Tuesday, June 25, 2013

Secret streets of Britain’s Atlantis revealed

3D visualisation of 'Britain's Atlantis'.
Credit University of Southampton

From NOC

Deep-sea oceanographers have been engaged in the most detailed analysis of the archaeological remains of the lost medieval town of Dunwich, dubbed ‘Britain’s Atlantis.’

Dr Tim Le-Bas, a sonar acoustics expert based at the National Oceanography Centre, translated the sonar readings into 3D high-resolution maps.

He said: “These 3D high-resolution maps are the first time we have seen these buildings in 750 years. Not only can we see the remains of the town we can also measure how the coastal erosion has impacted the buildings over the centuries.

"Working in the shallows of the North Sea was a challenge of a different dimension; I usually prepare 3D maps of ocean features several miles below the sea surface. Here the issue was that the water, although relatively shallow, was dirty brown due to lots of muddy particles in the water. It was impossible for divers to see the archaeological remains and thus we used ultra-high frequency sonar to view the features."



Funded and supported by English Heritage, and using advanced underwater imaging techniques, the project has produced the most accurate map to date of the town’s streets, boundaries and major buildings, and revealed new ruins on the seabed.

The project was led by the University of Southampton’s Professor David Sear of Geography and Environment.
He worked with a team from the University’s GeoData Institute; the National Oceanography Centre, Southampton; Wessex Archaeology; and local divers from North Sea Recovery and Learn Scuba

Carved stonework captured using DIDSON technology.
Credit University of Southampton

He comments, “Visibility under the water at Dunwich is very poor due to the muddy water. This has limited the exploration of the site.


“We have now dived on the site using high resolution DIDSON ™ acoustic imaging to examine the ruins on the seabed – a first use of this technology for non-wreck marine archaeology.


“DIDSON technology is rather like shining a torch onto the seabed, only using sound instead of light. The data produced helps us to not only see the ruins, but also understand more about how they interact with the tidal currents and sea bed.”

Peter Murphy, English Heritage’s coastal survey expert who is currently completing a national assessment of coastal heritage assets in England, says:
“The loss of most of the medieval town of Dunwich over the last few hundred years – one of the most important English ports in the Middle Ages – is part of a long process that is likely to result in more losses in the future.
Everyone was surprised, though, by how much of the eroded town still survives under the sea and is identifiable.
“Whilst we cannot stop the forces of nature, we can ensure what is significant is recorded and our knowledge and memory of a place doesn’t get lost forever."

Professor Sear and his team have developed techniques that will be valuable to understanding submerged and eroded terrestrial sites elsewhere.

 >>> geolocalization with the Marine GeoGarage <<<

”

Present day Dunwich is a village 14 miles south of Lowestoft in Suffolk, but it was once a thriving port – similar in size to 14th Century London. Extreme storms forced coastal erosion and flooding that have almost completely wiped out this once prosperous town over the past seven centuries. This process began in 1286 when a huge storm swept much of the settlement into the sea and silted up the Dunwich River. This storm was followed by a succession of others that silted up the harbour and squeezed the economic life out of the town, leading to its eventual demise as a major international port in the 15th Century. "
"It now lies collapsed and in ruins in a watery grave, three to ten metres below the surface of the sea, just off the present coastline.

"

Credit University of Southampton

The project to survey the underwater ruins of Dunwich, the world’s largest medieval underwater town site, began in 2008.
Six additional ruins on the seabed and 74 potential archaeological sites on the seafloor have since been found.
Combining all known archaeological data from the site, together with old charts and navigation guides to the coast, it has also led to the production of the most accurate and detailed map of the street layout and position of buildings, including the town’s eight churches.

   The University of Southampton says the new maps show
how Dunwich has been affected by coastal erosion

Findings highlights are:

  • Identification of the limits of the town, which reveal it was a substantial urban centre occupying approximately 1.8 km2 – almost as large as the City of London

  • Confirmation the town had a central area enclosed by a defensive, possibly Saxon earthwork, about 1 km2

  • The documentation of ten buildings of medieval Dunwich, within this enclosed area, including the location and probable ruins of Blackfriars Friary, St Peter’s, All Saints' and St Nicholas Churches, and the Chapel of St Katherine

  • Additional ruins which initial interpretation suggests are part of a large house, possibly the town hall

  • Further evidence that suggests the northern area of the town was largely commercial, with wooden structures associated with the port

  • The use of shoreline change analysis to predict where the coastline was located at the height of the town’s prosperity
Commenting on the significance of Dunwich, Professor Sear says: “It is a sobering example of the relentless force of nature on our island coastline.
It starkly demonstrates how rapidly the coast can change, even when protected by its inhabitants.

