and we need to understand how they interact with their local environments.

One resource that all data centres require is vast amounts of water to cool their overheated circuits.
Whether it comes from a huge gulf or not, it's incumbent on us to ensure it's managed responsibly.

Links :

Thursday, September 21, 2017

The fishing wars are coming

The Indonesian navy scuttles foreign fishing vessels caught fishing illegally in Indonesian waters near Bitung, North Sulawesi, on May 20, 2015.
(Antara Foto/Reuters)

From WashingtonPost by James G. Stavridis and Johan Bergenas

James G. Stavridis was the 16th supreme allied commander at NATO and is dean of the Fletcher School of Law and Diplomacy at Tufts University.
Johan Bergenas is senior director for public policy at Vulcan Inc.

Lawmakers are finally catching up to something that the Navy and Coast Guard have known for a long time: The escalating conflict over fishing could lead to a “global fish war.”

This week, as part of the pending National Defense Authorization Act, Congress asked the Navy to help fight illegal fishing.
This is an important step.
Greater military and diplomatic efforts must follow.
Indeed, history is full of natural-resource wars, including over sugar, spices, textiles, minerals, opium and oil.
Looking at current dynamics, fish scarcity could be the next catalyst.

The decline in nearly half of global fish stocks in recent decades is a growing and existential threat to roughly 1 billion people around the world who rely on seafood as their primary source of protein.
No other country is more concerned about the increasingly empty oceans than China, whose people eat twice as much fish as the global average.
Beijing is also the world’s largest exporter of fish, with 14 million fishers in a sector producing billions of dollars a year.

In order to keep its people fed and employed, the Chinese government provides hundreds of millions of dollars a year in subsidies to its distant-water fishing fleet.
And in the South China Sea, it is common for its ships to receive Chinese Coast Guard escorts when illegally entering other countries’ fishing waters.
As such, the Chinese government is directly enabling and militarizing the worldwide robbing of ocean resources.

Fishing boats are put out to sea in Zhoushan, in China’s Zhejiang province, on Sunday.
The annual summer fishing ban, enforced on May 1 in the East China Sea, was scheduled to end on Friday, but Typhoon Talim delayed the start of fishing until Saturday.
(Photo: Xinhua)

The deployment of both hard and soft power to acquire natural resources is nothing short of hybrid warfare.
Countries on the receiving end of Chinese actions are responding in kind: Indonesia has blown up hundredsof vessels fishing in their waters illegally; Argentina sank a Chinese vessel illegally fishing in its waters last year; and South Africa continues to clash with Beijing over fishing practices.
Recently, Ecuador summoned the Chinese ambassador to condemn China’s fishing in Ecuadoran maritime territory following the seizure of 300 tons of illegally sourced fish.

The United States could be next.
Chinese vessels are increasingly fishing near our waters and are seeking to expand their footprint in the Caribbean.
U.S. Coast Guard Capt. Jay Caputo recently underscored this point: “It is imperative that the Coast Guard be prepared for when the Chinese fishing militia approaches the U.S. [exclusive economic zone].”

Emptier oceans also lead to increased transnational crimes.
The commander of the Navy’s 5th Fleet noted this year that “out-of-work fishermen” are often involved in weapons smuggling for countries such as Iran.
Drug traffickers also use fishing vessels around the world, including U.S. waters.
This summer in Miami, U.S. Customs and Border Protection interdicted a fishing vessel from the Bahamas carrying 150 pounds of cocaine.
These practices are rampant in Central and South America.

Debris flies into the air as foreign fishing boats are blown up by Indonesia’s navy off Batam Island, Indonesia, Feb. 22, 2016
(AP photo by M. Urip).

Dozens of international treaties govern the protection of marine resources, but significant enforcement gaps exist that substantially reduce their effectiveness.
The U.S. Navy is better suited to help close this gap than any other institution in the world.
And while the Navy already recognized in its 2015 strategic blueprint that combating illegal fishing is part of its mission, the recent congressional action provides an opportunity for the Navy and partners to increase its role.

To that end, the Navy should expand its partnership with the Coast Guard through the Oceania Maritime Security Initiative, which allows both military branches to enforce fisheries laws, combat transnational organized crime and enhance regional security in the Central and South Pacific.
This program should be replicated in other ocean territories.

