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 :

Tuesday, January 7, 2014

Canada CHS 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 B2B customers which use our nautical charts layers
in their own webmapping applications through our GeoGarage API.

1 chart has been added & 29 charts have been updated (December 27, 2013) in the GeoGarage platform :
    • 1230 PLANS PÉNINSULE DE LA GASPÉSIE
    • 1236 POINTE DES MONTS AUX/TO ESCOUMINS
    • 1312 LAC SAINT-PIERRE
    • 1313 BATISCAN AU/TO LAC SAINT-PIERRE
    • 2029A COUCHICHING LOCK TO BIG CHUTE / ÉCLUSE DE COUCHICHING
    • 2029B BIG CHUTE TO / À PORT SEVERN
    • 3456 HALIBUT BANK TO/À BALLENAS CHANNEL
    • 3459 APPROACHES TO/APPROCHES À NANOOSE HARBOUR
    • 3536 PLANS STRAIGHT OF GEORGIA
    • 3724 CAAMANO SOUND AND APPROACHES / ET LES APPROCHES
    • 3741 OTTER PASSAGE TO BONILLA ISLAND
    • 3742 OTTER PASSAGE TO/À McKAY REACH
    • 3956 MALACCA PASSAGE TO/À BELL PASSAGE
    • 3957 APPROACHES TO/APPROCHES À PRINCE RUPERT HARBOUR
    • 3984 PRINCIPE CHANNEL - SOUTHERN PORTION/PARTIE SUD
    • 4001 GULF OF MAINE TO STRAIT OF BELLE ISLE / AU DÉTROIT DE BELLE ISLE
    • 4015 SYDNEY TO/À SAINT-PIERRE
    • 4022 CABOT STRAIT AND APPROACHES / DÉTROIT DE CABOT ET LES APPROCHES
    • 4118 ST. MARY'S BAY
    • 4281 CANSO HARBOUR AND APPROACHES / ET LES APPROCHES
    • 4363 CAPE SMOKEY TO/À ST PAUL ISLAND
    • 4374 RED POINT TO/À GUYON ISLAND
    • 4453 ÌLE À LA BRUME À/TO POINTE CURLEW
    • 4462 ST. GEORGE'S BAY
    • 4641 PORT AUX BASQUES AND APPROACHES / ET LES APPROCHES
    • 4831 FORTUNE BAY NORTHERN PORTION/PARTIE NORD
    • 4850 CAPE ST FRANCIS TO / À BACCALIEU ISLAND AND / ET HEART'S CONTENT
    • 4921 PLANS-BAIE DES CHALEURS / CHALEUR BAY - CÔTE NORD / NORTH SHORE
    • 4950 ÎLES DE LA MADELEINE
    • 7310 JONES SOUND      NEW
      So 690 charts (1665 including sub-charts) are available in the Canada CHS layer. (see coverage)

      Note : don't forget to visit 'Notices to Mariners' published monthly and available from the Canadian Coast Guard both online or through a free hardcopy subscription service.
      This essential publication provides the latest information on changes to the aids to navigation system, as well as updates from CHS regarding CHS charts and publications.
      See also written Notices to Shipping and Navarea warnings : NOTSHIP

      Reading digital sources: a case study in ship's logs

      World sailing routes including CLIWOC database (1750-2000)
      by Ben Schmidt
      "Extracted ship's paths from the ICOADS database plotted in Cartesian space to reveal outlines of continents.
      The data was incomplete in all sorts of really fascinating ways before I got to it; I've downsampled the two later periods so there are approximately the same number of ship-days in each collection."
       
      From Ben Schmidt blog

      Digitization makes the most traditional forms of humanistic scholarship more necessary, not less.
      But the differences mean that we need to reinvent, not reaffirm, the way that historians do history.

      This month, I've posted several different essays about ship's logs.
      These all grew out of a single post; so I want to wrap up the series with an introduction to the full set.
      The motivation for the series is that a medium-sized data set like Maury's 19th century logs (with 'merely' millions of points) lets us think through in microcosm the general problems of reading historical data.
      So I want in this post to walk through the various parts I've posted to date as a single essay in how we can use digital data for historical analysis.
      All voyages from the ICOADS US Maury collection.
      Ships tracks in black, plotted on a white background, show the outlines of the continents and the predominant tracks on the trade winds.

