Monday, October 13, 2014

AHS : importance of using official nautical charts

using official nautical charts from official Hydrographic Office

From AMSA & Safety4Sea

MARINE NOTICE 16/2014

Official Nautical Charts

This marine notice draws attention to the importance of using official nautical charts, issued by or on the authority of a Government, authorized Hydrographic Office or other relevant government institution so as to comply with applicable flag state requirements which implement Chapter V of the International Convention for the Safety of Life at Sea (SOLAS), as amended.

AHS offical raster charts with the Marine GeoGarage

Background

The Australian Maritime Safety Authority (AMSA) has recently observed an increase in the use of unofficial nautical charts on board ships for navigation.
Australia’s port State control program has recorded deficiencies and detained ships that have used unofficial nautical charts for navigation.

Unofficial nautical charts include but are not limited to: photocopies, facsimiles or imitations of official paper charts, large format commercial printed copies of scanned Electronic Navigational Charts, and paper charts “assembled” by printing several small portions of a Raster Navigational Chart.

Unofficial copies of nautical charts can be distorted, out of date or may omit important navigational features.
Charts assembled from small scanned portions of official nautical charts may be misaligned and scanning may not capture all details shown on the original official chart.
Unofficial nautical charts cannot be relied upon for voyage planning or position monitoring.
For a nautical chart to be considered adequate for navigational purposes, it must be:

  • officially issued,
  • the latest edition,
  • used in its original form,
  • maintained up to date using the latest available notices to mariners, and
  • of appropriate scale suitable for the navigational task at hand.

Australian official nautical charts

Australian official paper charts are issued and updated by the Australian Hydrographic Service (AHS) under the “Aus” series and provide bathymetric and near shore coverage of Australia’s area of charting responsibility.
The series is also largely reproduced by the United Kingdom Hydrographic Office as part of their world-wide “Admiralty” chart series.
AHS charts are easily identified by their “Aus” chart numbers and AHS crest above the chart’s title.
There is no other alternative numbering system for “Aus” charts.

The AHS distributes the full portfolio of “Aus” charts via AHS authorised chart agents, who sell and distribute “Aus” charts as “single” paper charts or grouped as “portfolios” of charts.
A list of authorised AHS chart distribution agents is available on the AHS website at: www.hydro.gov.au.

How to recognise unofficial nautical charts

To identify unofficial nautical charts, a comparison can be made with a genuine official AHS chart. The “look and feel” comparison may raise suspicions that a chart is unofficial.
An unofficial nautical chart may have:
  • ink of a different colour (and is not simply black and white);
  • inconsistent colour across the chart;
  • colours that can be erased; or
  • different paper weight or feel.
If it is suspected that an “Aus” chart is not genuine, contact should be made to AHS by email (hydro.sales@defence.gov.au) with relevant details.
In cooperation with AMSA, AHS will actively seek to stop the production and sale of unofficial copies of AHS products.

Recommendations

Ship owners, operators, agents and masters are advised to check and comply with their obligations regarding the carriage of official nautical charts.

AMSA reminds ship owners, operators, agents and masters that the carriage of up to date nautical charts is critical to safe navigation.
AMSA urges all purchasers, users, marine surveyors and recognized organizations to be vigilant in the identification and reporting of unofficial nautical charts.

Links :

Disappearing Tongan islet

The tiny offshore island of Monuafe in Tonga could be the kingdom's first island
 to disappear due to sea-level rising.

From Google Earth blog & Matangi Tonga online

The tiny offshore island of Monuafe has eroded and receded into the ocean.
It is now a submerged sand bar that appears briefly at low tide - the remnants of a forgotten island, with few knowing that it ever existed.

 Monuafe island with the Marine GeoGarage (NGA chart)

Twenty-five years ago, Monuafe was a healthy islet that supported a diverse flora of plant life.
It was one of many tiny islands that sat in the bay of Nuku’alofa and although the island was small (0.3 km square or half a rugby field) it supported 30 different species of plants including Pandanus and Hibiscus trees.
This flora and geography of the island was recorded in a 1990 survey issued by the National Museum of Natural History, Washington DC, USA (Ellison).


Today, the rapid erosion of the island can be viewed on Goodle Earth’s historical imagery, a graphic reminder of the rapid rate of change in our environment.

