Friday, October 19, 2018

World Mercator projection with true country size added

 How the Mercator projection distorts the true sizes of countries on maps
map made by Neil Kaye, data scientist  
 
courtesy of Jaub Nowosad
 
..., distorsion particulary in the Northern hemisphere
However Mercator was not developed as a way of manipulating people's perceptions about the size of non-European countries.
It was 'invented' by the Flemish geographer and cartographer Gerardus Mercator in 1569 and became the standard map projection for nautical navigation because of its ability to represent lines of constant course, known as rhumb lines. 

Links :

Thursday, October 18, 2018

Rolls-Royce wants to fill the seas with self-sailing ships

Rolls-Royce is a pre-eminent engineering company focused on world-class power and propulsion systems.

From Wired by Jack Stewart

“Helsinki VTS, thank you for permission to depart,” the captain says over the radio.
He checks with the Vessel Traffic Service to see if there’s anything to be looking out for.
Just one other big ship, but also lots of small boats, enjoying the calm water, which could be hazards.
Not a problem for this captain—he has a giant screen on the bridge, which overlays the environment around his vessel with an augmented reality view.
He can navigate the Baltic Discoverer confidently out of Finland's Helsinki Port using the computer-enhanced vision of the world, with artificial intelligence spotting and labeling every other water user, the shore, and navigation markers.


This not-too-far-in-the-future vision comes from Rolls-Royce.
(One iteration of it, anyway: The Rolls-Royce car company, the jet engine maker, and this marine-focused enterprise all have different corporate owners.) The view provided to the crew of the (fictional) Baltic Discoverer is an example of the company's Intelligent Awareness system, which mashes together data from sensors all over a vessel, to give its humans a better view of the world.
But that’s just the early part of the plan.
Using cameras, lidar, and radar, Rolls wants to make completely autonomous ships.
And it's already running trials around the world.

“Tugs, ferries, and short-sea transport, these are all classes of vessels that we believe would be suitable for completely autonomous operations, monitored by a land based crew, who get to go home every night,” says Kevin Daffey, Rolls-Royce's director of marine engineering and technology.
Suitable, because they all currently rely on humans who demand to be paid—and can make costly mistakes.
Over the past decade, there have been more than 1,000 total losses of large ships, and at least 70 percent of those resulted from human error.
The argument looks a lot like the one for self-driving cars: Machines stay sober and focused, beat out human reaction times, and can look in every direction at once.
Get their programming right, and they should crash less than humans do.


Moreover, the economic case for automating shipping is clear: About 100,000 large vessels are currently sailing the world's oceans, and the amount of cargo they carry is projected to grow around 4 percent a year, according to the United Nations Conference on Trade and Development.
Beyond preventing accidents, human-free ships could be 15 percent more efficient to run, because they don't need energy-gobbling life support systems, doing things like heating, cooking, and lugging drinking water along for the ride.

The ship's sensors are similar to those you'd find on your neighborhood self-driving car, with a few important changes.
Their cameras have to provide enough information to identify small objects on the horizon, which means they need a higher pixel count for better resolution, which means more data to sort through.
“It’s a terabyte of data a day,” Daffey says.
That requires a huge amount of processing power, so Rolls is working with Intel to install server rooms on its vessels.
The sensors generate a staggering amount of data.
All of it's stored onboard and uploaded to the cloud once per month, when the ships dock.

Collecting the data is only step one.
Understanding it comes thanks to a neural net, which Rolls-Royce is training with 5 million images scraped off the internet.
It’s using crowdsourcing to identify objects (like car companies do with road features) to train its AI what boats look like from every angle, how markers appear, and where coastlines begin and end.
It’s also running a trial system on a Japanese ferry out of Kobe, which typically runs at night, so is able to collect a lot of thermal-camera night-vision images, and on ferries which run off the southwest coast of Finland.
“The great thing about the sea there is the huge amount of traffic, so we see lots of different, difficult-to-identify craft, like pleasure vessels,” Daffey says.