The United States can also revitalize efforts by including fighting illegal fishing as part of the mission of the Combined Maritime Forces, a voluntary maritime security initiative with 32 member nations that operates to combat terrorism and piracy and provide overall maritime security.
Fighting illegal fishing is not part of the group’s mission, but in light of the geostrategic challenges associated with it today, member countries should reconsider its inclusion.

 Dead sharks are found in a ship’s hold, at sea, off the coast of Com in East Timor, in this undated photo made available by the Sea Shepherd Conservation Society on September 15.
The environmental protection group said it led East Timor police to a Chinese-owned fishing fleet with an allegedly illegal cargo of sharks.
China’s boats do contribute significantly to illegal fishing but – at least from China’s perspective – not in Southeast Asian countries’ claimed waters in the South China Sea.
(Photo: EPA-EFE / Sea Shepherd Conservation Society)

Diplomatic efforts must be increased as well, starting with elevating environmental-crime issues, such as illegal fishing, within the U.S. government.
President Trump began that process this year by incorporating wildlife crime as part of an executive order on combating transnational organized crime.

Trump should also recognize illegal fishing as a direct threat to U.S.
interests in his National Security Strategy this fall.
Coupled with the congressional defense authorization, this would send a strong message to countries and criminals that the pillaging of our oceans is a serious threat to the United States — one that we must confront.

Links :


Wednesday, September 20, 2017

The ships that could change the seas forever


 Transporting cargo across the oceans is vital in a global economy - yet ships sully our already polluted planet.
Some of the design solutions to fix that sound straight from science fiction.

From BBC by Chris Baraniuk

Last month in San Diego, California, an engineer sat down at his computer and gripped a joystick on the desk in front of him.
He wasn’t playing a video game – he was piloting a massive cargo ship thousands of miles away off the coast of Scotland.

The engineer’s joystick was directly linked to that vessel, via satellite, allowing him to control its movements precisely – entirely by manual remote control.
He watched carefully as a virtual ship’s changing position was plotted on his screen.
Meanwhile, on board the ship itself, other workers overseeing the test eyed their equipment and felt the craft bob and pitch under their feet.
Over the course of a four-hour experiment – carried out by Finnish energy and technology firm Wärtsilä– it was manipulated by their colleague half-way round the world.

Wärtsilä believes that smarter ships of the future will allow ship owners to more efficiently control the movements of their vessels, reduce fuel consumption and lower emissions.
It’s an ambitious idea to tackle a grand challenge of the 21st Century, in which we are simultaneously more inextricably interlinked in global trade, but also face climate change that could change weather patterns, sea levels and seriously affect the journey of goods moving from A to B.

What’s more?
Those ships could be captain-free, and could one day be controlled from many miles away not by humans, but by computers.

The cargo ships of the future could travel across the oceans devoid of humans - and instead be remote controlled like a video game 5,000 miles away
(Credit: Wärtsilä)

Shipping is a gigantic industry, but it is not known for being the most hi-tech.
Many vessels criss-crossing the world’s oceans today are bulky, diesel-guzzling giants that haven’t fundamentally changed in many years.

Will ship designs change much in the near future?
And is automation, which we are already seeing more of in road vehicles, about to hit the waves as well?


Here's what a cargo ship remote-controlled by a human half a world away could look like.
A certain degree of automation could cut costs spent on crew.
(Credit: Wärtsilä)

A big driver for updating the world’s ships is the war on pollution.
In fact, just 16 of the largest vessels produce the same emissions as all the planet’s cars put together.
But large companies are also, of course, looking for ways of maximising their profits.

Wärtsilä’s experiment is still some way from becoming an everyday reality in shipping, admits head of digital Andrea Morgante.
But because ship owners could cut significant costs by removing human crews from their vessels, he’s convinced it has potential.
“You could imagine new forms of tugs that are remote-controlled, to support vessels in the harbour,” he says. Another option would be ships that transport cargo around ports or along coastlines.

In fact, one firm already working with others to test and deploy fully autonomous vessels that do this sort of thing without human pilots is Kongsberg, of Norway.
It has two ships in development, the Hrönn and the YARA Birkeland.
The Birkeland, an 80-metre long (264ft) container transporter will also be fully electric and is planned to enter service in the second half of 2018.

Peter Due, director of autonomy at Kongsberg, extols the accuracy of the sensors on board its test vehicles.
“One system can see a beer can – you can’t tell if it’s Heineken or Carlsberg but you can see a beer can coming up close [on the water],” he explains. Machine learning trains the system to know what sort of objects are important to avoid, he adds.
“A seagull is not something to be [wary] of but if you have a swimmer it will recognise that and act accordingly.”