Monuafe December 2011, looking north. By Firitia Velt.

Local photographs of Monuafe Island in early 2002 show a drowning and badly eroded island with a small patch of flora.

 Monuafe 2010, looking north. By Firitia Velt.

The photographs taken by Firitia Velt in early 2012 show even more erosion, the island on the verge of going underwater with only a handful of dying plants left.
Photographs of the Island at the end of 2012 show the island completely submerged in water with only sand left that appears at low tide.

 Monuafe December 2011, looking north. By Firitia Velt.

Today in October 2014, we can see in the area that the sand is barely visible, even at low tide.

 Monuafe November 2012, looking north. By Firitia Velt.

Illegal sand mining and cyclones have been blamed for the swift erosion of Monuafe.
However, Monuafe could be Tonga’s first victim of sea-level rising, as other islands in the area such as Pangaimotu are known to be suffering from coastal erosion.

Links :
  • TheConversation : 15 years from now, our impact on regional sea level will be clear

Sunday, October 12, 2014

Saturday, October 11, 2014

Volvo Ocean Race: a test of skills, not boats



From NYTimes by Christopher Clarey

Long before Charlie Enright found a way to convince a Norwegian race director and a Turkish businessman that he deserved their faith and, above all, money, he was an elementary school student in East Providence, R.I.

 A brand new digitally restored version of the official film
for the 1973-74 Whitbread Round the World Race.

One of the learning tools in first grade was the Whitbread Round the World Race, later renamed the Volvo Ocean Race.
“We studied it as part of a geography class,” Enright said in an interview this past week.
More than 20 years later, Enright is off to circumnavigate the planet for real as skipper of Team Alvimedica, one of seven yachts in the latest Volvo Race.
The fleet is to leave Alicante, Spain, for Cape Town on Saturday on what will be the first of nine legs in this triennial test of guts, smarts and salt-sprayed staying power.
Let the sleep deprivation begin.

Where the adventure begins




Make no mistake, however: The Volvo is still risky business.
In May 2006, the Dutch sailor Hans Horrevoets was washed overboard and died in the middle of a stormy transatlantic leg.
Last time around, on the first leg of the 2011-12 race, Puma Ocean Racing’s main mast broke into three pieces in the South Atlantic, nearly 2,000 nautical miles from Cape Town.
That mishap forced the American skipper Ken Read and his crew to seek safe harbor on Tristan da Cunha island, home to one of the most remote settlements in the world.
“Believe me, the Volvo’s still an adventure,” Read said this past week.
Read, the 53-year-old president of North Sails, is sitting out this edition, but his former North Sails employee Enright, who recently turned 30, is making his debut.

Enright and his 25-year-old teammate Mark Towill, who both sailed at Brown University and hunted down the funding against the odds to compete in the Volvo, are the leaders of a new wave of talent that has changed the face of the race.
And their emergence is directly linked to major change in the race itself.

A race around you

The original Whitbread was contested in all manner of ocean-going vessels, and teams have continued to have some latitude in boat design in subsequent class rules.
But faced with a sluggish global economy, spiraling costs and increasing sponsor resistance, the Volvo has switched to a one-design class for the first time this year.

That means all seven of the teams are using identical 65-foot boats that were produced in the same British shipyard.
“It’s truly one design, down to they are weighing everything we put on the boats to make sure some boats don’t have extra stacks that provide extra stability,” Oxley said.
“Everyone has the same software. No one is allowed to have bespoke software.”

“It’s like stepping on a sophisticated Laser,” he added, referring to the one-design class of dinghy.
The Volvo’s bold move is not without naysayers, some of whom fear that the lack of freedom will stifle the innovation that comes with teams searching for a design edge, however small.
But a one-design approach is undeniably cost-efficient with the teams now able to share the same shore crew and avoid sinking funds into research and development of boats and sails.