We are pioneering a major advance in ship safety with the introduction of our new Intelligent Awareness (IA) system.
IA is an advisory system that enhances the situational awareness of vessel surroundings, critical to decision making, through intelligent sensor data fusion.
This enables safer operation in challenging and complex environments and improves operational efficiency.

The next step, again, like cars, is to run autonomous operations in areas that are well defined, with reasonably predictable conditions.
Self-driving car companies are flocking to Phoenix, Arizona, for that.
Rolls-Royce is using designated test areas off the coast of Norway.
It’s supplying 19 ferries with “autocrossing” systems.
Think Tesla’s Autopilot.
These systems are designed to handle some tasks of sailing, but there’ll still be a human onboard, in charge.
The computer could undock, cross between ports, and redock.
It could also optimize the route for fuel economy and automatically adjust power to take into account wear or fouling of the boat and propeller, weather conditions, and keep to timetables, which should help cut operating costs.


Rolls isn't the only company looking to take the humans off the high seas.
Buffalo Automation, a startup with close ties to the University of Buffalo in New York, has developed a system that can control ships up to 800 feet long, and has been testing it on the Cuyahoga River in Cleveland.

Meanwhile, the International Maritime Organization is only just starting to consider new rules and permissions for autonomy, which makes sailing across international jurisdictions tricky.
Some ships, like those carrying hazardous cargo, may never go people-free, Daffey says, but that leaves plenty of market share.

Rolls-Royce believes it could speed things up by sticking to one country’s waters.
It wants to operate ferry services in welcoming countries like Norway, Finland, Denmark, Singapore, and the UK in two to three years, to start to deliver on the bigger vision, augmented and beyond.

Links :

Where do we map next?

Map showing multibeam data in the study area from the Global Multi-resolution Topography Synthesis (GMRT), National Centers for Environmental Information (NCEI), EMODnet and from the Spanish and Portuguese National Archives (modified after Woelfl et al. (2017)).

From Hydro by Anne-Cathrin Wölfl, Jennifer Jencks, Colin Devey

Mapping the world’s oceans is a tremendous task that would benefit from a prioritisation strategy.
In this article, an in-depth presentation of one such approach is given - a GIS-based analysis that identifies potential target areas for future mapping efforts in the North Atlantic Ocean.
The authors state that more knowledge about the seafloor could be significantly accelerated if all bathymetric data were publically available.

 North Atlantic Ocean with the GeoGarage platform (UKHO chart)

A Worldwide Data Gap

Bathymetry underpins the safe, sustainable and cost-effective execution of almost every human activity that takes place at sea, yet most of the seafloor remains virtually unmapped, unobserved and unexplored.
In fact, less than 15% of the depth of the world’s ocean waters have been measured directly and only about 50% of the world’s coastal waters (waters <200m deep) have ever been surveyed.
Knowledge of the seafloor is a crucial factor in using the oceans, seas and marine resources for sustainable development, and hence attaining the UN Sustainable Development Goal 14.
With so much ocean floor out there that needs to be surveyed, how do we choose where to begin?

A Strategy is Needed

Any mapping of the seafloor is likely to cover ‘terra incognita’.
So, it may not seem particularly important to choose where to go - any mapping will yield new results.
However, as global and regional campaign mapping initiatives (e.g. Seabed 2030) gain momentum, more strategic approaches will be needed to avoid costly duplicative efforts and keep potential mapping-related environmental impacts (e.g. ocean noise) to a minimum.

Furthermore, there are regions within the ocean that are of special interest to a variety of stakeholder groups - prioritizing mapping in these regions may have advantages in terms of the blue economy or developing sustainable ocean management plans.