A recent report by the University of Southampton suggested autonomous ships will arrive faster than expected, because of falling technological costs and a demand to solve a labour shortage in some areas of shipping.

But as Due points out, bodies like the International Maritime Organisation (IMO) will probably take several years to design regulations that allow autonomous vessels to operate in international waters.
Within a country’s national waters, however, local laws may allow for quicker adoption of such systems, he adds.

Regardless of who or what is piloting future ships – might it be human or robot? - the design of massive, emission-spewing commercial vessels is set to change.
And that’s another way that these vital modes of transport could lessen their impact on our planet.


The Yara Birkeland, set to be completed next year, is claimed to be the first autonomous shipping vessel in the world
(Credit: Yara International)

It is possible, for example, to build ships out of composite materials, for example glass fibres and plastic, which could greatly reduce the weight of some vessels and thereby improve fuel consumption and increase cargo capacity.

The European Union recently launched a project – Fibreship – to develop composite material hulls for cargo ships more than 50 metres (165ft) in length.

For some vessels, including passenger ships, this could be of benefit says Volker Bertram, a professor of ship design and a project manager at DNV GL, a classification society.
But he adds that for larger craft, especially those moving heavy cargo, steel will probably remain the material of choice.
“If you have an oil tanker and 90% of the weight of the oil tanker is cargo, there is not much motivation to build it in a lightweight fashion,” he explains.


 In the 21st Century, oceans are overrun with fossil fuel-spewing cargo ships, exacerbating climate change. But the ships of the future could run on sun
(Credit: Eco Marine Power)

Eco Marine Power, based in Japan, is working on rigid sails featuring solar panels that can be fitted to cargo ships.
“When we first started, it wasn’t that feasible to put solar [panels] on the rigid sails but the technology is always improving and the cost is coming down,” explains Greg Atkinson, director and chief technology officer.
He says any ships that use Aquarius will still need an engine and traditional fuel source, but wind and solar could additionally be used to reduce fossil fuel consumption.
Of the renewable energy portion, he believes that about 80% will come from the action of the wind on the sails and a further 20% from the solar panels.
Eco Marine hopes to trial its system at sea on a bulk carrier – a type of large commercial ship that moves bodies of cargo like iron ore, coal or grain.
“They’re good target ships [for this technology],” explains Atkinson.
“They’re going relatively slow and they’re sailing in some of the more favourable areas for wind.”

There are other such systems elsewhere in the world, as well, which plan to develop a cargo ship with rigid sails, this time a car carrier that could hold up to 2,000 vehicles.
But there are additional costs involved with designs like this – and indeed risks.
Rigid sails, of course, can be dangerous in high winds, especially if they cannot easily be folded onto or beneath the deck.
“It’s a bit sobering to see that so many concepts have been pushed, and via lots of publications, and we see relatively few installations,” notes Bertram.
He points out that digital technology is aiding ship designers and helping them to more accurately simulate how their vessels will perform in different conditions at sea.
Energy efficiency savings of a few percent may result from this work, he believes.

And techniques like 3D printing are probably going to change how some ship components are produced.
A prototype 3D printed propeller was recently produced by a consortium of shipping companies in Rotterdam, Netherlands.
Of course, if a part breaks at sea and requires replacing, 3D printing it on board might be an attractive prospect for owners of some of the world’s largest ships.

These ships of the future – monster vessels piloted half a world away like a toy, built from futuristic materials that cut emissions and potentially powered by the Sun – are behemoths of the sea that might just change the face of Earth’s oceans forever.

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Tuesday, September 19, 2017

‘Fingerprinting’ the ocean to predict devastating sea level rise



From NewsDeeply by Erica Cirino

Scientists are using satellites to identify where increasing sea levels could result in the most destructive storm surge as hurricanes grow more powerful due to climate change.


Scientists are "fingerprinting"  sea level rise around the world in an effort to identify coastal areas most at risk from devastating storm surge, as hurricanes grow increasingly destructive.

Warming ocean temperatures due to climate change can fuel more powerful storms.
Hurricane-force winds push water onto land, putting lives and property at risk while rising sea levels in coastal areas have magnified the impact of such storm surge.
Now a new study published in the journal Geophysical Research Letters verifies the accuracy of a satellite-based monitoring tool called “sea level fingerprinting.”
The technology detects varying patterns in regional sea levels, which can be used for predicting how climate change will affect future storm surge in flood-prone coastal areas.