      The central conclusion is this: To do humanistic readings of digital data, we cannot rely on either traditional humanistic competency or technical expertise from the sciences.
      This presents a challenge for the execution of research projects on digital sources: research-center driven models for digital humanistic resource, which are not uncommon, presume that traditional humanists can bring their interpretive skills to bear on sources presented by others.

      We need to rejuvenate three traditional practices: first, a source criticism that explains what's in the data; second, a hermeneutics that lets us read data into a meaningful form; and third, situated argumentation that ties the data in to live questions in their field.

      Inverted Ship Paths

      Historians tend to view that third part, argumentation, as the heart of their creative endeavor.
      But the widespread availability of digital sources calls that priority into question.
      The outlines of historical argument tend to be quite constrained.
      Most anyone can slap together an argument that (to take a fictional event) bureaucratic continuity largely pre-determined the course of Rufus T. Firefly's administration; that Bob Roland's role in instigating the Sylvanian war has been underestimated; or that Gloria Teasdale creatively exploited traditional expectations of femininity to take on enormous power without explicitly challenging the status quo.
      The historian's real contribution is in assembling the evidence to make those claims convincingly, and knowing how to effectively read the sources so as not to be misled by all their biases.

      In the past, historians held a safe monopoly over the first two stages that allowed them to develop uncontested expertise.
      But confronted with digital sources, their hold is much more tenuous.
      Facing a digital source base with primarily expertise in close reading and navigating traditional archives, we are--whether we admit it or not--largely disarmed.
      A historian whose access is mediated by an archivist tends to know how best to interpret her sources; one plugging at databases through dimly-understood methods has lost his claim to expertise.

      Ship's logs can illustrate what it might mean to build this historical expertise on a digital source base.
      The sources I've been working with--climatological records from the National Oceans and Atmospheric Administration--are obviously historically interesting and neglected.
      In addition to the Maury collection I've been examining, it contains extensive records of the US Navy in World War II, the Japanese merchant marine over much of the post-Meiji period, and millions of other records that show the commercial and military interconnections of the world at sea.
      They're problem is that they are essentially intractable to more traditional forms of historical analysis, while still significantly less complicated than the massive textual collections in which I (like most humanists) see the greatest potential for future research.

      The first post offers that source criticism by means of a genealogy of the shipping data that we have.
      To use any sort of historical data, we must above all understand the constraints under which it was collected.
      In this case, that means retelling the history of why and how the ship's logs were first collected, and how the constraints of digitization in the punch card era radically shape the sort of evidence we can draw from them.
      The important thing about this sort of work is that it helps us understand the overall biases of a particular data set, which is crucial for limiting our interpretive leaps.

      ICOADS voyages from the CLIWOC and US Maury decks,
      plotted to show the outlines of the continents.
      Voyages shown are between 1850 and 1960.

      The Maury collection (and the full ICOADs set) presents a welter of conflicting visions.
      Humanists and scientists alike, trained in the language of survey research, tend to ask of data sets: "Is it a representative sample?"
      I doubt there is a single dataset of interest to historians that is.
      But while attempting to normalize away the biases in a sample is the best scientific solution to the problem, the humanistic approach is to understand a source through its biases without expecting it to yield definitive results.

      While this is the central goal of digital source criticism, it can be quite interesting in itself: that ship's records were digitized before computers existed (or more precisely, when computers were women) ensures that we treat digitization not as the default fate of all historical objects but as the result of peculiar institutional choices.
      In histories based on large textual corpora, this requires trying to understand the changing acquisition and cataloging patterns of dozens of different libraries and their interactions with thousands of presses.
      With ships, at least, there are relatively few organizations whose imperatives we need to understand

      A hermeneutics of data is harder than understanding the biases of its sources.
      I take the position that the best way to 'read' data is through visual representation
       (At least, most forms of auditory representation or narrative description are far less good at allowing cyclical representation).
      A first, basic step is simply understanding what's contained in the data.
      Basic visualizations of ships moving over time (which I developed in an earlier post, not in this series) allow strong insights into what's going on in the data, and are generative of new questions.
      One quickly notices in the seasonal plot of whaling patterns, for instance, massive migrations north and south each year that turn out to be whaling ships:


      Paths taking by American ships from about 1800 to 1860,
      running as if in a single year to show seasonal patterns.