An Idea is Born

The idea to analyze and identify seafloor mapping areas for future bathymetric surveys in the North Atlantic was initiated by the Atlantic Seabed Mapping International Working Group (ASMIWG), whose aim is to develop and implement a cohesive mapping strategy in the Atlantic Ocean.
This working group was established in association with the 2013 Galway Statement on Atlantic Ocean Cooperation that was signed by Canada, the European Union, and the United States to enhance cooperation and increase knowledge of the Atlantic through better coordination and collaboration in ocean observation efforts.

The working group set out to determine which areas should take priority, based on pre-defined stakeholder parameters, of every 400 x 400km square within the North Atlantic High Seas area, and identify the three areas with both the highest suitability and least amount of previous bathymetric data coverage.
The basic assumption was: the greater the number of stakeholder interest at a certain site, the higher its suitability.
The area size of 400 x 400km was chosen as being mappable within approximately 100 days using modern techniques, equivalent to a single cruise campaign involving three ships, one from each of the major Galway partners.
The North Atlantic study area was defined as lying between 23°N (Tropic of Cancer) and 66°N (Arctic Circle) - excluding both national EEZ and their granted or pending extended continental shelf claims.

The Selection of Parameters

A key step in the analysis was to first determine where bathymetric data already existed.
Perhaps surprisingly, this was not a trivial task as only a small percentage of existing multibeam data and associated geographic information is easily accessible through online portals such as the International Hydrographic Organization Data Centre for Digital Bathymetry, Global Multi-Resolution Topography Synthesis (GMRT) and EMODnet Bathymetry.
To determine the current data coverage in an area, multibeam swaths accessed from these databases were combined and displayed.
Where only ship tracks were available and the swath coverage was unknown, a buffer of 2.5km around the track was used (see figure above).
A single-beam density grid from NOAA, showing the number of soundings per 0.02° cell, was also analyses but not included in the data coverage calculations, due to the lack of significant spatial coverage of single-beam data in areas where multibeam coverage did not already exist.

The working group then identified a set of parameters based on the interests of various stakeholder groups (such as scientists, industry and environmental organizations) that factor in areas of public interest, sensitive marine areas, and areas with marine resource potential.

The following parameters were then included in the analysis:
  • Ecologically or Biologically Significant Marine Areas (EBSA)
  • Marine Protected Areas Network (MPA)
  • Vulnerable Marine Ecosystems (VME)
  • Flight Lines (FL)
  • Shipping Lanes (SL)
  • Important Areas for Cobalt-rich Ferromanganese Crust Formation (FMC)
  • Important Areas for Manganese Nodule Formation (MN)
  • Important Areas for Massive Sulphide Formation (MS)
Map of the study area showing the GIS parameter layers of category I 
Environmentally-sensitive Areas (modified after Woelfl et al. (2017)).

The parameters were grouped into three categories:
  • Environmentally-sensitive Areas (EBSA, MPA, VME) - displayed above
  • Areas of Public Interest (FL, SL)
  • Areas with Marine Resource Potential (FMC, MN, MS), to ensure a balance between user-group interests
These parameters reflect the attributes a potential target area could possess to increase its priority for future planned bathymetric surveys.
Which parameter they use depends on the individual stakeholder’s interest.

The GIS Analysis

The target areas were defined using GIS techniques and included parameters of the marine environment as well as available information regarding data coverage.
The GIS analysis was performed with ArcGIS 10.4.
First, the three categories were integrated into the GIS as individual geospatial vector layers (shapefiles) and transformed into raster layers of 1 x 1km cells.
These layers were then combined using an overlay technique and an expression executed to add up the cell values.
The desired outcome of the analysis was to obtain information about the suitability of every cell as a target area by assigning it a suitability value.
Therefore, a value of one or zero was assigned to each cell for every raster layer, depending on the presence or absence of the respective category in the cell.
The result is a map showing the spatial overlap of the three categories.
The absence of all categories in a cell would result in very low suitability, one category occurring results in low suitability, two categories occurring equals medium suitability, and all three categories means high suitability.

Results and Discussions

Result map showing the suitability of the study area and the three selected target areas
(modified after Woelfl et al. (2017)).

