Tuesday, September 8, 2015

An act of extraordinary, underwater DIY

Week under water (British Pathe film)

From BBC by Dave McMullan

Fifty years ago, two young diving enthusiasts undertook an extraordinary act of DIY, building a capsule in which they could live at the bottom of the sea.
It was a symbol of an optimistic age.

The Breakwater Fort has stood guard at the mouth of Plymouth Sound for almost 150 years.
Its forbidding stone walls have seen a lot of maritime history, but perhaps no episode more intriguing than the Glaucus Project.
It was September 1965.
The Sixties were swinging.
The Rolling Stones were at number one.
The world was changing and anything seemed possible.

Colin Irwin, 19, and his friend John Heath, were both divers from Bournemouth and Poole Sub Aqua Club.
They were inspired by a series of big-money experiments in underwater living.
Jacques Cousteau created three Conshelf - short for Continental Shelf Station - underwater habitation and research stations at a depth of 100m (328ft) and funded by the French oil industry.

The Undersea World of Jacques Cousteau 19 Conshelf Adventure

The American Navy's SEALAB I, on the seabed off the coast of Bermuda at a depth of 58m, held four divers for 11 days until an approaching storm cut the project short.

The Story of Sealab I

The two young British divers decided to have a go themselves.
Irwin, now 69, was convinced it was the way forward: "We all thought at the time, 'Well, this is the future. We may not populate the Moon, but we're going to have villages all over the continental shelf, and we thought it's about time the British did the same thing'."

It took months of work to scrape together the £1,000 budget to build the Glaucus habitat.
"One of the club members, his dad owned a shipyard, so we had someone who could actually make the underwater house on the cheap. So we were able to put it all together and get the job done," says Irwin.

Divers outside the Glaucus habitat

Documents and letters from the time, though, show how tight the money was.
The team had to beg the company supplying them with oxygen to let them have it for nothing.
But it was that shoestring budget that earned Glaucus its place in history.

Where Cousteau and the US Navy had been able to use huge compressors to pump oxygen down into their habitats, Irwin and his team simply could not afford that.
Their solution was a world first.
"We had to analyze the atmosphere, see what the oxygen level was, what the carbon dioxide level was and put out soda lime to absorb the CO2 and top it up with oxygen bottles. So by virtue of economics, we became the first underwater home with a self-contained atmosphere," says Irwin.

The Glaucus was towed into place on 19 September by a tugboat and lowered 11m down between the Breakwater and the Fort, where the waters would be calmer.

The Glaucus Habitat :
Metal cylinder weighing 1.8 tonnes, and measuring 3.7m, and 2.1m in diameter
Ballasted with pig iron and sections of railway line, weighing some 14,000kg
Container included a foldable table and two bunks, giving aquanauts free floor space of 2m x 1.4m

The finished habitat was a cylinder tank, made of steel, which weighed in at two tonnes and was 3.7m long and 2.1m high - just enough room to walk around.
Once Irwin and Heath were inside, they kept in contact by phone to a team stationed on the fort but apart from that, they were on their own.
Quarters were close, it was very cold and 100% humid - and the tank was open to the sea at the bottom through a hatch.

Irwin remembers it was quite a change from a normal dive.
"What was psychologically different about it was that normally if you get into trouble, you want to get up to the boat or dry land. But after we'd been down there 24 hours, we were on what's called a full saturation dive. Our fatty tissues were full of dissolved nitrogen. If we'd made an emergency ascent, we'd have got the bends."

 
The Glaucus being winched into Sutton Harbour

Nipping out for a "number two" toilet break was something of a challenge.
The aquanauts had to restrict themselves to only going every couple of days as they had to go through a hatch to a separate compartment, so their living area wouldn't get contaminated.
Luxury living it was not - but they survived the week.

It's an achievement that is still respected, says Dr John Bevan, chairman of the Historical Diving Society, who runs the National Diving Museum in Gosport.
"It's the fact that it was an amateur experiment, and so successful, in terrible conditions. It wasn't the Mediterranean or the Red Sea or California. It was cold and damp and probably the most difficult of all the underwater living experiments."

