Saturday, January 11, 2014

Great Lakes mariners get new NOAA nautical chart for St. Mary’s River

The red lines show the shoreline as depicted before the updates.
NOAA cartographers are applying the corrected shoreline and feature positions to the new chart and new editions of current charts in the Great Lakes.
Chart 14887 was compiled by Nathan Burns and reviewed by Laurie Bennett,
under the direction of Marine Chart Division branch chief Andy Kampia.

From NOAA

Vessel operators transiting St. Mary’s River, between Lake Superior and the lower Great Lakes, have a new nautical chart to help lessen the dangers inherent in this narrow and complicated waterway.
The first edition of Chart 14887 (St. Marys River – Vicinity of Neebish Island) is available this week as a paper print-on-demand chart, PDF, and raster navigational chart.
The electronic navigational chart will be available by March, in time for the beginning of the shipping season.

Coast Survey has built the chart from original sources, providing the highest standard of accuracy for hydrographical and topographical features and aids to navigation.
The chart provides large-scale (1:15,000) coverage of the up bound and down bound channels of the St. Mary’s River – one of the busiest waterways in the nation.
Over 4,100 transits of commercial and government vessels move about 75 million tons of cargo through the 300-day shipping season.

Chart 14887 uses updated shoreline data, collected with NOAA’s high tech remote sensing planes. (See National Geodetic Survey’s shoreline data viewer.)
At the 1:15,000 scale, the positions of many of the features were corrected an average of ten meters from positions in prior charts, a vital correction for precision navigation by vessels that can exceed a thousand feet long.

 Updates to NOAA’s Great Lakes nautical charts will benefit ships like this one,
carrying iron ore on Lake Superior.
Photo courtesy of Carolyn St. Cyr.

Coast Survey also plans to issue new editions of the current four largest scale charts of the St. Mary’s River in late January.
Charts 14882, 14883, 14884 and 14962 will have all new shoreline, updating the locations of features and aids to navigation.
These updates for the St. Mary’s River follow 21 new editions for Great Lakes charts from Buffalo to Thunder Bay Island, around the Lower Peninsula to Milwaukee Harbor and Ludington.
More updates are slated for 2014 and 2015.

US NOAA update in the Marine GeoGarage

As our public viewer is not yet available
(currently under construction, upgrading to Google Maps API v3 as v2 is officially no more supported),
this info is primarily intended to our iPhone/iPad universal mobile application users (Marine US on the App Store)

and also to our B2B customers which use our nautical charts layers in their own webmapping applications through our GeoGarage API.

15 charts have been updated & 1 new chart (#14887) has been added in the Marine GeoGarage
(NOAA update December 2013)

  • 11326 ed39 FOLIO SMALL-CRAFT CHART Galveston Bay
  • 11329 ed39 Houston Ship Channel Alexander Island to Carpenters Bayou;San Jacinto and Old Rivers
  • 11343 ed39 Sabine and Neches Rivers
  • 11513 ed27 St. Helena Sound to Savannah River
  • 11516 ed32 Port Royal Sound and Inland Passages
  • 11544 ed41 Portsmouth Island to Beaufort. Including Cape Lookout Shoals
  • 11547 ed39 Morehead City Harbor
  • 13286 ed32 Cape Elizabeth to Portsmouth; Cape Porpoise Harbor; Wells Harbor; Kennebunk River; Perkins Cove
  • 14813 ed22 Oswego Harbor
  • 14814 ed26 Sodus Bay
  • 14815 ed24 Rochester Harbor. including Genessee River to head of navigation
  • 14887 ed1 St Marys River;Neebish Island     NEW
  • 14972 ed27 Keweenaw Waterway. including Torch Lake;Hancock and Houghton
  • 18650 ed57 San Francisco Bay Candlestick Point to Angel Island
  • 18651 ed45 San Francisco Bay-southern part;Redwood Creek.;Oyster Point
  • 25640 ed45 Puerto Rico and Virgin Islands
Today 1025 NOAA raster charts (2167 including sub-charts) are included in the Marine GeoGarage viewer.