“Global climate change has made coastal erosion a topical issue in the 21st Century, but Dunwich demonstrates that it has happened before.
The severe storms of the 13th and 14th Centuries coincided with a period of climate change, turning the warmer medieval climatic optimum into what we call the Little Ice Age.

“Our coastlines have always been changing, and communities have struggled to live with this change. Dunwich reminds us that it is not only the big storms and their frequency – coming one after another, that drives erosion and flooding, but also the social and economic decisions communities make at the coast. In the end, with the harbour silting up, the town partly destroyed, and falling market incomes, many people simply gave up on Dunwich.”



Professor Sear’s full report can be found at: http://www.dunwich.org.uk/

Monday, June 24, 2013

Recreational boating is $121 Billion economic driver for U.S.


From NMMA

New data show 88 million Americans expected to take to U.S. waterways this summer.

The National Marine Manufacturers Association (NMMA), announced that recreational boating in the U.S. has an annual economic value of $121 billion.
The industry’s rising tide supports 964,000 American jobs and 34,833 businesses, generates $40 billion in annual labor income and drives $83 billion in annual spending.

The NMMA, on behalf of the U.S. boating industry, released these findings as part of its annual U.S. Recreational Boating Statistical Abstract, a collection of data and analysis on the state of the U.S. recreational boating industry.

Additional data highlights include:

New Boat Sales

Retail sales of new power and sailboats increased 10.7 percent in 2012 to 163,245, demonstrating a post-recession recovery for the industry.
(Note that this number includes inboard, outboard, sterndrive, jet and sail boats).
New powerboat (inboard, outboard, sterndrive and jet boat) sales increased 10 percent to 157,300 in 2012.
New sailboat sales increased 29.2 percent to 5,945 in 2012

Trends

Small fiberglass and aluminum outboard boats 26 feet or less in size, continued their upward climb with an 11.3 percent increase in the number of new boats sold.
Outboard boats are the most popular type of new powerboat sold, making up approximately 82 percent of the market.
Ski and wakeboard boats are seeing healthy growth with an increase of 13.4 percent new boats sold in 2012.
Jet boats, which are small fiberglass boats less than 26 feet in length, are a growing category. Of the 157,300 new powerboats sold in 2012, 4,500 were jet boats.
New jet boat sales increased 36.4% in 2012.

What’s Ahead


Sales of new powerboats have remained steady during the first half of 2013 and continued growth is expected with the summer boating season.
NMMA anticipates sales of new powerboats to grow five percent in 2013.

“Summer is a peak selling season for recreational boats, accessories and services throughout the U.S. as people look for ways to disconnect from the daily grind and enjoy fun times on the water, “ said Thom Dammrich, NMMA president.
“New boat sales have historically been a barometer for the U.S. economy and the steady sales increases we’re seeing is being reinforced by the slow uptick in consumer confidence, housing and spending. As economic growth continues, we anticipate sustained steady growth through the remainder of 2013.”

Boating Participation


Of the estimated 232.3 million adults in the U.S. in 2012, 37.8 percent, or 88 million, participated in recreational boating at least once during the year.
This is a six percent increase from 2011 and the largest number of U.S. adults participating in boating since NMMA began collecting the data in 1990.
Recreational boating participation has steadily increased since 2006.

Helping People Discover Boating

Growing participation is a priority for the recreational boating industry as it drives new boat sales.
Boat manufacturers, dealers, marinas, and other marine organizations joined together to form Discover Boating, a consumer program to grow participation and create a positive boating experience.
The North American effort provides resources to help those interested in boating get started and promotes the fun of the boating lifestyle through a national marketing campaign.

Links :

Sunday, June 23, 2013

Blue daze

 12th of April at Shipstern Bluff, Tasmania.

Saturday, June 22, 2013

Summer sailstice : "Sail the summer winds"


The dove (film)

 From NOAA

Meteorological versus Astronomical summer—What’s the difference?

