Tuesday, October 23, 2018

I’ve seen the Antarctic’s untouched beauty. There's still time to protect it

Greenpeace ship the Arctic Sunrise in Charlotte Bay, Antarctic peninsula.
Photograph: Christian Åslund/Greenpeace

From The Guardian by Javier Bardem, Oscar-winning actor and an Antarctic ambassador for Greenpeace

The ocean is threatened by climate change, pollution and fishing.
I urge world leaders to agree to establish a sanctuary


I thought it would be cold.
Not just cold, but colder than anything I had experienced in my life.
I had visions of bedraggled explorers in blizzards with ice-covered beards.

But standing there, in the bright Antarctic sun, watching creaking blue icebergs, penguins bursting in and out of the water, I felt utterly content in this glistening wilderness.

A perfectly formed iceberg pictured soon after it broke away from the Larsen C ice shelf
(Picture: Nasa / see BBC)

What I hadn’t thought about was the dark.
And not the dark of night – although as a European, that brought a dazzling new astronomy of the southern hemisphere to me – but the dark of the deep, icy, ocean depths.
I was going almost half a kilometre down to the Antarctic seafloor.


Antarctica MPAs

It was back in January of this year, and I had joined a Greenpeace research expedition as part of a campaign to create a vast Antarctic ocean sanctuary.
At 1.8m square kilometres, it would be five times the size of Germany.
If it’s created, which it could be when governments meet in the next few weeks, it would be the largest protected area anywhere on Earth.
I am one of two million people who want it to happen.

A fracture in the sea ice that is partially refrozen and continuing to re-freeze, known as a lead (Picture: NASA)

Scientists on the ship were using tiny submersibles to go where humans had never been before to explore ecosystems we know so little about: deep habitats they had been looking at on screens all their working lives but had never seen with their own eyes.
The excitement was more arresting than the cold of the Antarctic summer.

So there I was, descending, in a small, two-person submarine to the frontiers of human knowledge.
The light faded, and the sea around us turned a heavy blue.
As we sank to hundreds of metres below the surface, I was surrounded by a thick blackness.
It was a colour that I had no idea the ocean could turn.
Pitch black.

Chinstrap penguins at Orne harbour in the Antarctic.
Photograph: Christian Åslund/Greenpeace

A torch at the front of the submarine shone like a night-light for a child afraid of the dark.
It showed the way to the seabed.

The sight as it came into view was staggering.
Out of the dark and freezing depths emerged a moving, crawling, vibrant mass of life.

The temperature is so low that vegetation barely survives down here.
Nearly everything is an animal: bizarre and ghostly icefish that are semi-transparent; sea spiders that look like something out of a science-fiction film; colourful, tendrilled, feather stars, basket stars, corals, sponges.

I’m told that more people have been to the moon than have been to the bottom of the Antarctic ocean.
Maybe that’s apocryphal, but it certainly feels like it.
We know precious little about this alien environment, which is why it is so crucial to protect it before it is too late.

Emerging back into the light at the surface, the bubbles of the submarine hull clearing, it was like waking from a dream, the intangible creatures of the abyss left far behind.

I had truly seen the light and the dark of the Antarctic.
At its surface, penguin colonies stretch for miles on snow-capped islands, with millions of breeding pairs across the region, raising their chicks in this inhospitable environment.
Enormous whales surface all around, feeding on huge pink clouds of the small shrimp-like krill, which nearly all wildlife here relies on.
Fur seals and elephant seals lounge on drifting blocks of ice.
While below, another world goes on existing in dark vitality.

Underwater view of the submarine Little Planet, part of the Greenpeace expedition.
Photograph: Greenpeace

So often, we lament the destruction of the environment once it has taken place.
And it is true that wildlife in the Antarctic is facing threats from climate change, pollution and industrial fishing.
But this area still remains one of the least-touched regions on the planet.