For visualization purposes, the multibeam data coverage was classified into four bands (0-25%, 25-50%, 50-75%, and 75-100% of the area mapped with multibeam data) for each polygon.
The three regions of highest priority singled out by this analysis have not only a high occurrence of desired attributes, reflected in a high suitability class, but also a relatively low multibeam data coverage.

 Milne seamounts with the GeoGarage platform (UKHO chart)

The first target area, in the north of the study region, includes the Milne Seamount located close to the continental slope and reaching abyssal depths of 6000m.
Milne Seamount is part of the Milne Seamount Complex, a Marine Protected Area.
Of this area, 13% was classified as highly suitable, the rest, of medium suitability, with all three categories represented.
Only 13% of this area has been mapped in detail.

 Sohm Plain Area with the GeoGarage platform (UKHO chart)

Southwest of the Milne Seamount Complex is the Sohm Plain Area.
With 24% of the area mapped, the seafloor has been characterised as being made up of abyssal plains and hills.
14% of the area is classified as highly suitable with all three categories occurring.
The remaining area shows medium and low suitability classifications.

Directly east of the US coastline and north of the Caribbean is the Sargasso Sea Area.
Almost half of this target area is highly suitable (45%), the other half, medium suitability with the presence of all three categories.
This area is mostly categorised as the abyssal plain although a small area likely reaches below 6000m water depth and into hadal regions and shows 26% data coverage.

Conclusions and Outlook

Identifying the three target areas using a selection algorithm and a GIS-based overlay technique, is one approach to answering the question “Where do we map next?”.
However, we acknowledge that the interdependencies between some of the selection criteria (e.g.
data coverage density and the designation of Environmentally Sensitive Areas) can lead to the suitability of some areas being underestimated.
For example, many marine protected areas are designated based on knowledge of the seafloor (e.g.
data coverage).
Therefore, all presently unmapped regions warrant further study and may harbour features of particular stakeholder interest.
Changing this situation, and so gaining more knowledge about the seafloor, could be significantly accelerated if all bathymetric data were publically available and accessible to all.

The value of GIS analysis is that it can be easily adjusted and repeated to include new criteria depending on interest, or new data as it becomes available.
It provides an objective way to prioritize mapping areas.
We think that this approach can contribute to filling the large knowledge gaps in our oceans by highlighting unmapped areas and suggesting potential mapping targets.

From Pilot Analysis to Data Collection


On 12 July 2018, the NOAA Ship Okeanos Explorer left Norfolk, VA to conduct a 24 day exploratory mapping expedition in the Sargasso Sea Area.
The objectives of the first US-led mapping effort in support of the Galway Statement on Atlantic Ocean Cooperation were to collect critical baseline information about the unknown and poorly understood deep-water area.
The expedition mapped over 52,000 square kilometres (20,400 square miles), an area almost three times the size of New Jersey, and acquired multibeam bathymetry, backscatter, sub-bottom and water column sonar data.
More information on this expedition can be found on NOAA’s website.

Wednesday, October 17, 2018

$48-million Triton 36000/2 submersible takes you to the bottom of the deepest oceans

The oceans are the largest, yet least understood ecosystems on our planet, and vital to our survival. Modern submersibles are finally allowing us to explore and witness the wonders at the heart of the ocean...

From New Atlas by David Szondy

If you like the water, don't mind cramped spaces, and have a spare US$48 million lying around, then Triton Submarines has a submersible that can take you and a passenger to the bottom of the deepest ocean.
With its support ship thrown in for the sticker price, the Triton 36000/2 Hadal Exploration System is designed to make repeated visits to the nadir of the seabed for science, exploration, or the ultimate joyride.

Submersibles have come a long way in the past half century.
In the 1960s they were the reserve of major navies, scientific institutes, and pioneering deep-sea engineering firms.
Today, they've become the playthings of the very rich.
For the right price, you can buy a wide variety of underwater vessels, with Triton even working on a luxury submersible with Aston Martin.