“Sea level fingerprints tell us about how sea level rises regionally around the globe due to melting ice sheets and changes in water storage,” said the study’s lead author, Isabella Velicogna, a professor of Earth system science at the University of California, Irvine, and a scientist at NASA’s Jet Propulsion Laboratory in Pasadena, California.
“Sea level fingerprints will provide information on where sea level rises faster and therefore the coastline is more vulnerable to storm surge.”


For 15 years, the GRACE mission has unlocked mysteries of how water moves around our planet.
It gave us the first view of underground aquifers from space, and shows how fast polar ice sheets and mountain glaciers are melting.
 
The bulk of the data used for the project was collected by a pair of Gravity Recovery and Climate Experiment (GRACE) satellites that can detect movement of water on Earth – such as sea level rise or depletion of freshwater aquifers – by measuring the resulting gravitational changes.
Velicogna and her coauthor Chia-Wei Hsu, a postdoctoral scholar at U.C.Irvine, compared 12 years of sea level fingerprint data with data taken by seafloor pressure sensors that measure the overlying mass of water and ice.
While the physical measurements are considered most accurate, Velicogna and Hsu found the satellite-derived measurements were very similar.

The scientists concluded that the satellite data provides a fairly accurate picture of sea level fingerprints that could create a roadmap for better placement of seafloor pressure sensors.
These sensors may be used to improve sea level fingerprint calculations in the future – and help people in vulnerable coastal zones better understand the extent of storm surge when a hurricane strikes.
Velicogna said that based on sea level fingerprint data, it’s already become clear which geographic regions are most vulnerable to floods.
“The greatest rise is not near the ice sheets – where sea level will actually fall – but far from the ice sheets,” said Velicogna.
“So, the largest increase in sea level is going to be at low latitudes” where the water mass of melted ice is redistributed over large areas.

Global sea levels have increased by an average of 3in (8cm) globally since 1992, with some areas experiencing a rise greater than 9in (23cm), according to NASA.
If climate change continues at its current pace, increased warming may melt enough of Earth’s ice caps, ice sheets and glaciers to raise average sea levels as much as 6.6ft (2m) by 2100

Artist’s conception of the GRACE spacecraft orbiting Earth.
NASA/JPL

The two GRACE satellites have been collecting data about Earth’s gravity field for the past 15 years, allowing scientists for the first time to calculate the depletion of freshwater supplies in aquifers around the world and the rate at which glaciers are melting.
But one of the satellites has nearly exhausted its nitrogen fuel supply and its battery is failing.
While NASA and its partner, the German Aerospace Center, have stabilized the failing satellite, they announced last week that both GRACE satellites would be decommissioned after a final mission ends in November.
Now the space agencies are rushing to put a new pair of satellites, GRACE-Follow-On, into orbit by early 2018 to avoid an interruption in the collection of crucial data.

In the meantime, scientists will continue monitoring the seas in an attempt to predict floods before they happen, especially before major storms.
“Sea level fingerprints will provide information on where sea level rises faster and therefore the coastline is more vulnerable to storm surge,” said Velicogna.


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Monday, September 18, 2017

The stunning underwater picture this photographer wishes ‘didn’t exist’


A small sea horse grabs onto garbage in Indonesia.
(Justin Hofman/Wildlife Photographer of the Year)

From Washington Post by Lindsey Bever

The powerful and poignant image shows a tiny sea horse holding tightly onto a pink, plastic cotton swab in blue-green waters around Indonesia.

California nature photographer Justin Hofman snapped the picture late last year off the coast of Sumbawa, an Indonesian island in the Lesser Sunda Islands chain.
The 33-year-old, from Monterey, Calif., said a colleague pointed out the pocket-size sea creature, which he estimated to be about 1.5 inches tall — so small, in fact, that Hofman said he almost didn't reach for his camera.
“The wind started to pick up and the sea horse started to drift. It first grabbed onto a piece of sea grass,” Hofman said Thursday in a phone interview.

Hofman started shooting.
“Eventually more and more trash and debris started to move through,” he said, adding that the critter lost its grip, then latched onto a white, wispy piece of a plastic bag.
“The next thing it grabbed was a Q-Tip.”