Knut Frostad, the Norwegian who is chief executive officer of the Volvo Race, said the team budgets for the last race ranged from 20 million euros to 35 million euros, or about $25 million to $44 million, over a two-year period.
This time, he said the budgets range from 9 million euros to 15 million euros.
Though there is only one more team this time than in 2011, when there was a record low of six, Frostad said there could well have been no boats and no race at all.
“If we had done nothing, if we had not changed, I’m very confident we wouldn’t have existed,” Frostad said.
“There were a few other changes we could have done instead, but I think this is the right thing.
“Now the sailors know it’s about them. It’s about nothing else. It’s about who can keep the team together and they can still go as fast as before but there are no excuses now.”

The changes have helped bring an all-women’s crew back to the event — the Swedish-backed Team SCA — for the first time since 2002.
The one-design rule also means that a late entry from Denmark — Team Vestas Wind — has a chance to be competitive to a degree it simply could not have been had it needed to build and develop its own boat.

“If I were still doing the race, I would miss the custom aspect of it,” Read said.
“I loved integrating the design and sailing teams, but for the race’s viability, I think one design was probably the only option, and I think they are very happy they did it.”

Enright and Towill are certainly delighted.
They met in 2007 after both made the cut for the documentary film project “Morning Light’’ in which a crew of young sailors, funded by Roy Disney, competed in the 2007 Transpacific race.
During that project, Enright and Towill heard inspirational tales from former Volvo Race winners like Stan Honey and Mike Sanderson.

The young Americans caught Frostad’s eye in 2011.
Though teams once came to the race on their own with their sponsors and backing in place, Frostad and Volvo organizers have become increasingly involved in identifying potential sponsors and connecting them with prospective sailors.
Though Enright and Towill courted American companies, Frostad eventually put them in touch with Alvimedica, a Turkish medical supply manufacturer looking to raise its profile globally.
The team is flying both Turkish and American flags during the race.

It has been quite a learning curve, and it is only going to get steeper as the Volvo rookies head off on the longest leg of their lives and then sail for the first time in the direction of the volatile Southern Ocean.
“They’re going to be a lot older and wiser when they get to Sweden in nine months,” Frostad said.
Meanwhile, back in Rhode Island, Enright’s wife Meris, a fifth-grade teacher, will be helping to organize a geography class of her own with a certain round-the-world race for a tool.
“She’s doing it with her kids this time around,” Enright said.

Links :

Friday, October 10, 2014

‘The other CO2 problem’: How acidic oceans will cost our economy billions

 Ocean Acidification - Revolution World Issue
An in-depth look at ocean acidification, carbon emission and ocean PH, narrated by Rob Stewart, Director of the film Revolution.
Stewart shows us how increased carbon emissions create greenhouse gas, global warming and the biggest threat to our planet and marine ecosystems, Ocean Acidification.

From ThinkProgress by Emily Atkin

The growing acidity of the world’s oceans could cost the global economy $1 trillion by 2100 if humans don’t stop putting so much carbon dioxide into the atmosphere, according to an extensive report compiled by 30 experts worldwide and released Wednesday by the U.N. Convention on Biological Diversity.

Oceans have absorbed so much carbon dioxide emitted from power plants, deforestation, manufacturing, and driving, that their acid levels have increased by a staggering 26 percent over the last 200 years, the report said.
The disruption of the ocean’s natural pH levels are directly impacting the health of marine life and ecosystems and scientists emphasize that if these trends continue unchecked, it could be both horribly detrimental for the world economy and largely irreversible for thousands of years.

 A Norwegin coral reef with gorgonian and stony corals in Norway.
Credit : AP photo, Geomar, Karen Hissman

“The oceans are facing major threats due to rising levels of carbon dioxide in the atmosphere,” said Braulio Terreira de Souza Dias, the Convention’s executive director, in a statement accompanying the report.
“In addition to driving global climate change, increasing concentrations of carbon dioxide affect ocean chemistry, impacting marine ecosystems and compromises the health of the oceans and their ability to provide important services to the global community.”

Wednesday’s report is intended to be the most up-to-date compilation of what we currently know about ocean acidification — one of the biggest and least talked about effects of global warming — and what we know so far about its effects.
It draws on hundreds of peer-reviewed papers published in the last few years to provide a comprehensive guide.

Here are some of its most important takeaways.