Back on dry land, Colin Irwin started work on designing a larger capsule and tried to find funding from the government and industry.
But what the Cousteau and American experiments had showed was that the dream of creating underwater living was too expensive and risky.
The '60s dream of underwater villages alongside dry land started to fade.

Irwin himself moved on to develop a career promoting peace around the world, working in Northern Ireland and the Middle East.
He now works at Liverpool University but has lost touch with his fellow aquanaut John Heath.

The Glaucus capsule itself came to a rather sad end.
It now lies just off the Breakwater Fort about 13m below the surface where it's quietly rotting, listing on its remaining legs.
Divers regularly go down to see it for themselves, and Colin himself went back for the first time over the summer with the BBC's Inside Out South West.

The underwater home can't be salvaged now as it is too badly damaged but it has been given a new lease of life.

The Human Interface Technologies Team at the University of Birmingham has been working for some time on creating a virtual reality seascape of Plymouth Sound, the final resting place of many wrecks.

The latest addition to this Virtual Heritage is a computer-generated dive down to, and inside, the Glaucus itself.
Prof Bob Stone, from the university's Human Interface Technologies Team, is leading the project.
"We're going for realism with this project," he says.
"We can get very detailed images indeed especially with the games technology we're using. So we can simulate turbid water, particles in the water, lighting effects underwater."

Glaucus capsule VR

It has been a long and painstaking process to build the virtual reality.
Bob's team used the original plans, as well as high-definition close-up and aerial photographs of the Breakwater, and sound recordings to make the recreation as realistic as possible.
"We're hoping eventually to put the simulation on a smartphone or tablet or to download as an app to show schoolchildren, particularly those in Plymouth who've got no idea that this kind of history is on their doorstep."

Colin Irwin visited Birmingham to take the first virtual trip down memory lane.
"They've got it spot on, the height, the dimensions. At one point I put my hand out to brace myself as I was getting up from the virtual reality hatch and, of course, there was nothing there."

The Glaucus itself may have come to a watery end - something Irwin regrets - but thanks to some technological wizardry, perhaps a little bit of that pioneering spirit lives on.

Links :
  • TED : Fabien Cousteau: What I learned from spending 31 days underwater

Monday, September 7, 2015

Canada CHS update in the GeoGarage platform

75 nautical charts have been updated (August 31th, 2015)

see : GeoGarage blog

Drone ships move closer to reality as Inmarsat gets on board

Crew of landlubbers: Autonomous ships will be controlled from the shore
when they are not navigating themselves

From TheTelegraph by Alan Tovey

Satellite communications group Inmarsat signs up to research project investigating how to build drone ships which can sail without a crew 

ADVERTISING
Shipping could be revolutionized by automatic cargo ships navigating the world’s oceans, only checking in with shore-based operators in emergencies.
Removing humans from long voyages would cut the cost of operating ships – crew can represent a third of a ship's running costs – and allow them to carry more cargo in the space normally taken up by people.
Inmarsat will provide expertise in data transfer and communications to the Advanced Autonomous Waterborne Applications (AAWA) initiative, with drone ships’ ability to stay in contact with land bases while out on the oceans being seen as key to their viability.


Global Xpress: Changing the future for us all
Hear from Inmarsat’s CEO and technology experts as we begin our transformational connectivity journey that is Global Xpress.
See how we are meeting people’s expectations to be connected wherever they go through our next-generation satellite broadband service, to bring faster speeds and higher capacity on land, at sea and in the air.

Last month Inmarsat launched its third Global Xpress satellite providing high-speed broadband connections from space, and when this satellite - located 22,000 miles above the Pacific - comes into service at the end of the year it will complete the FTSE 100’s company’s worldwide network.
This will mean that there will be no “coverage blackspots” on any of the world’s seas where drone ships would lose contact with their human operators, meaning they have constant and virtually real-time connections.