Hofman said he wishes the picture “didn’t exist” — but it does; and now, he said, he feels responsible “to make sure it gets to as many eyes as possible.”
He entered the photo and was a finalist in the Wildlife Photographer of the Year competition from the Natural History Museum in London.
“I want everybody to see it,” he added.
“I want everybody to have a reaction to it.”

Hofman, an expedition leader with EYOS Expeditions, said he was wrapping up an expedition in December 2016 when he photographed the sea horse.
As he watched the creature through its journey, he said, his “blood was boiling.”

Hofman said the garbage had washed in, polluting their spot in the sea with sewage that he said he could smell and taste, and that the sea horse was searching for a raft on which to ride it out.
“I had this beautiful, little tiny creature that was so cute, and it was almost like we were brought back to reality — that this is something that happens to the sea horse day in and day out,” he said.


After the Wildlife Photographer of the Year finalists were named this week, Hofman posted the picture on Instagram, prompting emotional responses from people across social media who called it an “eye opening” and “mind-blowing shot” that illustrates a “disgusting” reality.

“It’s a photo that I wish didn’t exist but now that it does I want everyone to see it,” Hofman wrote beneath the image.
“What started as an opportunity to photograph a cute little sea horse turned into one of frustration and sadness as the incoming tide brought with it countless pieces of trash and sewage. This sea horse drifts long with the trash day in and day out as it rides the currents that flow along the Indonesian archipelago.
“This photo serves as an allegory for the current and future state of our oceans. What sort of future are we creating? How can your actions shape our planet?
” he said.

Hofman said that he has since received messages from people all over the world.
“Some of them feel heartbroken, some of them feel frustrated,” he said, adding some in Indonesia acknowledged they have a problem with plastic pollution.

Indonesia is the world's second-largest producer of marine pollution, dumping 3.22 million metric tons of plastic debris per year, according to data published in 2015 by Environmental Health Perspectives.
The country has vowed to reduce such waste by 70 percent by the end of 2025, according to the United Nations.

Maybe, Hofman said, the photo, and others like it, can be catalysts to create change.
“We are really affecting our oceans with our negligence and our ignorance,” he said.

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Sunday, September 17, 2017

Lines in the sand : when the beach becomes a canvas

Anyone can write their name in the sand, but Jim Denevan uses the beach to create stunning large-scale art.
What started as a hobby over 20 years ago has resulted in worldwide recognition, and he's created masterworks from Russia to Chile to Australia.
At the end of the day, though, Jim's just happy to find a new beach to make his canvas.

Saturday, September 16, 2017

Get a closer look at the big solar flares that keep coming

NASA’s Solar Dynamics Observatory, which watches the sun constantly, captured images of the events. Solar flares are powerful bursts of radiation.
Harmful radiation from a flare cannot pass through Earth's atmosphere to physically affect humans on the ground, however — when intense enough — they can disturb the atmosphere in the layer where GPS and communications signals travel.
To see how this event may affect Earth, please visit NOAA's Space Weather Prediction Center at http://spaceweather.gov, the U.S. government's official source for space weather forecasts, alerts, watches and warnings.
X-class denotes the most intense flares, while the number provides more information about its strength. An X2 is twice as intense as an X1, an X3 is three times as intense, etc.
The X9.3 flare was the largest flare so far in the current solar cycle, the approximately 11-year-cycle during which the sun’s activity waxes and wanes.
The current solar cycle began in December 2008, and is now decreasing in intensity and heading toward solar minimum.
This is a phase when such eruptions on the sun are increasingly rare, but history has shown that they can nonetheless be intense.

From CNET by Erik Mack

The sun should be quiet right now.
Instead, it's been shooting hot particles and plasma into space for the past week, to the delight of scientists.

Hot on the heels of the epic American total solar eclipse in August, our sun this month has followed up with what you might call totally cray behavior.
The biggest star around is supposed to be entering a phase of relatively little activity right now.
Yet it has spent the past week shooting off some of the biggest solar flares we've seen in over a decade.