How do you know if you need a new nautical chart?
See the changes in new chart editions.
NOAA chart dates of recent Print on Demand editions

Note : NOAA updates their nautical charts with corrections published in:
  • U.S. Coast Guard Local Notices to Mariners (LNMs),
  • National Geospatial-Intelligence Agency Notices to Mariners (NMs), and
  • Canadian Coast Guard Notices to Mariners (CNMs)
While information provided by this Web site is intended to provide updated nautical charts, it must not be used as a substitute for the United States Coast Guard, National Geospatial-Intelligence Agency, or Canadian Coast Guard Notice to Mariner publications

Please visit the
NOAA's chart update service for more info.

Friday, January 10, 2014

The ocean’s hidden waves show their power

This animation shows density layers in the South China Sea being perturbed by the regular back-and-forth tidal flow through the Luzon Strait.
These leads to large amplitude internal waves (shown in red underwater, and in white when seen from above), being radiated west to the Chinese continental shelf.

From MITnews by David L. Chandler

Large-scale tests in the lab and the South China Sea reveal the origins of underwater waves that can tower hundreds of feet.

Their effect on the surface of the ocean is negligible, producing a rise of just inches that is virtually imperceptible on a turbulent sea.
But internal waves, which are hidden entirely within the ocean, can tower hundreds of feet, with profound effects on the Earth’s climate and on ocean ecosystems.

Now new research, both in the ocean and in the largest-ever laboratory experiments to investigate internal waves, has solved a longstanding mystery about exactly how the largest known internal waves, in the South China Sea, are produced.
The new findings come from a team effort involving MIT and several other institutions, and coordinated by the Office of Naval Research (ONR).

Seen in cross-section, these waves resemble surface waves in shape.
The only difference between an underwater wave and the water around it is its density, due to temperature or salinity differences that cause ocean water to become stratified.

Solitons, Strait of Gibraltar
source : NASA 2004

Though invisible to the eye, the boundary between colder, saltier water below and warmer, less-salty water above can be detected instrumentally.
That boundary layer can resemble the ocean’s surface, producing waves that reach towering heights, travel vast distances, and can play a key role in the mixing of ocean waters, helping drive warm surface waters downward and drawing heat from the atmosphere.

 Atmospheric Gravity Waves over Arabian Sea
source : NASA 2005

Because these internal waves are hard to detect, it is often a challenge to study them directly in the ocean.
But now Thomas Peacock, an associate professor of mechanical engineering at MIT, has teamed with researchers from the Ecole Centrale de Lyon, the Ecole Normale Superieure de Lyon, and the University of Grenoble Alpes, all in France, as well as the Woods Hole Oceanographic Institution, to carry out the largest laboratory experiment ever to study such waves.
Their results have been published in the journal Geophysical Research Letters.

The team performed laboratory experiments to study the production of internal waves in the Luzon Strait, between Taiwan and the Philippines.
“These are the most powerful internal waves discovered thus far in the ocean,” Peacock says.
“These are skyscraper-scale waves.”

 Surprisingly, internal waves can sometimes be seen clearly in satellite imagery
(like in the above image of the Luzon Strait).
This is because the internal waves create alternating rough and smooth regions of the ocean that align with the crest of the internal wave.
Sunlight reflects the smooth sections, appearing as white arcs, while the rough sections stay dark. 
Photo : Modis data courtesy of NASA / image processed at Global Ocean Associates

These solitary waves have been observed to reach heights of 170 meters (more than 550 feet) and can travel at a leisurely pace of a few centimeters per second. “They are the lumbering giants of the ocean,” Peacock says.

The team’s large-scale laboratory experiments on the generation of such waves used a detailed topographic model of the Luzon Strait’s seafloor, mounted in a 50-foot-diameter rotating tank in Grenoble, France, the largest such facility in the world.
The experiments showed that these waves are generated by the entire ridge system on that area of seafloor, and not a localized hotspot within the ridge.

The last major field program of research on internal-wave generation took place off the coast of Hawaii in 1999.
In the years since, scientists have come to a greater appreciation of the significance of these giant waves in the mixing of ocean water — and therefore in global climate.