      To move from this observation to the study of the whaling ships in particular requires integrating algorithmic techniques into the cycle of visualization.
      I show how particular machine-learning algorithms can be used to extract subsamples of interest from the dataset, as well as give a view of its overall shape more interpretable than simply plotting them.

      Again, this carries implications for textual research.
      My preferred method here, a two level application of K-nearest neighbor classification based on a training set tagged by a number of origin ports, only began to work after an iterative searching through several techniques.
      In this sense, visualization on a corpus of geographical data is easy.
      I was able to keep visualization rooted in a cycle of reading against maps where individual ships could be pulled out and checked against the full data, and where visual inspection could confirm algorithmic sorting to be 'working' or 'broken.'
      That led me to worry over the uncritical acceptance of topic modeling in textual research.
      Topic models fail on whaler voyages in a way that would not be detected by most 'normal' users of topic models, since visualization for model fit is somewhere from elusive to impossible.

      *Visualization to explore the model is possible, but that's something quite different: traditionally, visualization is used to find patterns on raw data, and to confirm the fit of models. But topic models tend to be so complicated and specialized that we need visualization simply to understand what they're saying.

      Technical competence, however, is insufficient.
      A hermeneutics of data also has to deal with the complications of working with these statistical aggregates at all.
      As I've argued before, digital history needs theoretical justifications for its reading of aggregate sources.
      I tried to give that in my post on the benefits of writing digital histories that avoid telling the stories of individuals.
      "Whaling" and "ship's voyages" are not nearly as complicated aggregates as the ones that digital history should really be investigating: things that we can investigate with texts like gender, academic disciplines, and generations.
      But even there, there is a case to be made for stories that conceive of aggregate systems rather than individual actors.

      *At the same time, one of the benefits of working in a digital medium is that there's a ready avenue to share evidence that's outside.
      For instance, some of the ships most important to the plot of Moby-Dick happen to be in Maury's database: it's easy enough to break those maps out and show the tracks of the Essex and the Acushnet.

      Finally, in the central piece in the series, I try to apply that hermeneutics and source criticism to argue how this interpretive framework allows us to recenter our interpretations of the place of shipping and extraction in the mid-19th century United States.
      This makes use of visualization again, but as a narrative technique rather than the heuristic role it played in data selection.
      Narrating voyages through data visualization clarifies the unique role of the whaling industry in American shipping: it is both the primary industrial use of the sea (as opposed to commercial voyages that reach across it), and a self-exhausting process of resource depredation that gives an unlikely perspective on the movement patterns of early American capitalism.
      The progressive depletion of whaling grounds drives the fleet farther and farther afield each year, expanding the reach of American voyagers.

      Whaling voyages from logbooks collected in the 19th century by Lt. Matthew Maury: the tracks show all the places whale ships have been, highlighting the exploitation of more and more remote whaling grounds over the mid-19th century.

      This is a geographical reach has enormous consequences; one can see how and why the internal dynamics of whaling brought previously exotic lands including Japan and Alaska into the American sphere, while placing the Hawaiian islands at the center of a trans-pacific network.
      At the same time, thinking of the operation of the whaling system makes clear just how historically limited each of these interactions was: although the Sea of Japan was one of the hotbeds of whaling in the summers of 1848 and 1849, it was almost entirely abandoned by the time Matthew Perry's "Black Ships" arrived.
      Industrial depletion operates by a clearly evident logic, but one quite different from commercial interconnection.
      As historians, driven by contemporary politics, try to analogize from the well-trod grounds of the interlinked Atlantic World to a new Pacific one, we could do worse than to recognize the differences as well as the similarities.

      ~~~~~~~~
      A couple due thanks: to Dael Norwood, through whom I've gotten most of my information about 19th century shipping history and who was explaining the importance of Maury's collecting practices before I knew there was Maury logbook data out there.

      And a plug for the New Bedford Whaling Museum, which does a great job curating the history of whaling through actual material culture.
      Which, I'll concede, has its advantages.
      The chronological sequence of increasingly inventive cruelty in the "Harpoons and Whalecraft" exhibit in the Bourne Building is something to behold.

      Links :