The sun goes through 11-year cycles of solar activity, including a solar maximum when scientists expect to see the highest level of sunspots and solar flares.
But we passed that point in the current cycle in 2014 and are now approaching the solar minimum.
So it's a little surprising that a big sunspot has been shooting off a bunch of flares, including the biggest of the current cycle, for the past week.
A huge, so-called X-class flare (the highest level of intensity) was fired off Wednesday.
It released an amount of energy comparable to that of a billion hydrogen bombs and sent radiation and plasma soaring toward Earth that's not harmful to life thanks to our planet's atmosphere and magnetic field.
The solar storm can disrupt communications signals, however, and also fuels some pretty remarkable auroras
One X9.3 flare Wednesday was the strongest flare seen in over 12 years.
NASA's Solar Dynamics Observatory, which watches the sun continuously, caught a few different views of last week's flares that can be seen in the above video.
Scientists using a solar telescope on the Canary Islands also managed to capture a close-up view.

It’s always shining, always ablaze with light and energy that drive weather, biology and more.
In addition to keeping life alive on Earth, the sun also sends out a constant flow of particles called the solar wind, and it occasionally erupts with giant clouds of solar material, called coronal mass ejections, or explosions of X-rays called solar flares.
These events can rattle our space environment out to the very edges of our solar system.
In space, NASA’s Solar Dynamics Observatory, or SDO, keeps an eye on our nearest star 24/7.
SDO captures images of the sun in 10 different wavelengths, each of which helps highlight a different temperature of solar material.
In this video, we experience SDO images of the sun in unprecedented detail.
Presented in ultra-high definition, the video presents the dance of the ultra-hot material on our life-giving star in extraordinary detail, offering an intimate view of the grand forces of the solar system.

"The sun is currently in what we call solar minimum. The number of Active Regions, where flares occur, is low, so to have X-class flares so close together is very unusual," said Aaron Reid, a research fellow at Queen's University Belfast, in a news release.
"These observations can tell us how and why these flares formed so we can better predict them in the future."
A total of three X-class flares were observed over a 48-hour period, along with medium-intensity flares that went off earlier last week,  and another, just slightly less intense X-class flare on Sunday.
While the flare activity of the past week has been unusual and unexpected, it seems likely to come to an end soon.
The big sunspot responsible for the flares is about to disappear from view as part of the star's normal rotation.

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Friday, September 15, 2017

Self-driving boats: the next tech transportation race

 Sea Machines is pleased to announce the launch of the Sea Machines 300 autonomy system for commercial workboats.
It enables remote & autonomous command of a vessel, enabling enhancements in operability & safety.

From Phys by Matt O'Brien

The …more Self-driving cars may not hit the road in earnest for many years - but autonomous boats could be just around the pier.
Spurred in part by the car industry's race to build driverless vehicles, marine innovators are building automated ferry boats for Amsterdam canals, cargo ships that can steer themselves through Norwegian fjords and remote-controlled ships to carry containers across the Atlantic and Pacific.

The first such autonomous ships could be in operation within three years.
One experimental workboat spent this summer dodging tall ships and tankers in Boston Harbor, outfitted with sensors and self-navigating software and emblazoned with the words "Unmanned vessel" across its aluminum hull.
"We're in full autonomy now," said Jeff Gawrys, a marine technician for Boston startup Sea Machines Robotics, sitting at the helm as the boat floated through a harbor channel.
"Roger that," said computer scientist Mohamed Saad Ibn Seddik, as he helped to guide the ship from his laptop on a nearby dock.
The boat still needs human oversight.
But some of the world's biggest maritime firms have committed to designing ships that won't need any captains or crews—at least not on board.

In this Tuesday, Aug. 15, 2017 photo, a boat capable of autonomous navigation makes its way around Boston Harbor.
The experimental workboat spent this summer dodging tall ships and tankers, outfitted with sensors and self-navigating software and emblazoned with the words "UNMANNED VESSEL" across its aluminum hull.
(AP Photo/Steven Senne)

Distracted seafarin

The ocean is "a wide open space," said Sea Machines CEO Michael Johnson.
Based out of an East Boston shipyard once used to build powerful wooden clippers, the cutting-edge sailing vessels of the 19th century, his company is hoping to spark a new era of commercial marine innovation that could surpass the development of self-driving cars and trucks.
The startup has signed a deal with an undisclosed company to install the "world's first autonomy system on a commercial containership," Johnson said this week.
It will be remotely-controlled from land as it travels the North Atlantic.
He also plans to sell the technology to companies doing oil spill cleanups and other difficult work on the water, aiming to assist maritime crews, not replace them.

Johnson, a marine engineer whose previous job took him to the Italian coast to help salvage the sunken cruise ship Costa Concordia, said that deadly 2012 capsizing and other marine disasters have convinced him that "we're relying too much on old-world technology."