 Introducing the new Triton Submarines 'Hadal Exploration System - 36000/2'.
The world's first manned submersible commercially certified for repeatable exploration to the deepest point on Earth.
Triton 36000/2 during recovery (Credit: Triton Submarines)

But as with all luxury items, the private submersible market is a game of oneupmanship and the Triton 36000/2 is about as oneupmany as you can get.
This isn't just an acrylic sphere with electric motors and some ballast that can be dropped off the boat dock of a superyacht for a quick spin around the coral reef.
It's a cutting-edge deep-sea vessel that can rival the real record breakers.
And though anyone with the scratch can buy it, the system is also being marketed to governments, philanthropic organizations, and research institutes.


The Triton 36000/2 pressure hull

What sets the Triton 36000/2 apart is its spherical, 3.54-inch-thick (90-mm) titanium pressure hull that Triton says took new, advanced forging techniques to produce without any welds or similar weak spots.
With an inner diameter of 59 in (1.5 m), it can carry two passengers in its ergonomically-designed leather seats to the deepest spot in the ocean – the Challenger Deep, which bottoms out at about 36,000 ft (11,000 m).
At that point, the water is always near freezing, in total darkness, and the pressure is in excess of 16,000 psi (1,089 ATM).

 Triton 36000/2 being launched

This is a place that only three people have visited before and only as one-offs.
According to Triton, the Triton 36000/2 has been tested at the Krylov State Research Center in St.
Petersburg, Russia to 20,305 psi (1,382 ATM), as well as on deep dives in the Bahamas.
It has a pressure safety factor at least 20 percent greater than it will ever encounter.
In addition, it can go to those depths repeatedly on trips of over 16 hours – including the 2.5-hour descent.
Triton claims that this repeatability is a first for manned submersibles operating that such depths.

The Triton 36000/2 is built to make repeated dives to the deepest ocean sites on Earth

To achieve this, the 11.7-tonne (25,700-lb) vessel has a 64-kWh, 24-V electrical power system running on Li-Fe-P batteries that supply the life support systems, manipulator, 10 electric thrusters, four wide-angle cameras and ten 20,000-lumen LED lamps.
In the event of an emergency, it has life support for 96 hours and can jettison its batteries, thrusters, manipulator, and ballast to achieve positive buoyancy.

Because the Triton 36000/2 is designed for extreme ocean depths, the purchase price includes its support ship, the DSSV Pressure Drop.
This 224-ft (68-m) diesel electric vessel displaces 2,000 gross tons and can carry 47 passengers and crew as well as the Triton 36000/2.
The former US Navy submarine seeker and NOAA science and survey vessel has a stern-mounted A-frame for releasing and recovering the submersible, as well as a climate-controlled hangar, support systems, wet and dry labs, specimen freezers, and a media suite.
In addition it has the latest Kongsberg-Simrad EM-124 multi-beam sonar for topographic mapping of the ocean floor.

A lander on the seabed

And like any good seller, Triton is also throwing in three unmanned landers with L3 Systems-supplied acoustic modems to aid in the Triton 36000/2's navigation and to relay communications to the mothership.
They also have six push-core samplers for collecting geological and biological samples from the seafloor, as well as up to 10 L (2.6 gal) of seawater.
They can also record data on the way up and down using their conductivity, temperature and depth sensors, and their time-lapse cameras.

Locations for the Triton 36000/2 dive expedition

The Triton 36000/2 is currently on a world expedition during which it will conduct over 50 dives to the five deepest locations on Earth.
These include the Puerto Rican Trench, the Meteor Deep in the Southern Ocean, the Molloy Deep off Greenland, and the Challenger Deep in the Marianas Trench, along with other dives to historic shipwrecks.
Once these are completed, the Triton 36000/2 submersible will be available for delivery in 2019.

Links :

Tuesday, October 16, 2018