Yesterday, June 21, 2013, was officially the first day of summer according to what the calendar tells us.
That is the beginning of astronomical summer.
However, in the meteorological and climatological world, summer has already been in full swing for 20 days.
So why do meteorological and astronomical summer start on different days?
In short, it is because the astronomical seasons are based on the position of the Earth in relation to the sun, whereas the meteorological seasons are based on the annual temperature cycle.

People have used observable periodic natural phenomena to mark time for thousands of years.
The natural rotation of the Earth around the sun forms the basis for the astronomical calendar, in which seasons are defined by two solstices and two equinoxes.
Both the solstices and equinoxes are determined based on the Earth’s tilt and the sun’s alignment over the equator.
The solstices mark the times when the sun’s annual path is farthest, north or south, from the Earth’s equator.
The equinoxes mark the times when the sun passes directly above the equator.

 Earth has seasons because our world is tilted on its axis with respect to our orbit around the sun.
Summer solstice 2013: Northern Hemisphere’s longest day, highest sun of the year
Image via NASA.

In the Northern Hemisphere, the summer solstice falls on or around June 21, the winter solstice on or around December 22, the vernal (spring) equinox on or around March 21, and the autumnal equinox on or around September 22.
These seasons are reversed but begin on the same dates in the Southern Hemisphere.

Because the Earth actually travels around the sun in 365.24 days, an extra day is needed every fourth year, creating what we know as Leap Year.
This also causes the exact date of the solstices and equinoxes to vary.
Additionally, the elliptical shape of the Earth’s orbit around the sun causes the lengths of the astronomical seasons to vary between 89 and 93 days.
These variations in season length and season start would make it very difficult to consistently compare climatological statistics for a particular season from one year to the next.
Thus, the meteorological seasons were born.

Meteorologists and climatologists break the seasons down into groupings of three months based on the annual temperature cycle as well as our calendar.
We generally think of winter as the coldest time of the year and summer as the warmest time of the year, with spring and fall being the transition seasons, and that is what the meteorological seasons are based on.
Meteorological spring includes March, April, and May; meteorological summer includes June, July, and August; meteorological fall includes September, October, and November; and meteorological winter includes December, January, and February.
These seasons were created for meteorological observing and forecasting purposes, and they are more closely tied to our monthly civil calendar than the astronomical seasons are.
The length of the seasons is also more consistent for the meteorological seasons, ranging from 90 days for winter of a non-leap year to 92 days for spring and summer.
By following the civil calendar and having less variation in season length and season start, it becomes much easier to calculate seasonal statistics from the monthly statistics, both of which are very useful for agriculture, commerce, and a variety of other purposes.

Links :

Friday, June 21, 2013

Nicaragua waterway to dwarf Panama canal


Inter-Oceanic Nicaragua Canal is a proposed waterway through Nicaragua
to connect the Caribbean Sea and Atlantic Ocean with the Pacific Ocean.

From The Guardian

Nicaragua's parliament is due to vote on Thursday 13 on one of the biggest infrastructure projects in Latin America's history – a trans-oceanic canal that is to be built and run by a Chinese company.


If it goes ahead, the $40bn (£26bn) scheme, which is twice as expensive as Brazil's Belo Monte dam and likely to be three times longer than the Panama canal, looks set to transform global shipping and jump start the economy of this Central American nation.

New York : Julius Bien & Co., [187-]  (LOC)

As well as the waterway, the draft agreement between Nicaragua and a Hong Kong registered firm — Nicaraguan Canal Development Investment Co Limited – includes provisions for two free trade zones, an airport and a "dry canal" freight railway.

"This will be the largest project in Latin America in 100 years," Ronald Maclean, the executive fronting the operation in Managua told the Guardian.
"If Nicaragua gets to do this, it is going to be a transformational project not only for Nicaragua but for the region."

Panama canal (03/06/2013) USCG Landsat 8
Meanwhile, the Panama Canal is undergoing its own expansion project that will be complete by 2015, so that vast so-called "post-Panamax" ships can fit through it again instead of having to go around South America.  


Panama canal (NGA chart)
>>> geolocalization with the Marine GeoGarage <<<

Given the government's large majority, parliamentary approval is expected to be a formality, but critics warn the plan is being rushed through without adequate scrutiny of the environmental impact, business viability and public well-being.

A one-year viability study is now under way and the operators soon plan to tap international financial markets in New York, London and Tokyo for investment in a scheme that they say will be entirely privately funded.
President Daniel Ortega is also said to be promoting the scheme in meetings with ambassadors from Brazil, Saudi Arabia and Canada.