Right now, we have an opportunity to protect this place.
The governments responsible for conservation of the Antarctic’s waters meet in Hobart, Australia, in the second half of October.
What better conservation of the Antarctic ocean could there be than the creation of the largest protected area on Earth at its heart, in the Weddell sea.
It would put the area off-limits to future human activity, protect wildlife such as penguins, seals and whales, and help to tackle climate change.

The pizza berg in the Weddell Sea with grease ice forming (Picture: Nasa)

I am proud to stand as one person in a movement of more than two million that has come together this year to demand world leaders protect the Antarctic.

Most of these people will never visit the Antarctic, but their passion for protecting it inspires me.
Across the world, people have written to their politicians; they have encouraged their friends and family to take action; they have dressed up as penguins and danced on ice to raise awareness from the streets of Buenos Aires to Beijing; they have installed penguin sculptures from Johannesburg to Seoul.
This is a global movement for a region that belongs to us all.


 The mass of the Antarctic ice sheet has changed over the last several years.
Research based on observations from NASA’s twin NASA/German Aerospace Center’s twin Gravity Recovery and Climate Experiment (GRACE) satellites indicates that between 2002 and 2016, Antarctica shed approximately 125 gigatons of ice per year, causing global sea level to rise by 0.35 millimeters per year.
These images, created with GRACE data, show changes in Antarctic ice mass since 2002.
Orange and red shades indicate areas that lost ice mass, while light blue shades indicate areas that gained ice mass.
White indicates areas where there has been very little or no change in ice mass since 2002.
In general, areas near the center of Antarctica experienced small amounts of positive or negative change, while the West Antarctic Ice Sheet experienced a significant ice mass loss (dark red) over the fourteen-year period.
Floating ice shelves whose mass GRACE doesn't measure are colored gray.

Now, as governments prepare to meet at the Antarctic ocean commission there are millions of eyes watching them and urging them to act.
To secure the Antarctic for future generations.
To allow its abundance of wildlife to flourish and its migratory species to thrive between the world’s oceans.
To help create healthy oceans that contribute to global food security.
To preserve the Antarctic ocean’s functions as one of the world’s largest carbon stores.
Because, truly, what happens in the Antarctic affects us all.


Links :

Monday, October 22, 2018

Rising seas threaten iconic Mediterranean sites

Venice, one of the cities most at risk, has already installed submerged floodgates aimed at combating flooding, but it’s one of the few to take such preventative action
(Jenny Kim/Public domain)

From Scientific American by Chelsea Harvey

The canals of Venice and an ancient Phoenician city are among the historic sites imperiled by sea level rise and coastal erosion


Climate change is already threatening some of the Mediterranean’s most treasured historical sites, from the iconic Venice canals to the ancient Phoenician city of Tyre.

A jarring new study, published yesterday in the journal Nature Communications, found that more than 90 percent of the region’s World Heritage sites are at risk now from sea-level rise and coastal erosion.

By the end of the century, 47 of the Mediterranean’s 49 sites—and some of the oldest remaining markers of the history of human civilization—will be in jeopardy.

The research highlights the fact that climate change isn’t just a problem for the future and makes the case for more immediate adaptation measures to protect these vulnerable areas.
In some high-risk cases, the scientists suggest governments may even want to consider the possibility of relocating moveable World Heritage sites.

 This photo shows the old town of Dubrovnik from a hill above the city.
(Darko Bandic/AP)

The World Heritage, a project of the U.N. Educational, Scientific and Cultural Organization (UNESCO), identifies locations around the world that have great cultural or international significance.
They are often areas that stand as testaments to outstanding architectural or technological innovation, artistic achievement, or cultural traditions; that document significant phases in human history; or that possess great natural beauty or ecological importance.

Once a location is designated a World Heritage site, it’s considered a protected area by the United Nations—but its management is up to the nations in which it’s located.