More than a quarter of all CO2 emitted is absorbed by the ocean


Not all greenhouse gas emissions from power plants and other sources end up in the atmosphere. According to the report, more than 25 percent of all carbon emissions are absorbed into the ocean.
When the carbon enters the ocean, it dissolves, forming carbonic acid.
The carbonic acid then dissociates, and forms bicarbonate ions and hydrogen ions. As the hydrogen ions increase, so does the ocean’s acidity.

The acidity that results does not mean that the ocean is actually acid, or falling below a pH level of 7.0.
The term “acidification” refers only to the process of the oceans becoming less alkaline than they were previously. It is possible, however, that oceans could eventually fall into the acid category if emissions keep rising over the next 100 years.

An acidic ocean hurts marine life, and therefore hurts the economy

 From left the right, this graphic shows the direct impacts of putting CO2 into the ocean, and how those impacts effect ecosystems, food security, and coastal protection, among other things.
 credit : CDB.INT

Increased ocean acidity impacts the ocean in a number of ways.
Directly, it can make it harder for coral and some plankton to produce their skeletons and shells, and increase the risk of those shells dissolving.
Acidification can also change the behavior of marine fish and some invertebrates, making them more susceptible to predators.
The U.N. study cited reef fish larvae as an example, observing that fish exposed to elevated CO2 lost their abilities to distinguish between different habitat types, to distinguish between kin and non-kin, and to smell predators.
Fish, the report said, become “no longer able to learn.”

In all, acidification harms ocean ecosystems, which is bad for humans because ocean ecosystems “help create human well-being and economic wealth,” the report says.
Specifically, ocean ecosystems support a number of industries: commercial fishing, shellfishing, tourism, leisure and recreation.
Reduced coral health can impact their natural defense of erosion, making it more costly to maintain coastlines.

The U.N. report admits that more research needs to be done on the extent of harm that will be done to these industries because of acidification, and the uncertainty makes it difficult to estimate the economic impacts.
At least one study, though, determined that the global economy would lose up to $1 trillion in services like coastline maintenance by 2011, just because of impacts on coral reefs.
Those estimated losses don’t include effects on tourism or other industries.

The economic impacts of ocean acidification are already being felt

Rising acidity levels in the oceans have posed a serious threat to shellfish, particularly oysters
Credit : AP photo, Ted S. Warren

The U.N. report cited “strong evidence” that acidification is already negatively impacting shellfisheries off the northwest coast of the U.S., partially because the pH of the water there is already so low.
Oyster hatcheries in Oregon and Washington, the report said, have been suffering high death rates in larvae — up to 80 percent — since 2006.
The pH of the hatchery’s water are “major factors” affecting that death rate, the study said.

The problem at one point threatened the viability of that industry, which the report says has a total economic value of about $280 million every year.
Fortunately, those businesses have been able to recover their operations for now.
“The oyster hatcheries have now adapted their working practices so that they avoid using very low pH seawater, either by re-circulating their seawater or treating their water during upwelling events,” the report said.
“With these new practices, the north-west coast oyster hatcheries are producing near to full capacity again.”

If we don’t stop acidification soon, fixing it could take thousands of years

This graphic shows how the pH level of the ocean would change 
in the “business as usual” scenario predicted by the IPCC.
credit : CDB.INT

One of the most jarring aspects of the U.N. report is its observations of historical evidence to see how long it would take to restore oceans to normal after an acidification period.
The Paleocene-Eocene Thermal Maximum (PETM), or about 56 million years ago, likely had carbon content closest to the content we have today, the report said.

It’s not a perfect analogy, the report says, as the carbon that was concentrated in the ocean 56 million years ago was naturally accumulated over thousands of years, not man-made over tens or hundreds of years like today.
Back then, an estimated 2000-3000 petagrams of carbon was released into earth’s atmosphere over 10,000 years.
Now, the IPCC predicts the world will release 5000 petagrams of carbon into the atmosphere over the next 500 years if we follow a “business as usual” scenario.
The geological record shows that it took approximately 100,000 years for the oceans to return to the pH level we now consider to be “normal” after the PETM.
That leads scientists to believe that, absent some sort of remedy, it could take a similar amount of time for our ocean to return back to normal as well.
“We can see that ocean acidification is not a short-lived problem,” the report reads, “and [it] could take many thousands of years to return to pre-industrial levels even if carbon emissions are curbed.”

Links :