In this Tuesday, Aug.15, 2017 photo, Jeff Gawrys, marine technician for Boston startup Sea Machines Robotics, prepares to disengage the navigation of a boat and switch the vessel over to fully autonomous control in Boston Harbor.
(AP Photo/Steven Senne)

Spurred on by the car industry's race to build driverless vehicles, maritime companies are taking advantage of technological breakthroughs and broader public acceptance of artificial intelligence to design tugboats, ferries and cargo vessels that won't need captains or crews, at least not on board.

In this Aug.15, 2017 photo, computer scientist Mohamed Saad Ibn Seddik, of Sea Machines Robotics, uses a laptop to guide a boat outfitted with sensors and self-navigating software and capable of autonomous navigation in Boston Harbor.

Global race

Militaries have been working on unmanned vessels for decades.
But a lot of commercial experimentation is happening in the centuries-old seaports of Scandinavia, where Rolls-Royce demonstrated a remote-controlled tugboat in Copenhagen this year.
Government-sanctioned testing areas have been established in Norway's Trondheim Fjord and along Finland's western coast.
In Norway, fertilizer company Yara International is working with engineering firm Kongsberg Maritime on a project to replace big-rig trucks with an electric-powered ship connecting three nearby ports.
The pilot ship is scheduled to launch next year, shift to remote control in 2019 and go fully autonomous by 2020.
"It would remove a lot of trucks from the roads in these small communities," said Kongsberg CEO Geir Haoy.

Frank Marino with Sea Machines Robotics uses a remote control belt pack to operate a boat in Boston Harbor.
Spurred on by the car industry's race to build driverless vehicles, maritime companies are taking advantage of technological breakthroughs and broader public acceptance of artificial intelligence to design tugboats, ferries and cargo vessels that won't need captains or crews, at least not on board. (AP Photo/Steven Senne)

Spurred on by the car industry's race to build driverless vehicles, maritime …more Japanese shipping firm Nippon Yusen K.K.—operator of the cargo ship that slammed into a U.S.
Navy destroyer in a deadly June collision—plans to test its first remote-controlled vessel in 2019, part of a wider Japanese effort to deploy hundreds of autonomous container ships by 2025.
A Chinese alliance has set a goal of launching its first self-navigating cargo ship in 2021.

Cars Vs Boats

The key principles of self-driving cars and boats are similar.
Both scan their surroundings using a variety of sensors, feed the information into an artificial intelligence system and output driving instructions to the vehicle.
But boat navigation could be much easier than car navigation, said Carlo Ratti, an MIT professor working with Dutch universities to launch self-navigating vessels in Amsterdam next year.
The city's canals, for instance, have no pedestrians or bikers cluttering the way, and are subject to strict speed limits.
Ratti's project is also looking at ways small vessels could coordinate with each other in "swarms." They could, for instance, start as a fleet of passenger or delivery boats, then transform into an on-demand floating bridge to accommodate a surge of pedestrians.
Spurred on by the car industry's race to build driverless vehicles, maritime companies are …more Since many boats already have electronic controls, "it would be easy to make them self-navigating by simply adding a small suite of sensors and AI," Ratti said.

Armchair captains

Researchers have already begun to design merchant ships that will be made more efficient because they don't need room for seamen to sleep and eat.
But in the near future, most of these ships will be only partly autonomous.
Armchair captains in a remote operation center could be monitoring several ships at a time, sitting in a room with 360-degree virtual reality views.
When the vessels are on the open seas, they might not need humans to make decisions.
It's just the latest step in what has been a gradual automation of maritime tasks.
"If you go back 150 years, you had more than 200 people on a cargo vessel.
Now you have between 10 and 20," said Oskar Levander, vice president of innovation for Rolls-Royce's marine business.

 Rolls-Royce hopes its self-piloting ship concept will be the naval vessel of the future

Changing rules at sea

There are still some major challenges ahead.
Uncrewed vessels might be more vulnerable to piracy or even outright theft via remote hacking of a ship's control systems.
Some autonomous vessels might win public trust faster than others; unmanned container ships filled with bananas might not raise the same concerns as oil tankers plying the waters near big cities or protected wilderness.
A decades-old international maritime safety treaty also requires that "all ships shall be sufficiently and efficiently manned."
But The International Maritime Organization, which regulates shipping, has begun a 2-year review of the safety, security and environmental implications of autonomous ships.

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