Lake Nicaragua makes a canal here extremely practical
>>> geolocalization with the Marine GeoGarage <<<

Although hydro-engineering techniques have advanced considerably since the 48-mile (77 km) Panama canal was completed in 1914, the logistical challenge will be enormous.
The new canal, which will pass through a much wider stretch of land, is likely to be more than 250km long.
It will also be much wider to allow passage by the biggest container ships.
The project will be operated by HKDN — a Hong-Kong based firm set up last year that has established a holding company in the Caiman Islands.
It will pay $10m a year for 10 years to the Nicaraguan government.

 Nicaragua canal route preview
(routes alternatives -source-)

Bigger benefits are expected in the wider economy.
Paul Oquist, secretary of public policies of the presidency of the republic, said the Great Interoceanic canal will allow Nicaragua's GDP to double and employment to triple by 2018.

Legislators have complained that congressional committees had only two days to review a bill that could shape the country for a century.

"Given its complexity, the length of the concession and its importance for all Nicaraguans, this project deserves to be fully discussed and explained, seeking the broadest national consensus," noted the Nicaraguan Foundation for Economic and Social Development, an independent think-tank.
"How can we as Nicaraguans be sure that the conditions stipulated in the bill are the best that could have been achieved?"

 Historic map of the unfinished Panama canal and a planned Nicaragua canal

Details of the possible route have yet to be disclosed, though it is thought likely that it will run through Lake Nicaragua, the most important source of freshwater in the country and a home to sharks and numerous other species.

Jaime Incer, a renowned environmentalist and presidential adviser, urged caution.
"There are alternatives for linking one ocean to the other, but there are no alternatives for cleaning a lake after a disaster has happened. We don't have another Lake Nicaragua," he told the Confidencial newspaper.

Indigenous groups also say they have not been adequately consulted.

 Panoramic view of an old project for the Canal de Nicaragua (1890)

The operator says it has hired one of the world's leading consultancies, Environmental Resources Management to conduct impact assessments: "HKND Group has committed to develop the project in a manner that conforms with international best practices, delivers significant benefits to Nicaragua and its people, generates local job growth and economic development, honours the local population and heritage of the country, and serves the best interests of Central America and, indeed, the world."

 General plan showing location of ship canal from Atlantic to Pacific (1890)
A.G. Menacol, Chief Engineer. (LOC)

But little is known of the group behind the project, which is headed by Wang Jing, the head of one of China's biggest telecom firms Xinwei.
It is unclear whether he has any experience in the field of hydroengineering, shipping or infrastructure, but earlier this year his company signed an agreement with the state-owned China Railway Construction Company, and Jing has met senior leaders in Beijing, including president Xi JInping.

The Nicaragua lake holds Ometepe and Zapatera
which are both volcanic islands on Ometepe island

Margaret Myers, director of the China and Latin America programme at the Inter-American Dialogue, said Wang's involvement did not necessarily mean the involvement of the Chinese government.
"The extent to which this project will increase 'China's' influence in the region and on global trade routes is unclear. This would depend on a wide variety of factors, including HKC's connections to the Chinese government and who else, if anyone, decides to invest in the project," she wrote.

The Nicaraguan government was due to be a 51% shareholder in the projects, according to preliminary legislation passed last year.
There is no mention of this in the latest bill, but Maclean said there has not been a change.
"I think it involves a gradual transfer from the company to the government over the life of the concession and that eventually the government will own the canal," he said.

1901 project

Opposition lawmakers said immunity, tax breaks and other preferential treatment for foreign investors in a still-to-be determined project was a violation of nation sovereignty.

The Sandinista Renovation Movement said it would oppose the bill and "any document that gifts a concession, privileges, exonerations and tax exemptions to an unknown company, for an unknown route, for a period of 100 years."

 Union des deux océans Atlantique et Pacifique
Dupuy, Aug. Myionnet 1855 (LOC)

"We are going to hand over the country's sovereignty without knowing where the canal is going to go, how much it is going to cost, its ecological impact or how long its construction is going to last," Independent Liberal party legislator Eliseo Núñez, told La Prensa.

Links :
  • Reuters : Insight: Who wants to bet on a 'Nicaragua Canal'? 
  • Wired : Green light given for vast new oceanic canal across Nicaragua