Tuesday, February 28, 2017

The 'curious' robots searching for the ocean's secrets

Yogesh Girdhar, a researcher at Woods Hole Oceanographic Institute, swims with a "curious" robot he helped build
picture : Ioannis Rekleitis / McGill University

From The Atlantic by Erica Cirino 

A new class of machines knows how to recognize and investigate unexpected things that pop up underwater.
People have been exploring the Earth since ancient times—traversing deserts, climbing mountains, and trekking through forests.
But there is one ecological realm that hasn’t yet been well explored: the oceans.
To date, just 5 percent of Earth’s oceans have been seen by human eyes or by human-controlled robots.
That’s quickly changing thanks to advancements in robotic technologies.
In particular, a new class of self-controlled robots that continually adapt to their surroundings is opening the door to undersea discovery. These autonomous, “curious” machines can efficiently search for specific undersea features such as marine organisms and landscapes, but they are also programmed to keep an eye out for other interesting things that may unexpectedly pop up.
Curious robots—which can be virtually any size or shape—use sensors and cameras to guide their movements.
The sensors take sonar, depth, temperature, salinity, and other readings, while the cameras constantly send pictures of what they’re seeing in compressed, low-resolution form to human operators.
If an image shows something different than the feature a robot was programmed to explore, the operator can give the robot the okay to go over and check out in greater detail.


The field of autonomous underwater robots is relatively young, but the curious-robots exploration method has already lead to some pretty interesting discoveries, says Hanumant Singh, an ocean physicist and engineer at Woods Hole Oceanographic Institution in Massachusetts.
In 2015, he and a team of researchers went on an expedition to study creatures living on Hannibal Seamount, an undersea mountain chain off Panama’s coast.

Hannibal Seamount with the GeoGarage platform (NGA chart)

They sent a curious robot down to the seabed from their “manned submersible”—a modern version of the classic Jacques Cousteau yellow submarine—to take photos and videos and collect living organisms on several dives over the course of 21 days.

Join Woods Hole Oceanographic Institution scientists as they set out on a twenty-day ocean expedition to Coiba Island off the coast of Panama.
Here you'll get an inside look at the cutting edge research being conducted to understand the fragile Hannibal Seamount.

On the expedition’s final dive, the robot detected an anomaly on the seafloor, and sent back several low-resolution photos of what looked like red fuzz in a very low oxygen zone.
“The robot’s operators thought what was in the image might be interesting, so they sent it over to the feature to take more photos,” says Singh.
“Thanks to the curious robot, we were able to tell that these were crabs—a whole swarming herd of them.”
The team used submarines to scoop up several live crabs, which were later identified through DNA sequencing as Pleuroncodes planipes, commonly known as pelagic red crabs, a species native to Baja California.
Singh says it was extremely unusual to find the crabs so far south of their normal range and in such a high abundance, gathered together like a swarm of insects.
Because the crabs serve as an important food source for open-ocean predators in the eastern Pacific, the researchers hypothesize the crabs may be an undetected food source for predators at the Hannibal Seamount, too. When autonomous robot technology first developed 15 years ago, Singh says he and other scientists were building robots and robotics software from scratch.
 
Today a variety of programming interfaces—some of which are open-source—exist, making scientists’ jobs a little easier.
Now they just have to build the robot itself, install some software, and fine-tune some algorithms to fit their research goals.
While curious robot software systems vary, Girdhar says some of the basics remain the same.
All curious robots need to collect data, and they do this with their ability to understand different undersea scenes without supervision.
This involves “teaching” robots to detect a given class of oceanic features, such as different types of fish, coral, or sediment.
The robots must also be able to detect anomalies in context, following a path that balances their programmed mission with their own curiosity.
This detection method is different from traditional undersea robots, which are preprogrammed to follow just one exploration path and look for one feature or a set of features, ignoring anomalies or changing oceanic conditions.
One example of a traditional robot is Jason, a human-controlled “ROV,” or remotely operated vehicle, used by scientists at Woods Hole to study the seafloor.

 Ocean One Stanford's Humanoid Diving Robot used for marine archeology,

tested with success on a wreck in Toulon (France)

Marine scientists see curious robots as a clear path forward.
“To efficiently explore and map our oceans, intelligent robots with abilities to deliberate sensor data and make smart decisions are a necessity,” says Øyvind Ødegård, a marine archaeologist and Ph.D.
candidate at the Centre for Autonomous Marine Operations and Systems at Norwegian University of Science and Technology.
Ødegård uses robots to detect and investigate shipwrecks, often in places too dangerous for human divers to explore—like the Arctic.