 How autonomous ships will work

“The Global Xpress mobile broadband network is a turning point for the future of the maritime industry and lends itself to the AAWA initiative,” said Ronald Spithout, Inmarsat’s maritime president, adding that satellite broadband is “fundamental” to autonomous ships.
“Global Xpress is the last big piece in the puzzle to bring about drone ships, although many other aspects need to be fleshed out, such as the legal and who is liable if something goes wrong.”
While the AAWA programme, which is being led by fellow blue chip Rolls-Royce, is still in its early stages, Inmarsat expects the research to produce spin-off technology which should boost its revenues before the first experimental drone ship makes its maiden voyage – something expected to occur within 10 years.
Mr Spithout said: “Before we get fully autonomous ships, there should be increased demand for maritime satellite broadband traffic as companies develop applications such as remotely monitoring cargo.”

Oskar Levander, Rolls-Royce’s president of marine innovation said that while much of the technology required for drone ships is available today, it is integrating it and developing the systems to operate unmanned vessels that is the next step.
“This gives us the chance to redefine what a ship really is,” he said.
“How it looks, how it operates and how efficient it is.”

Autonomous ships are increasingly catching the imagination of shipping companies looking for economies.
While crews could still be needed for complex operations such as docking, when a ship is in the open ocean they have little to do other than navigate and monitor systems, tasks which can easily be automated.
Crews could be ferried on and off to handle docking, or airlifted to a ship which runs into trouble or needs repairs.
Removing humans would also reduce the price of shipbuilding, with no need for heating and water systems, which add complexity and cost.
With no need for these systems, the amount of power a ship needs would be reduced, making them more efficient – a vital factor as regulation forces ships to reduce pollution.

 Without the need for facilites to house a human crew, ships could look very different

A single captain at a central base could also control several ships at a time, further reducing costs.
The threat of piracy could also be reduced, with ships being designed so they are harder to board or computer control meaning they can be shut off remotely, hampering criminals.
Mr Spithout added: “Without a crew on board, who is there for pirates to hijack?”
He added that cyber security would also need to be improved to prevent ships systems being hacked.
The AAWA project is being financed by Tekes, Finland’s technical research funding agency.

Links :

Sunday, September 6, 2015

Sea lion in a fishing net

Video shot in 600ft (185m)
GoPro Hero3 and 4's were used along with extreme depth camera housings/lights
manufactured by GroupBinc.com.

This video was shot during while trawling a highly modified net.
This net was made specifically to sort juvenile fish from mature fish.
This selection process reduces by-catch to virtually nothing.
Of all the fish that you see coming into the net (overall about 50K lbs), only 10% were kept (bigger mature), while the others swam through the net unscathed.

Furthermore, this new design reduces bottom contact by 95%.
In this experiment, the trawler made 10 passes with the new net.
A ROV was then deployed to record the damage.
Several times, the ROV crew had to double check their position as there was no damage to the seafloor.
It wasn't until they got on the edge of the path that there was a slight 6cm depression, the width of the barndoor.
Needless to say, this new net could revolutionize global commercial fishing.

Saturday, September 5, 2015

The Coral Sea particularly sensitive sea area

The Coral Sea is considered one of the most distinctive and undisturbed natural systems in the world.
It is home to the Great Barrier Reef Marine Park which was made a Particularly Sensitive Sea Area (PSSA) for shipping by the International Maritime Organization in 1990.
In order to protect this vulnerable region the Australian Maritime Safety Authority has taken a proposal to the International Maritime Organization to extend the existing PSSA into the Coral Sea.
The new area will cover approximately 564,000 square kilometers of the Coral Sea and includes a number of shipping hazards not covered by the current arrangements.
The extension provides a means of protecting the unique physical, ecological and heritage values of the Coral Sea while having a minimal impact on international shipping.

The Great Barrier Reef and Torres Strait Vessel Traffic Service (REEFVTS) is a joint operation between AMSA and Maritime Safety Queensland.
The system monitors and manages the thousands of ships travelling through the area each year.
The system is designed to prevent vessels running aground and damaging the world heritage area.