 UNESCO cultural World Heritage sites located in the Mediterranean Low Elevation Coastal Zone (LECZ). All sites are shown with their official UNESCO ID and name.
The map also shows extreme sea levels per coastal segment based on the Mediterranean Coastal Database under the high-end sea-level rise scenario in 2100

 Flood risk index at each World Heritage site under current and future conditions.
a In 2000 and b in 2100 under the high-end sea-level rise scenario

In the new study, the researchers, led by Lena Reimann of Kiel University in Germany, assessed the risk of flooding and coastal erosion at all 49 Mediterranean World Heritage sites under a variety of potential future climate scenarios through 2100.

When considering flooding threats, they evaluated sites based on their risk of experiencing a 100-year flood—that is, a flooding event severe enough that it has only a 1 percent chance of occurring in any given year.
Erosion risks were primarily based on a site’s distance from the coastline.

The scientists found that almost all the sites will be at risk, to some extent, from one threat or the other.

The most vulnerable sites to sea-level rise include picturesque Venice, with its network of intersecting canals, as well as the Italian city of Ferrara, a lasting testament to Renaissance culture and urban planning, and the ancient Basilica in the Italian city of Aquileia.

The site most at risk from coastal erosion is the Lebanese city of Tyre, an ancient Phoenician metropolis and cultural hub, which sits on a tiny peninsula jutting directly into the Mediterranean Sea.

Most sites, though, are at risk from both flooding and erosion.
And most sites facing risks in the future are in trouble now.
Those risks will continue to rise throughout the end of the century, particularly under the more severe climate scenarios.

The research underscores several major points, the scientists say.
Large-scale global climate action will be necessary to avoid extreme climate scenarios and prevent as much additional risk to the World Heritage sites as possible.

But immediate adaptation measures—those intended to protect coastal areas from the ongoing influence of sea-level rise and erosion—may also be called for in many locations.

Some of the areas on the list have already begun designing their own adaptation strategies.
The Italian government began work on a system of retractable floodgates in the Venetian Lagoon more than a decade ago.
It’s designed to protect Venice from the impact of storm surge.
But whether it will succeed is another question: The project has been fraught with delays and has yet to be completed.

As time ticks on, the need for concrete action may only become more urgent.
And it’s not just the Mediterranean whose history is at risk of being washed away.
UNESCO began preparing reports and case studies on climate change and global World Heritage sites as far back as 2006 and published a guide for adaptation in 2014.
Other studies have also focused on the effects of climate change on culturally important sites around the world.

One 2014 study in Environmental Research Letters suggests that about 19 percent of World Heritage sites around the world would be threatened by sea-level rise with a temperature increase of 3 degrees Celsius—the warming that might be expected under the current commitments to the Paris climate agreement.
That’s compared with 6 percent with no additional warming.


Other research has taken a more local approach not necessarily limited to UNESCO sites.
A 2014 report published by the Union of Concerned Scientists compiled a collection of case studies focusing on how U.S. national landmarks—including sites such as Ellis Island and Cape Canaveral—might be affected by climate change impacts including sea-level rise and an increase in wildfires.

“As the impacts of climate change continue, we must make hard choices now and take urgent steps to protect these sites and reduce the risks,” the report said.

Links :

Sunday, October 21, 2018

Multibeam & laser : River Ouse Survey

Multibeam and laser survey of the River Ouse through York city centre.
Data acquired using Ultrabeam's Ultra-1 USV.
 York is a historic walled city in North Yorkshire, England.

Saturday, October 20, 2018

An illustrated homage to the Oceans Atlas

The graphic artist Kristen Radtke recalls the influence that a book about the seas had on her young imagination (from NYTimes)

 

Friday, October 19, 2018

The USCG RDC & Electronic Aids to Navigation


These examples are based on the IALA-B buoyage system that is used in the 50 states and the Caribbean.
In the IALA-A system, used in U.S. territories in the South Pacific, the square and triangle top marks shown on V-AIS aids are switched with each other.
Refer to the graphic at Q-130.1 in U.S. Chart No.1 for more information about IALA buoyage regions.