Other undersea scientists in fields like biology and chemistry are starting to use curious robots to do things like monitor oil spills and searching for invasive species.
Compared to other undersea robots, Ødegård says, autonomous curious robots are best suited to long-term exploration.
For shorter missions in already explored marine environments, it’s possible to preprogram robots to cope with predictable situations, says Ødegård.
Yet, “for longer missions, with limited prior knowledge of the environment, such predictions become increasingly harder to make.
The robot must have deliberative abilities or ‘intelligence’ that is robust enough for coping with unforeseen events in a manner that ensures its own safety and also the goals of the mission.”
One big challenge is sending larger amounts of data to human operators in real time.
Water inhibits the movement of electromagnetic signals such as GPS, so curious robots can only communicate in small bits of data.
Ødegård says to overcome this challenge, scientists are looking for ways to optimize data processing.
According to Singh, one next step in curious robot technology is teaching the robots to work in tandem with drones to give scientists pictures of sea ice from both above and below.
Another is teaching the robots to deal with different species biases.
For example, the robots frighten some fish and attract others—and this could cause data anomalies, making some species appear less or more abundant than they actually are.
Ødegård adds that new developments in robotics programs could allow even scientists without a background in robotics the opportunity to reap the benefits of robotics research.
“I hope we will see more affordable robots that lower the threshold for playing with them and taking risks,” he says.
“That way it will be easier to find new and innovative ways to use them. 

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Monday, February 27, 2017

Bringing the electric revolution to the seas

photo : Hurtigruten

From Bellona

When it comes to cutting emissions from transport, shipping and aviation are often referred to as the elephant in the room: having been excluded from the Paris agreement and being inadequately addressed under existing UN conventions and EU legislation.

Inclusion of road transport under the ETS would delay and reduce the rate of emissions reductions from transport, while endangering the attainment of the EU’s climate and energy security objectives. What is more, inclusion of the transport sector under the ETS would act to weaken the ETS and increase its costs.
“The inclusion of road transport into the ETS would also act to undermine the adoption of more effective, climate specific policies targeted at transport, such as emission performance standards and clean fuel standards, which can stimulate investment in zero emission vehicles, and attain transport decarbonisation quicker” comments Bellona adviser Teodora Serafimova.
This should also be the case when it comes to tackling shipping emissions.
The European Parliament last week put forward a proposal to include the shipping sector in the EU ETS if the IMO fails to deliver a global deal.
The shipping sector’s inclusion under the ETS would constitute the EU’s first ever regulation of shipping emissions.
 ECA (Emission Control Areas)
Members operating ships over 400GT, trading in designated emission control areas (ECAs), including yachts, may already be aware of the emission limits introduced designed to reduce the sulphur oxide and nitrogen oxide emissions of ocean-going vessels.
With effect from 1 January 2015, it is a requirement that all fuel oil used on board must have a sulphur content of no more than 0.10% m/m.
The requirements in ECAs, includes the Baltic Sea, North Sea, East and West coasts of the United States and the Caribbean Sea.
These regions apply more stringent general requirements from those that apply to other waters.

Such a ‘plan B approach’ to tackling shipping emissions, however, is simply insufficient.
Bellona strongly advocates separate targets and regulations for reducing the ever growing share of emissions from the maritime sector, which are currently responsible for more than 2% of global greenhouse gas emissions.

 Projected SO2 and NOx emissions for 2020 from EU land-based sources and from international shipping in European sea areas in the absence of additional control measures (kilotonnes).

The European Commission forecasts that EU-related ship CO2 emissions will increase by 86% in 2050 compared to 1990 levels.
They represented 13.7% of EU transport emissions in 2013.
By 2050, international shipping could be responsible for 17% of global CO2 emissions if left unregulated.
This calls for urgent measures to be introduced in the EU and UN to cut shipping emissions if we are to halt global temperature rise below 2°C.