“It’s an important missing piece of the puzzle in climate modeling,” Peacock says.
“Right now, global climate models are not able to capture these processes,” he says, but it is clearly important to do so: “You get a different answer … if you don’t account for these waves.”
To help incorporate the new findings into these models, the researchers will meet in January with a climate-modeling team as part of an effort sponsored by the National Science Foundation to improve climate modeling.

Internal Waves in the Tsushima Strait

These waves are potentially “the key mechanism for transferring heat from the upper ocean to the depths,” Peacock says, so the focus of the research was to determine exactly how the largest of these waves, as revealed through satellite imagery of the Luzon Strait region, are generated.

The existence of internal waves in oceans has been known for well over a century, Peacock says, but they have remained poorly understood because of the difficulty of observations.
Among the new techniques that have helped to propel the field forward is the use of satellite data: While the submerged waves raise the surface of the water by less than an inch, long-term satellite data can clearly discern this difference.

Internal waves, Sulu Sea
source : NASA 2003

“From 15 years of data, you can filter out the noise,” Peacock explains: Many locations, such as the Luzon Strait, generate these waves in a steady, predictable way as tides flow over submerged ridges and through narrow channels.
A resulting 12-hour periodicity is clearly visible in satellite data.

Beyond their effects on climate, internal waves can play a significant role in sustaining coral-reef ecosystems, which are considered vulnerable to climate change and to other environmental effects: Internal waves can bring nutrients up from ocean depths, Peacock says.

 Internal Waves, Strait of Gibraltar
source : NASA, 2001

Matthew Alford, an associate professor of oceanography at the University of Washington who was involved in the related field studies for this project, says, “The strong forcing and ridge geometry at Luzon Strait result in some of the strongest internal waves in the world’s oceans.
They are important for a variety of reasons, including the region’s biology, the mixing and turbulence they produce, and marine navigation in the region.”
This team’s research, he says, “contributed to a massive advance in our understanding of how these waves get generated and dissipated.”

The research, carried out by Peacock and a team of eight other researchers, was funded by the ONR, the Centre Nationale de Recherche Scientifique and the Agence Nationale de la Recherche in France, and the MIT-France Program.

Links :

Thursday, January 9, 2014

No hands on deck: Dawn of the crewless ship

Unmanned bridge :
Massive crewless vessels could soon set sail to save money and improve safety at sea ?

From FT  by Mark Odell

Remote-controlled ships used to come wrapped up as presents under the Christmas tree, but if European researchers and one of the world’s best-known engineering groups have their way, full-size versions will start replacing much of the tonnage afloat on the high seas in the coming years.

There are plenty of compelling reasons to switch to crewless ships.
But the main driver for Oskar Levander, head of marine innovation at Rolls-Royce, is cost.
A ship that does not have to accommodate a crew for weeks on end can dispense with many if not all the life-support systems needed by humans, from the galley to the sewage treatment system, the accommodation area and the deck house.
Removing these would not only leave more space for cargo but would also mean lighter ships, holding out the prospect of big savings on fuel bills, which account for about half of a ships total operating cost. Mr Levander says crew expenses vary but can range between 10 and 30 per cent of operating costs.


He envisages a shore-based team of qualified captains working in a replica 3D bridge, similar to the simulators used for training today, that could operate a fleet of a dozen ships at the same time.
A European Commission-financed academic research project, dubbed Munin also suggests an autonomous ship would be safer.


It found that 75 per cent of maritime accidents can be attributed to human error and “a significant proportion of these are caused by fatigue and attention deficit”.
Technology could readily take over tedious and repetitive human tasks such as watchkeeping at sea.
The technology to design such a vessel already exists, argues Mr Levander.


Global communications satellites have the power to provide enough bandwidth to navigate the vessels remotely using feed from onboard radar and cameras.
Ships already navigate automatically using GPS technology and onboard cameras are used to enhance human vision in poor visibility and to spot objects in the water, far beyond the range of the human eye.

Piracy, a constant threat to crews in many parts of the world, could also be more effectively countered.
Mr Levander says with no crew to take hostage the vessel would be less attractive.
But more importantly, without any people onboard, a ship could be fitted with countermeasures, such as flooding the ship with a gas that incapacitates anyone who boards without authorisation.