From The Marine Link by Charlie Judice

To recreational boaters, Aids to Navigation (ATON) are the familiar red and green buoys (and day markers) that line our inland waterways.
What they might not be aware of is that buoys have been around since the days of the Roman and Egyptian empires.
In the decades following the creation of our country, buoys in every shape and color began appearing in our waterways.
It wasn’t until 1850 that Congress harmonized their deployment, thereby encouraging the familiar “Red, Right, Returning” mantra.
Fast forwarding to the 21st century, in response to the terrorist attack in 2001, Congress authorized the USCG to develop a Nationwide Automated Identification System (NAIS) which is now operational in 69 major U.S. ports and waterways.
NAIS enabled a sophisticated, mobile digital network for ship-to-ship, ship-to-shore, and ship-to-ATON communications.
This network proved its worth in the aftermath of hurricanes Harvey, Mathew, and Irma when virtual ATON were energized long before physical ATON could be strategically positioned.

AIS Enabled Radar Display
The V-AIS AtoNs are shown with diamond shaped AIS "target" symbols. 
courtesy of NOAA

The USCG’s role in these advancements would not have been possible without the dedicated professionals in their Research and Development Center (RDC) in New London.
In my 40 years in the non-governmental R&D business I have never been more impressed by the breadth of technologies and focus on the customer as I have learned more and more about the USCG RDC.
Founded in 1972, the USCG RDC has had a broad mission with respect to improving the safety and security of our waterways.
From researching ecologically sensitive cables for anchoring buoys to the ocean floor to developing upper layer communication protocols for the existing Automated Identification System (AIS) Application Specific Message (ASM) set, RDC leverages its small workforce by cooperating with partners and engaging with relevant international standards associations.

 
Non-AIS Enabled ECDIS Display of ENC
Note: On an AIS enabled ECDIS, the blue diamond target symbols seen in the image above would be displayed on top of the V-AIS AtoN symbols shown at left.

Paper Chart 12281 and ECS Display of Raster Nautical Chart
Note: This image and the EDCIS image above both show that the shore based AIS station is broadcasting the position of each of the outter virtual AIS AtoNs on top of (or nearby) the positions of each of the four lighted dolphins.

From the early days of RDC, projects were selected to help the Coast Guard perform its’ mission with respect to buoy placement.
Along with Aids to Navigation Information System (ATONIS) software, Differential Loran-C was developed and demonstrated as a positioning aid for setting buoys.
Eventually these techniques were superseded by digital GPS.
Over the years, also RDC did significant work regarding power and lighting capabilities, which are so vital for night time navigation.
Even before there was AIS, RDC was working hard on improving accuracy, reducing the cost of setting, maintaining, and managing the vast collection of buoys in U.S.
waterways.
These efforts served as a foundation for the center’s engagement in e-navigation.

The notion of e-Navigation, as defined by the International Maritime Organization (IMO), is only about a decade old, yet much progress is being made.
The Committee on the Marine Transportation System (CMTS) is using the eNAV definition to develop its strategy for eNAV advancements in the U.S.
Their goal is: “the harmonized collection, integration, exchange, presentation and analysis of maritime information onboard and ashore by electronic means to enhance berth to berth navigation and related services, for safety and security at sea and protection of the marine environment”.
RDC developed AIS architectures that are in alignment with those International Standards.
To be more specific about one aspect of design, the RDC followed the International Telecommunications Union (ITU) recommendation:
  • a) that the use of a universal shipborne AIS allows efficient exchange of navigational data between ships and between ships and shore stations, thereby improving safety of navigation;
  • b) that although this system is intended to be used primarily for surveillance and safety of navigation purposes in ship to ship use, ship reporting and vessel traffic services (VTS) applications, it may also be used for other maritime safety related communications, provided that the primary functions are not impaired;
  • c) that this system is capable of expansion to accommodate future expansion in the number of users and diversification of applications, including vessels which are not subject to IMO AIS carriage requirements, aids to navigation, and search and rescue;
 AIS in Weather 4D mobile app with nautical charts from GeoGarage platform