Shipping and pollution-related health issues

In addition to its heavy carbon footprint, shipping is also a major source of local air pollution in Europe.
By 2020, it could produce more nitrogen oxides (NOx) than all land-based sources of emissions combined.
In harbour cities, ship emissions have become a dominant source of pollution in particular when considering fine particulate matter emissions.
With increasing global trade and transport, the emissions from shipping and maritime transport, should no longer be overlooked.
Health aspects are important to keep in mind, as air pollution is leading to 524 000 premature death causes in Europe every year, making it the biggest killer on the continent.
The pollution can be mitigated by the use of shore-side electricity supply and by progressively electrifying maritime transport starting with local ferries for example.
When looking into the possibilities of electrifying maritime transport, Bellona draws lessons from Norway, who has been gradually shifting towards electric ships for tourism-, transport- and commercial shipping purposes.
Norway is a good starting point, with surplus of renewable energy (roughly 98% of its electricity coming from clean hydropower) and many years of experience in development of electric vehicles and ships.

 Bellona and North Sailing redesigned this ship to run off batteries and recharge with sails
 Credit: North Sailing
 
Norway taking ‘electric shipping’ from concept to reality

Norway has proven the technology is here and available, having delivered a fully electric ship and fishing boat, and introduced last year the electric tourist ship “Seasight” in the fjord of Nærøy.
Ships in harbours are currently emitting the same amount of Particulate Matter (PM) and SOx as the entire Norwegian personal transport sector, in addition to 58% of its NOx emissions.
Measures are being taken to lower the emissions from Norwegian harbour cities, where large ships emit large quantities of NOx particles.
Private companies, too, are progressing towards better solutions, such as Color Line, which is currently developing hybrid ships to lower the air-and noise-pollution when sailing in and out of Norwegian fjords and harbours.
Electric ships are also in use for tourism in fragile Arctic areas, for whale safari near Iceland and Greenland, and the first fully electric ship, Opal, utilises sail power to recharge its batteries.
One key solution is to provide electricity to ships in harbours.
By doing so in its 28 largest harbours, Norway would eliminate 356 000 tons of CO2 yearly.
This number corresponds to emissions from a large industry, such as Statoil’s methanol factory in Tjeldbergodden, or Heidrun-platform in the Norwegian Sea.
The technology is here, and to be able to reduce the emissions from the shipping sector, we should look at examples from the electrification of vehicles, by developing policies that favour environmental solutions.
Last year, Bellona entered into cooperation with battery company BEBA which is working on more efficient batteries for large transport such as heavy duty vehicles and ships.

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Sunday, February 26, 2017

Brazil DHN layer update in the GeoGarage platform

2 new raster charts added + 64 updated in the GeoGarage platform 

Underwater mobile dynamic mapping

On July 15th, 1942, the German U-boat 576 was sunk off the coast of North Carolina.
Today, you can see an amazing 3D image of U-576 in the form of processed point cloud.
This was created using a revolutionary new dynamic underwater mobile scanning technique using lasers.
Using Sonardyne’s LBL acoustic positioning technology, coupled with SPRINT INS, Syrinx Doppler navigation and 2G Robotics’ ULS-500 laser mounted to a manned submersible, NOAA were able to fly over the sunken U-boat whilst simultaneously taking continuous laser scans.
DOF Subsea, Sonardyne, 2G Robotics, and Seatronics successfully demonstrated a new underwater surveying technique that could significantly shorten the time needed to map underwater structures and offshore sites.
The new technique uses a 3D laser scanner fitted to an ROV to create highly detailed, point cloud images of subsea assets and environments.

By combining the 3D laser data with precise underwater acoustic and inertial navigation information, it is now possible to generate centimetre resolution engineering models from which accurate measurements can be instantaneously and repeatably captured.

 
2G Robotics collaborated with the National Oceanic and Atmospheric Administration (NOAA) at the Thunder Bay National Marine Sanctuary to document America’s maritime heritage.
2G Robotics and NOAA, with the assistance of Offshore Analysis & Research Solutions (OARS), used 2G Robotics’ underwater laser scanning technology to create 3D models of some of America’s most nationally significant shipwrecks.
(other video / video)

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Saturday, February 25, 2017

This might be the prettiest footage of surfing giant Maverick's we've ever seen

Maverick's, in Half Moon Bay, California, is one of the surfing's most menacing and dangerous big waves.
This edit shows exactly why.

 NOAA nautical chart with the GeoGarage platform

 High resolution mapping of Mavericks
(courtesy of Sanctuary Simon & Fugro)

Just 20 minutes south of San Francisco, and 1/2 mile offshore from Pillar Point Harbor, Maverick’s rises from the wintery horizon to form perfect, massive waves that reach up to 60 feet. 

...exploding with such ferocity that it can be recorded on the Richter scale.
see SFGate

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