Described by developers AAI, MRVI and Sea Robotics as a fourth-generation unmanned surface vessel (USV) that can be remotely operated and function in fully autonomous missions, the Interceptor was displayed in public for the first time at IDEX 2007 in Abu Dhabi.
The USV is designed to operate in concert with UAVs to provide an unmanned defence and maritime security surveillance solution.
The Interceptor is 21.6 ft long with an 8 ft beam, a top speed of 55 mph, 24-hour endurance and a range of up to 1,000 nautical miles.

But Peter Hinchliffe, secretary-general of the International Chamber of Shipping is more circumspect. He says the highly complex collision avoidance rules would have to be rewritten to allow autonomous ships to operate in the same environment with crewed ships, a change that could take decades to implement.
He is also sceptical about whether the bandwidth is available to remotely operate the vessels, given how much would be consumed by video and radar feeds alone.
And even if it is possible he questions whether the costs would make it prohibitive.
Mr Hinchliffe also argues that extra redundancy and back-up systems that would be needed, in case something fails at sea, raise questions about the promised weight savings.
“I’m not convinced you can remove all the crew because a ship is a complex beast, which can be away from land for weeks at a time.” 

But one thing he does agree with Mr Levander on is that it is becoming increasingly difficult to find people to go to sea.
The romance has gone out of life on the ocean wave, it appears.
“In the 1950s and 1960s people used to go to sea to see the world. It is not that easy to find young people to go to sea today. They would rather be at home with their friends and travel for leisure instead,” says Mr Levander.

Links :
  • DailyMail : Dawn of the remote-controlled SHIP: Massive crewless vessels could soon set sail to save money and improve safety at sea

Wednesday, January 8, 2014

Historic swell hits Europe with 60-foot waves

Europe has been by one of largest swells of the decade, as strong winds
combined with high tides and large waves are coming in from the Atlantic Ocean.


The "Black Swell" is hitting UK, Ireland, France and Portugal.
Huge waves have been spotted, as the storm passes through the Azores Islands and heads to Continental Europe.

 A large and very intense storm low over the North Atlantic continues to produce winds to 70 knots with seas to 65 feet (20 meters) along the main shipping routes from the English Channel to/from US East Coast ports.

The black fetch is wide, fast and furious.
The swell charts don't lie.
The eye of the storm is larger than the territory of France and the wave period reaches 25 seconds.

Container ship taking 40 degree roll in North Atlantic
The 2,992 TEU container ship, OOCL Belgium was caught in the middle of the North Atlantic this week experiencing first-hand winter storm Hercules, a huge low pressure system that forecasters say could be creating waves of over 20 meters tall.

While the Eastern American surfers face record-breaking low temperatures, the Old Continent gets ready for the worst hours of the last decade, at least, in the coastal regions.

   Azores
photo Antonio Araujo

Winter Storm Hercules is responsible for swells in excess of 60 feet.
The Azores Islands have already felt the power of the Atlantic, with massive walls of water hitting the Portuguese archipelago during weekend.

This historic swell comes with heavy rain and winds blowing in the 40-knot mark.
On Sunday, 5th January, 2014, a few big wave surfers have already tasted the power of the "Black Swell", in the iconic surf town of Peniche.

In the British Islands are suffering the worst floods in decades.
Strong winds, persistent rain and tidal surges are synonym of ultra low pressures.

Waves crash on the coast of England
(Photo : Ben Birchall)

Waves crash against the Aberystwyth coastline, in Wales, as strong winds and high tides continue to blow in from the west, Monday Jan. 6, 2014.

 Waves break near a house in Saltcoats in Scotland.

Professional surfers have flocked to the Atlantic coastlines of France, Cornwall, Ireland and Portugal to ride waves up to 18 metres high caused by a low pressure system dubbed "the black swell".

 Jamie Mitchell riding a giant wave at the Belharra in paddle surfing (no tow-in session)
break off the coast of the French Basque country on Tuesday
photo : Pierre Bernard Gascogne



 Belharra
photo : Miguel Da Palma

Links :