[To those unfamiliar with AIS, here is a simple primer.
AIS is a data transmission system that uses VHF Channels 87 and 88 to transmit and receive data.
These two channels are broken into 2,250 time slots where data is placed either by the ship or a shore station.
Time slots are synchronized locally using the GPS timing function.
A ship reserves a time slot using a protocol called self-organizing (time division multiple accessTDMA which is very efficient and reliable.

 courtesy of AllAboutAIS

Originally AIS was designed to send or receive only 22 messages related to the ship’s identity, speed, direction, and other factors.
With the development of ASM, the sky (or earth’s surface) is the limit.
In the U.S., numerous ASM have been tested.
One such message is an environmental message that provides information on wind, tides, water levels, current, sea state, and other meteorological and hydrological data.
Another is a waterways management message containing information that could be used for drawbridge and lock operations.
A third ASM is a geographic notice that can define an area and provide information on precautions to be exercised in that area.
Additional ASM are in draft form or currently being tested.]

 AIS is chosen for its cost effectiveness and because the flexibility of the system not only allows for the marking of buoys sending light status information but also for the ability to integrate meteorological and hydrological monitoring in addition to the transmission of important lock and bridge status information.
courtesy of SRT Marine

RDC’s work in this area has been far ranging.
For example, a few years ago the RDC collaborated with the U.S. Army Corps of Engineers (USACE) to utilize the NAIS message set, routers, and servers to enable USACE to develop improved systems -- compatible with NAIS -- to enhance the safety and efficiency of operating inland locks.
Several standard ASMs were defined and methods have been developed for message creation, routing, queuing, transmission and monitoring.
Today, an AIS transmit architecture aligned with International standards has been developed to implement the efficient and robust transmission of these specific ASMs.


It is estimated that our nation’s waterways enable over $4.6 trillion worth of economic activity at 360 plus ports.
The Coast Guard has statutory responsibility to operate and maintain a system of maritime aids to facilitate navigation and to prevent disasters, collisions, and wrecks.
To fulfill this mission, the Coast Guard operates over 53,000 aids throughout the United States, Hawaii, Alaska and other US locations such as Guam and Puerto Rico.
However, this is not where the story ends.
Today, recreational boaters can download a few smartphone apps to: identify and contact nearby vessels; alert the USCG of deficient ATON, navigational hazards, and environmental pollution; and, most importantly, navigate more safely and with greater security.


As the software tools of e-Navigation become widely disseminated and third-party developers are able to build on the connectivity of NAIS assets, we will see significant advances in the role digital technologies play within the Maritime Transportation System
Consider the following scenario: You are sailing out of the Mayport, FL, Inlet and didn’t realize that a 30,000-ton car carrier is creeping up on your stern at 7 knots.
Your radar picked this up but you were too busy preparing to enter the sea.
Fortunately, your son was down below playing Fortnight on his iPhone when he got alerted to the impending disaster.
He tells dad and a catastrophe is averted.
This is possible today because of the flexibility and standardization of the NAIS High-Level Data Link Control (HDLC) ASM messaging packets and the reliability and universality of its network infrastructure.
Such an incident actually happened to a friend of mine (without the help of advanced AIS).

The collection of e-ATON, virtual ATON, Automatic Identification System/Application Specific Messages (AIS-ASM), Search and Rescue Transponder (SART), Satellite AIS (S-AIS) and more gives government, commercial, and private developers the tools to create new and exciting ways of improving vessel transport safety, security, efficiency, comfort, and enjoyment.
The situation today is not unlike the power that was unleashed in the computer industry when open source and interoperability was more than a goal but a reality.
This semester I will be encouraging my middle school STEM class to look for ways of allowing paddle boarders to advantageously use the AIS network.
The USCG RDC continues to lead the way in not just predicting the future but making it happen.

Links :